Garmin D2 Watch Flight Training Extra 330SC LOST WITHOUT IT UNDER EXPERT WATCH TAMING A WORLD CHAMPION

AOPATHE VOICE OF AUSTRALIAN GENERAL AVIATIONPILOTJune-July 2018 | Vol 71 No. 2 | $9.95

Quest KODIAK II A GO ANYWHERE, DO ANYTHING MACHINE

Falcomposite Furio RG PERFORMANCE LSA

Freedom to Fly in the Kimberley AOPA AIRSHOW TEAM

AOPA PILOT AUSTRALIA

CONTENTS www.aopa.com.au | June-July 2018 | Vol 71 No. 2

FLIGHT TRAINING

66 FLYING STATESIDE Training and flying in the USA 20 70 UNDER EXPERT WATCH With Instructor Eliot Floersch 48 WARBIRDS PRODUCT REVIEWS 74 DH82A TIGER MOTH A timeless classic 50 GARMIN D2 REVIEW Simply lost without it 78 STEARMAN Ben and his beautiful boeing AOPA AT WORK AIRCRAFT REVIEWS MEMBER COLUMNS 80 WANAKA AIRSHOW 52 FAA APPROACH 4 EDITORIAL 20 KODIAK SERIES II New Zealand’s best Captain Perry McNeil Try a little kindness Go anywhere, do anything 82 CATALINA PROJECT 54 AIRCRAFT OWNERSHIP Restoring a rare bird 5 LETTERS TO THE EDITOR 26 RV8S EXPERIMENTAL Martin Hone AOPA spirit alive and growing Building a heavy lift cruiser MARKETPLACE 58 BUYING USED PART II 6 PRESIDENTS’ REPORTS 30 FURIO SPEEDSTER Captain Perry McNeil 86 DESTINATIONS Changing of the guard Performance LSA 87 SERVICES 62 EXTRA DELIVERY 88 CLASSIFIEDS 8 AOPA AT WORK 36 GRAND CARAVAN Rob Akron from Europe General Aviation Summit Big, fast, versatile money maker

9 AGM 2018 42 BOMBARDIER 6000 Annual General Meeting A class above

10 NEW MEMBERS 46 E33C BONANZA Welcome to new members Owning an aerobatic classic 11 MEMBER PROFILE PROFILE 14 Jim Stewart 90 years strong 48 PAUL ANDRONICOU 12 IAOPA QUEENSTOWN Simply lost without it AOPA World Assembly

14 ORD VALLEY MUSTER Freedom to Fly in the Kimberley

17 FREEDOM TO FLY Rylstone celebration success COVER PHOTOGRAPH 18 ASIC CARDS Quest’s Kodiak 100 Series II New requirements Improved “go anywhere do any thing” turbine that’s perfect for Australia. 19 MEMBER HONOURED Past President, Phillip Reiss

45 | June - July 2018 AOPA PILOT AUSTRALIA 3 AOPA AT WORK | EDITORIAL

Flying High AOPA Australia Editor, Paul Southwick Email: [email protected]

The editor’s father, who served as a WWII pilot It all reminds me of bad behaving contestants on a in the RNZAF, said “You meet all sorts of people dodgy reality television show, where by the finale in the Air Force, just like in ordinary life - nice everyone realises that there are no winners at all. people and unpleasant people. It’s hard to get Exactly what kind of example and message are we away from them, but the fact is you’re all in this sending to the youth who are so important to the together.” Never a truer word has been spoken! future of aviation in Australia, with infighting? “You got to try a little kindness... Perhaps we should heed the words of that famous singer, guitar player, and Grammy Awaard winner, just shine your light for everyone to see.” Glen Campbell, and his 1969 hit song; “Try a little kindness” - afterall, like my dad said... we are all in Your editor gets to meet many people in aviation this togther. and it never ceases to amaze how a few “bad” individuals do themselves, the industry, and this In preparing this issue the author has met many great country which is famous for “mateship” and a wonderful people in aviation – people who shine fair go, so much harm. their light for everyone to see, including: Bad behaviour in aviation takes many forms, •AOPA Australia’s youth ambassador, and flight from bagging out competitors, to rumouring, to instructor, Amy Chang, who is always smiling and BELOW vexacious and unncessary complaints to CASA, to never ceases to enthuse, both on Facebook and to On the flight deck of relentless and targeted online social media abuse. It all she meets, about aviation; Bombardier’s new Glob- seems that aviation attracts the full gammit of bad •Michael Loccisano a co-founder of Funflight, an al 6000 corporate jet behavior. aviation charity that gives disadvantaged children in Australia an opportunity to experience flight; •Judy Pay, who generously provides a whole fleet of aircraft for ANZAC Day fly bys, and her large group of volunteers who give their own time, for free, to keep the aircraft flying; •Eliot Floersch, one of the world’s best and most expereinced flight instructors who gave his valuable expert time gratis for the benefit of one of this month’s articles;. •Tom Haines and Mark Baker from AOPA USA who ‘spread the gospel’ of general aviation worldwide in a positive manner. Which type of pilot are you – the acidic reality show contestant harming our industry, or the shining light for pilots and general aviation? Who would you noimiate as the best ‘shining light’ AOPA member in Australian aviation? Please write and tell us so we can profile them in a future issue of AOPA PILOT AUSTRALIA. Thanks to all those members who wrote or called to tell us they love the magazine’s new format and content. We set high standards for ourselves and aim to get better with very issue!

4 | AOPA PILOT AUSTRALIA June - July 2018 AOPA AT WORK | LETTERS TO THE EDITOR

Letters to the Editor Have your say with AOPA Australia Email: [email protected]

AOPA Spirit at Rylstone system takes the cake! Under this system, charge for their services but keep clear of I would like to pass on my thanks and ap- we are being forced, unnecessarily, in a them until they stop charging. preciation to the AOPA and our Freedom to counterproductive way, to require students We own and operate the Goolwa (YGWA) Fly airshow team, who all recently attended to enrol in the 200-hour commercial course airport in South Australia, we receive no the Celebration of Aviation at Rylstone Air- because, as a small operation, we only qual- grants or concessions from local, state or park in NSW, helping make it an oustand- ify for the Part 141 school. We are being federal government. Yet we have to pay ing success. Over 110 aircraft owners flew forced to commit “business suicide,” along high council rates, various levies, state and in with over 2,000 people attending on the with the extra costs incurred in producing federal taxes as well as high fuel costs to run day. Paul Goard and the airshow team did a new Operations Manual. Concerning our machinery, plus maintenance of said a great job with the air display, along with the survivability of our business, we need machinery etc. We are a large airfield with Ben and the team with the Youth flight sim- help - I am thinking about appealing to the a 24 hour sealed runway plus grass cross ulators and bus. Congratulations AOPA ACCC and making a case for fair trading strips and taxiways. We open seven days a and we will see you again in 2019! and competition. This change will, increase week, 364 days a year (we have Christmas ROB LONERAGAN the costs of pilot training, be it under a 141 day off), earn less than minimum wage, AOPA #43840 or 142, with the cumulative effect of adding rarely have time off, all so that people can to the pilot shortage in this country. fly in and enjoy the beautiful Fluerieu Pen- User fees and YMMB Congestion GIL LAYT insula. I like to consider myself a good GA citi- AOPA #19049 Yes, we charge landing fees, but we do zen, in that I fly a Bonanza regularly and waive them if fuel is purchased. Of course contribute to the general aviation economy. New magazine format we want to encourage people to fly into However, I am increasingly concerned that Ben and Paul , the April - May 2018 edition Goolwa; we want people to enjoy the area whilst I and my GA friends are all paying of AOPA PIlOT AUSTRALIA was possibly and being all pilots ourselves, try to offer our way, our ‘recreational’ counterparts, the most professional and enjoyable edition those services we would like to experience who enjoy access to the same aviation I’ve read. I believe I joined AOPA around when, on rare occasions, we get to travel. that we do, are continuing to escape land- 2002, however previously another older But it is a service and we need to charge. ing fees and charges at airports. Why is member gave me a pile of magazines dating It would be more profitable for us to clear GA subsidising the access and enjoyment back to the very late 1980’s. Although I re- the land and develop a housing estate, but of ‘recretational’ users and when will they call some interesting articles and editions, pilots who don’t like landing fees would do the right thing and pay their own way? I must acknowledge this latest effort. In- perhaps be unhappy about airfields closing Im also frustrated that at YMMB the wait teresting content and very well presented. too! times for GA aircraft to depart can be up Well done and best wishes for the future. I encourage pilots who think $15 per tonne to 20 mins at RWY hold point, the airport AL HILTON is too much to pay to land at a major coun- operator needs to reopen the central RWY AOPA #47111 try airport to spend a day in the life of an to provide for safe arrivals and departures! airport owner. They will appreciate the ADAM BLENERHASSET Landing fees I just read the article in this month’s mag- time, effort and expense that goes into run- AOPA #43840 azine (April - May, Vol. 71 No. 1) regard- ning a facility. When someone flies in in their $100,000+ aircraft, takes friends for GABusiness Suicide ing landing fees. it states “there is a reason- able argument that users should pay, and a fly, uses the toilets and lounge, without I am one of the Directors of Gil Layt’s Fly- in the case of privately owned airports the a thank you, and when asked for a small ing School Pty Ltd, Archerfield, Brisbane. argument is compelling.” landing fee abuse you, and state they will I have been an operator on Archerfield for However it concludes by stating “In the never come back, maybe pilots will under- over 43 years and have seen many changes meantime, wherever possible, let’s keep stand the disappointment and frustration initiated by the Australian government in up our protest by navigating clear of those we sometimes feel. the industry. Whilst some of these changes charging operators.” RICHARD EASTWOOD have been inconvenient and unnecessary The article argues for private operators to AOPA #49043 over the years, the latest one regarding im- plementation of the Part 141/142 school

June - July 2018 AOPA PILOT AUSTRALIA | 5 AOPA AT WORK | PRESIDENTS REPORT

Changing of the Guard Outgoing AOPA Australia President, Marc De Stoop

At the AGM I handed over the President’s tenure has been exemplary, culminating in the reins to Aminta Hennessey OAM. I was class two AVMED reforms which we will see come delighted to do so. When reading her CV to fruition this year. Together with past Director, it struck me how well qualified she is to be Dr Rob Liddell, they laid the policy platform for President, with over 19,000 hours of flight real and meaningful Class 2 medical reform. Now time verses my 1,900! She has witnessed 30 we need IFR to be added into the mix like it is in years of GA decline, at the coalface, running the USA. Tony has been advocating for this. Dr Clamback and Hennessey Flight Training David Hookes will continue with this work. The at Bankstown, amassing a wealth of general fight goes on. aviation experience in flight training; ATO; All effective reformist boards need new blood and instructing; commuter airlines, charter and ideas. To that end, I am delighted to announce as a ferry pilot. that AOPA will be well served in 2018. I’d like to warmly welcome our new brood of directors: “With increasing numbers comes more Richard Talbot; Shaun Kelly; Gerard Kitt; Ross powerful industry relevancy.” Harrison: Ben Whydam and Dr David Hooks. I’m sure all of them will continue the good work, and Just about everything you can do in GA, Aminta reformist attitude, of recent AOPA Boards. and Ray have been there and done that. How could you have anybody more suitable to run AOPA? I want to pass on my final, and special thanks, to our Executive Director, Ben Morgan, for taking up The time is right for some gender diversity in the the challenge of running AOPA as a fulltime CEO Presidents role too. Commercial women pilot in 2016. I believe it was my greatest achievement as numbers are just so low. They are starting to President for AOPA getting Ben into the CEO/ED increase, but, more needs to be done to encourage role. It’s a 24/7 job; often thankless and definitely greater female participation. Aminta will be a underpaid for the commitment and time the job catalyst, and an inspiration, to young ladies who consumes. Ben has been the energetic, driving want to follow in her footsteps. The Airlines are force in turning around AOPA’s performance. now belatedly recognising the need for greater He gives up on average three weekends a month diversity with some mandating minimum female ARE YOU driving the AOPA youth bus around the country percentage numbers in their intakes. Its not CONNECTED TO and supporting aviation events. 50% across the board but it’s getting up there. THE AOPA My brief to Ben was to reverse our declining AUSTRALIA VIA Great to see it’s finally starting to happen. There FACEBOOK? may have been a previous lady AOPA President membership. A big call as it had been in constant but I’m absolutely sure there has not been too decline from circa 10,000 in the 1980’s. Ben has Each day, the many. Aminta was our first choice and elected achieved that KPI. From a low point of 2,000 in AOPA Australia updates unopposed. Her office is near AOPA so she and 2016 to now at 3,212. Importantly, some 350 of our members and sup- Ben will be able to spend a lot more time together. our new members are Youth Members. That’s the porters via our Facebook That can only be a plus for AOPA. most pleasing aspect. With our aging membership page. Industry news, producing hefty annual number losses we need Aminta enjoys the full support of a united board local events, important many more youth members to revitalise the that has some fresh talent. I’m 100% supportive of reforms and AOPA AOPA. There is so much more to do, but, Ben has her and will do all I can from my Vice President’s Australia initatives are achieved a very good result so far. all updated via our face- position to support her Presidency. I broke bread with 20 AOPA country affiliated book page. I’d like to thank the retiring directors, Dr Tony bodies in Queenstown at the April International www.facebook.com/ van de Spek and Capt Perry McNeill. Both have AOPA Would Congress. All 20 countries are aopaaustralia dedicated so much time to AOPA. It’s been an experiencing decreasing membership numbers. honour and a privilege to serve together and they Even the USA. will be sorely missed. Volunteering time can be taxing on personal and work commitments. I fully With increasing membership numbers comes understand people have to serve, make a difference more powerful industry relevancy. While there is and move on with their lives. Tony’s eight year plenty more to do, a carefully constructed media

6 | AOPA PILOT AUSTRALIA June - July 2018 AOPA AT WORK | PRESIDENTS REPORT and political campaign, made AOPA relevant written and re-written at vast expense, purely based once again to both members and the government. on the opinion of the person approving the manual. Whilst we have been firm and forceful where It is only recently that formats for the syllabi and necessary, we are now starting to see results. manuals have been put into a template format, but even that is opinion driven. This past week, I have been invited to sit on the Minsiter’s General Aviation Advisory Group, Part 142 training organisations have seen the joining Past President, Phillip Reiss. Between the introduction of expensive overheads in the form two of us, we will be working hard to ensure our mandatory staff/position requirements. These add GA industry needs are being heard. to the existings costs, which in turn drive up the cost of flight training to students. Additionally, AOPA in partnership with the SAAA and AMROBA have formed the Australian General You have to seek approval to become head of Aviation Alliance, which today now represents a operations (HOO) and so I had to formally submit total of 11 industry associations and groups and is to the process and this is what I put in. growing. My qualifications are: •19,450 flight hours Mr Marc De Stoop •Some 10,000 hours twin time Past President - AOPA Australia •4,000 hours gas turbine time •Been a testing officer since 1985 Ms Aminta Hennessy •Been a Chief Flying Instructor since 1985 INCOMING PRESIDENT - 2018/19 •Have conducted some 2,500 tests since 1985 •Endorsed on King Airs, Citations, and flown most I am honoured to have been elected President light general aviation twins of AOPA Australia after such a short period of •Conducted 30 odd ferries across the Pacific, Atlan- time on the board and I would like to thank our tic, Indian Ocean, Asia and Europe. outgoing President, Marc de Stoop, who has been •Flew the Lord Howe Island run as a commuter pi- President for the past three years. Marc has done lot for Avdev Airlines for three years. They operated an amazing job pushing along change in aviation King Airs, Herons and Bandeirante, all of which I and should be congratulated for his dedication and flew. committment. •Hold an ATPL Licence Australian I would also like to thank Dr Tony van der Spek, •Hold a ATPL Licence USA . who has been on the board for eight years, finally To become an examiner under the new Part 61 retiring this year after achieving his goal of and to gain all the testing approvals costs around changing the medical system. $27,000. And for what? More money for some- The perspective I bring to the Presidency is a thing we were already doing? Is this adding to passion and commitment to education for pilots safety? To retain the right to test on all ratings and and instructors, and hopefully CASA too! So why licences costs around $3,000 per year! is this so? My background is one of instructing, One instrument rating proficiency check each year, charter pilot, commuter airline pilot and ferry pilot one Instructor rating test every two years with the since 1967. Since 1984 I have been a flying school Industry, and one Examiner rating test every two owner too. years conducted by CASA. Each test is around I helped start the Australian Association of Flight $1,500 - who makes this stuff up! Instructors and ran a two-day educational seminar The rest of the world does not have this costly and every year for some 10 years. I started the Fear onerous system in the name of safety. What these of Flying Clinics in conjunction with Qantas huge costs are doing is grinding the training indus- and ran them for 10 years. I ran the educational try into extinction. Who can afford $27,000 to gain component at the AGM of the Australian Women all the examining qualifications and who can afford Pilots’ Association for nearly 20 years. to retain them all? I have been running a flying school with Ray What’s worse is CASA thinks that by conducting Clamback since 1984, I have seen aviation change all these expensive tests the standard of training dramatically, with layer upon layer of CASA will go up. How far from the truth this is! bureaucracy strangling our GA industry. My mission is to save the training industry, reduce the humungous costs, which contribute little to An example being the introduction of Part 61, 141 safety, raise the standards of training, and harmon- and 142, our flight school manuals have had to be ise with the FAA rules.

June - July 2018 AOPA PILOT AUSTRALIA | 7 AOPA AT WORK | EXECUTIVE DIRECTORS REPORT

GA Summit 2018 AOPA Australia Executive Director, Benjamin Morgan

We are half-way through 2018 and our focus is on The Summit will be chaired by AOPA Australia a change to the Civil Aviation Act. The AOPA Aus- member, Mr Geoff Breust, former Managing Direc- tralia believes; tor of Regional Express and President of the City of Wagga Aero Club 1. That aviation regulations must be developed so that aviation safety is affordable and sustainable; & The Deputy Prime Minister has accepted an invita- tion to open the Summit, and will address delegates 2. That CASA should be bound to foster and devel- on the morning of 9th July 2018. In the spirit of op our aviation industry. bipartisan support for change, Mr Anthony Alba- OUR PROPOSED AMENDMENT nese MP has been invited to address the Summit TO THE CIVIL AVIATION ACT delegates on the morning of 5th July 2018. 9A Performance of functions A Summit dinner will be held the evening of Mon- (1) In exercising its powers and performing its day, 9th July, with guest speaker Mr Michael Smith, functions, CASA must seek to achieve the highest AOPA Australia Director and former Deputy Di- level of safety in air navigation as well as: rector of Aviation Safety (CASA), speaking to the need for change to the Civil Aviation Act so as to (a) maintaining an efficient and sustainable Aus- unlock Australia’s aviation industry. tralian aviation industry, including a viable general aviation and training sector; The following associations have confirmed their support for our Summit. (b) the need for more people to benefit from civil 96% SAY YES TO aviation. 1. Aircraft Owners and Pilots Association of Australia CIVIL AVIATION 2. Sport Aircraft Association of Australia (2) Subject to subsection (1), CASA must exercise ACT CHANGE! 3. Aircraft Maintenance Repair Overhaul Business Association its powers and perform its functions in a manner 4. Australian Licensed Aircraft Engineers Association From a survey of 880 that ensures that, as far as is practicable, the envi- 5. Aircraft Electronics Association – South Pacific Region AOPA Australia face- ronment is protected from: 6. Australian Aircraft Manufacturers Association book users, 96% support (a) the effects of the operation and use of aircraft; 7. Australian Business Aviation Association the view that: 8. Experimental Light Aircraft Association of Australia and CASA must seek to 9. Recreational Aviation Australia Limited achieve the highest level (b) the effects associated with the operation and use 10. Australian Women Pilots Association of safety in air navigation of aircraft. 11. Seaplane Pilots Association of Australia that is consistent with: 12. Rotorcraft Asia Pacific 3A Main object of this Act (a) Maintaining an 13. Australian Aero Clubs Alliance efficient and sustainable The main object of this Act is to establish a regu- 14. Royal Federation of Aero Clubs 15. Airtourer Association Australian aviation indus- latory framework for maintaining, enhancing and 16. Australian Piper Society try, including a viable promoting the safety of civil aviation with particu- 17. Cessna 182 Association of Australia general aviation and lar emphasis on preventing aviation accidents and 18. Cessna 200 Association of Australia training sector; and incidents. The Act also recognises the importance 19. Cirrus Owner Pilots Association (b) The need for more of having a strong, efficient and sustainable aviation 20. Lancair Owner Builder Organisation people to benefit from industry, and of enabling more people to benefit 21. Australian Beechcraft Society civil aviation. from aviation. 22. Australian Mooney Pilots Association www.facebook.com/ 23. International Comanche Society – Australasia To achieve a change, the AOPA Australia has put to- aopaaustralia 24. Hang Gliding Federation of Australia gether a General Aviation Summit in Wagga Wagga 25. Gliding Federation of Australia for the 9th and 10th July 2018, calling on the gener- 26. Australian Parachute Federation al aviation industry’s associations and peak-bodies 27. Regional Airports User Action Group to come together in support. 28. Your Central Coast Airport Association 29. Australian International Pilots Association The purpose of the Summit is to bring together the 30. Australian Indigenous Aviation Foundation leadership of Australia’s general aviation industry, 31. Thomas Global seeking to develop a consensus proposal for change.

8 | AOPA PILOT AUSTRALIA June - July 2018 AOPA AT WORK

2018 Annual General Meeting Report

PRESIDENT’S REPORT SUMMARY UNFINISHED BUSINESS The retiring president Marc De Stoop thanked the • Push for NVFR, IFR and Aerobatics for Class AOPA Australia board for its support over the past 2 medicals three years and acknowledged the hard work of • ASIC card reform, more to be done in deliver- the retiring directors, Dr Tony Van Der Spek, and ing time and cost impost Captain Perry McNeil, along with recognising the • Sustainability of Regional Airports in deliver- efforts of Executive Director, Benjamin Morgan. ing tenure for GA businesses • RPA/Drones HIGHLIGHTS FOR THE YEAR • Class 2 medial reform success APPOINTMENT OF DIRECTORS • Formation of the AGAA (Australian General The following directors were elected: Aviation Alliance) • Aminta Hennessy OAM (President) • Acquisition and deployment of our youth • Marc De Stoop (Vice President) engagement bus to promote aviation • Richard talbot (Vice President & Treasurer) • Deployment of the new AOPA Pilot magazine • Dominic James (Secretary) • Deployment of the AOPA Freedom to Fly • Benjamin Morgan (Executive Director) Aerobatic team. • John Glynn • The strong financial position and balance • Mike Smith sheet repair. Net assets have risen to $185K • Ben Wyndham • Increased membership for the first time in 5 • Shawn Kelly years! • Gerard Kitt • The IAOPA conference in Queenstown • Ross Harrison • Campaign started to reintroduce Independent • Dr David Hookes Flight Training Instructors in the bush • Push for a change to the Civil Aviation Act FINANCIAL MATTERS The minutes from the previous AGM were con- CHALLENGING MATTERS FOR THE YEAR firmed, the financial statements were adopted, and • The loss of the airfield directory revenue the auditor was reappointed. • Departure from the TAAAF • Weifght increase to 760kg for RAAus • Impact of unique Australian Regulations • Closure and/or sale of Australian flight train- ing organisations to foreign buyers • The re-introduction of 457 Visa for pilots

June - July 2018 AOPA PILOT AUSTRALIA | 9 AOPA AT WORK | WELCOME TO NEW MEMBERS

Welcome to New Members! AOPA Australia Executive Director, Benjamin Morgan

On behalf of our national membership, I would like to extend a very warm welcome to our newest members! Since 2016, our membership has grown considerably, surging from 2,300 to 3,200 and still growing! Our growth in membership demonstrartes the support our association has, for the push for broad reform, seeking to unlock growth and prosperity for Australia’s gen- eral aviation industry. Thank you again to everyone for your support amd I encourage all of our members to reach out into your aviation communities and encourage others to join! +3,200 Members Strong & Growing!

NSW Mark Renshaw Ross Frame QLD Khaled Assafiri Michael G. Robertson Lucy Simkin Geoff Brown Deniz Aygun Peter Rye Terry Vaughan Stephen Boyle Greg Bates Alan Tippett SA Kyle Bridgwood Derek Bronk Gregory Todd Andy Cameron Douglas Field Wesley Brown Darrin Ward Gordon Wilson Ross McNeil Clinton Button Gary Weeks WA David Heck Peter Woodland Joe Corrigan Stefanie Brown Roderick G. Hobson Andrew Young Benjamin Hardy Michael G. Henderson David Sando JOIN YOUR Adam Harris VIC Dave Jackson Kaine Sherwood FRIENDS Jamie Hughes Paul Andronicou Trudy Robins Stuart Tait Each and every day, David Kennedy Nicholas Christie Alan Sattler Jason Vallely the AOPA Australia John LeMarquand Martino Domenico Chris Shine is working hard to TAS Alan Magill Francis Ennis Maude Telfer initiate important Andrew Duddington William Miller Bernie Knight Peter Vermeersch reforms that can Miles Kendell Michael Murphy Vaun Moncur help ignite general Haydn Vernon Andrew Naunton aviation revitalistion. Our work is not possible without Welcome to all our new Student Pilot members! the support of our members and Duke Dingley Andrew Ford Dale Christie John Freeman sponsors. You can Jamie Ashton Bethany Petros Dushanthakumar Hans Paul Bunce help the association Robert Bramley Ali Alhayali Raj Paul Lindwall by encouraging your Robert Matthews Paul Lynch Jessica Medwedew Mahesh Shinde flying friends to join: Muhammed Kamrul Hayden Cutts Elie Abi Fernando Gueli www.aopa.com.au/ Huda Edward Oldenburg William Soole Thomaz Silva membership Jason Box Megan Ryan Noel Peters Dian Pamilih Thomas Warren Luke Muir Christina Waterhouse Oscar Crosara Simon Hockley Ross Peake Michelle Barton Kyle Williams William Robb Matthew George Greg Hopkins Scott Pridham Janaya Di Pietro Fotopoulos David Schirmer Joshua Smith Greg Austin Johann Odou Aditya Bhatia Nathan Dillen Edward Davies Gary Tomlinson Serge Kalajdzic Daniel Michael Bailey Corey Hawkins Arthur John Gerakas James Hargreaves Tomas Juelg Christopher Paul Mellifont Alan Smith James Shearwood Goldsworthy Joshua Bereshezckiy Adam Bernhardt

10 | AOPA PILOT AUSTRALIA June - July 2018 Member Profile: Jim Stewart Nonagenarian AOPA Australia member Jim Glider pilots learn to be safe, all the time, like to always Stewart is living proof that age should be no stay at a safe height. For example when downwind barrier to general aviation. “Young” members, and you have decided to land, keep enough height, let’s say all those under 90, can be inspired by just in case.” Jim’s longevity and strong support for AOPA LIFE OUTSIDE AVIATION Australia Jim’s, day job is as a mechanical engineer. He has done Jim first flew in a Tiger Moth, aged 20, and later built a lot of pioneering design work and says “life has been thousands of hours flying and instructing on gliders good.” He helped pioneer the bulk sugar industry in with Southern Cross Aviation at Camden in NSW. Australia and work has taken him all over Asia and He acquired his helicopter licence aged 69 years and is Europe; as well as to the UK, where he lived for many passionate about all things general aviation. Jim first years; Sweden; and to many German trade fairs in the flew solo at Bankstown, in a Robinson R22. He says 1960s way back then they flew straight to Hoxton Park for Still running his own engineering company, Trade- the training as Bankston was too busy with general Air, Jim employs five people and has no plans for aviation aircraft. retirement or to hang up his headset. When Southern Cross Aviation was at it speak they BRIGHT FUTURE had 750 active members at Camden and Jim was the duty pilot on Wednesdays. Jim’s aviation outlook is ambitious, including the purchase of a part shar ein alow time Bell 47G five- AVIATION ADVICE FOR BEGINNERS seat helicoptpr. He enjoys spending time with family, Jim’s advice for anyone starting out in aviation, based including his 70-year-old brother, and 64 year old son on having helped many students who are now airline who was a “chopper” pilot in the army. Lookout for captains, is to learn to fly gliders first. He says “There Jim on the airwves - perhaps flying around in That are a lot of things you learn without a motor up front. Bell 47.

June - July 2018 AOPA PILOT AUSTRALIA | 11 AOPA AT WORK | IAOPA QUEENSTOWN

iAOPA World Assembly AOPA Australia Editor, Paul Southwick

More than 150 AOPA delegates and observers, New Zealand’s CASA will be recommending a similar including a good mix of overseas and locals, system to that used in the US and Australia. New made their way to Queenstown, New Zealand, Zealand’s CASA director spoke of competing forces in the last week of March 2018 for the World and the difference between actual and perceived risk. Assembly of the IAOPA. The European representative said that in Europe Being held at this world class destination, of immense medical checks are tough, as are language and aircraft beauty, the fun capital of the world, and just before checks. For him the key point is that pilots always do the 30-year anniversary of “Warbirds Over Wanaka,” the right thing. across the Crown ranges, the lakeside Rydges Hotel GROWING THE PILOT POPULATION location was always going to be a winner. AOPA in the US has lots of initiatives to grow There were large delegations from China, Australia, numbers. There is a worldwide need for 600,000 pilots and the US, including AOPA President Mark Baker for commercial operations. Only 15,000 licences are and Executive Vice President (of AOPA LIVE and granted in the US per annum now, with last year the AOPA PILOT fame) Tom Haines. Also in attendance lowest ever. Concerted action is required to improve were the heads of most major aviation organisations the experience of people learning to fly as 89% (in like ICAO and representatives of Air New Zealand, the US) quit before getting their PPL, often due to Jeppesen and many more. the (bad) training and flying experience, for example Perhaps the most interesting presentation was one old badly maintained aircraft or continually changing by Graham Cheal, Manager Aircraft Operations, for junior instructors. Air New Zealand, about gaining approval for night AOPA USA has raised US$15m to promote aviation approaches to Queenstown. He told the story of with programs in 80 high schools. Mark Baker making the impossible, possible. The challenges were emphasised that it is a community effort which huge: high mountain ranges on all sides; an “S” shaped requires airline and manufacturer support too. The approach; a last minute turn on to final; tail winds Australasian flying school “market offering” appeals at both ends of the runway; wind shear; a shielded to the US to make aviation accessible, affordable and approach (by the Remarkables Ranges) to sudden 30 fun. knot cross winds; a short runway; ice on the runway; no run-over bays (there is a steep drop at both ends There has been some progress, and in the US: of the runway); and limited go-round options. There “Pilots no longer starve sitting in the right seat of a was also the issue of the head up display causing commercial aeroplane and can make a reasonable pilots to all fly through the centreline for an initially living,” said Mark Baker. unknown reason. Dr Liu from IACO said that the US experience Here are some of the other highlights of the assembly: should be shared worldwide as it is a great model. She emphasised that advocacy is the most important ADSB USA thing to build the dream of aviation with the young There are huge costs, timing and production generation. She said that it starts with young children challenges of making ADSB happen in the US from and emphasised not to forget women and girls. the end of next year. The average US general aviation UNMANNED VEHICLES (GA) aeroplane is 45 years old and it is important to protect the fleet as the replacement rate is only about There is much aviation activity below 500 feet, for 1,000 aircraft per annum. Some cheap ADSB solutions example, seaplanes, parachute tow, take-off and are now coming out with FAA support. landing, back country strips, agriculture, military, and much uncontrolled airspace - Class G and E. MEDICALS Ten years ago, much bigger drones were expected There have been multiple “BASIC MED” initiatives in but it has become a story of smaller craft now, and the US, Australia, and elsewhere. Smart regulators see remotely piloted aircraft this as a “freeing up resources” opportunity.

12 | AOPA PILOT AUSTRALIA June - July 2018 AOPA AT WORK | IAOPA QUEENSTOWN

IAOPA has been writing standards for a complete members opting into AOPA drone content. There UAV flight taking off from a controlled airport and are two categories of drones - under 55lbs and not flying up into Class A airspace, and then proceeding to commercial; and Part 107 commercial operations. land internationally at a controlled airport in another NEW TECHNOLOGY IN COCKPITS country. That is way beyond the “low level line of sight” flights originally contemplated for UAVs. David Morgan, Head of Flight Operations and chief pilot for Air New Zealand said that the accepted risk The public has no idea about the risks and dangers of factor for GA is ten to the power of minus nine. The flying drones in or near aircraft, especially approach major causes of accidents continued to be: loss of paths to major airports. Indeed during the conference, control in flight; controlled flight into terrain; and the pilot of a light aircraft that crashed at Waihi in runway excursions. He said that the reality is that the North Island claimed a drone may have hit his pilotless passenger carrying aircraft are coming, as are windshield. commercial rockets, so we need to prepare for that. There are lots of lessons from manned aviation that Tim Boyle from Airways New Zealand, gave a most can be applied to drones including safety, technology interesting presentation about the coming of digital and human factors. control towers with cameras at the airfield but no IAOPA developed four cornerstones of policy for controllers. ATC is based elsewhere and controls new pilotless aircraft: the airfield / airspace remotely – with the use of 1. No new equipment required for GA aircraft. multiple high definition and infra-red cameras, plus 2. Responsibility for detect and avoid (DAA) capability high technology tools like digital safety overlays, to be totally that of the remotely piloted vehicle. avoidance and collision alert systems, security alerts, 3. No new segregated airspace limiting GA operations. runway inspections, and even detection of an animal on the runway. There are already four or five remote 4. No NOTAM’d (restricting) airspace when drones digital towers in use around the world, for example, operate. in Sweden. The following challenges were identified for GA: The driver here is cost and efficiency. Towers are a 40 1. Is the freedom to fly a right or a privilege? plus year asset (investment). For a small airport like 2. Is access to the sky a right or an acquired privilege? Invercargill (in New Zealand) it may costs A$7m to 3. Should operators be able to buy exclusive use of build a new tower but perhaps only A$2m for a digital airspace? tower. For Auckland International Airport the cost 4. Will GA have to pay for rule making, oversight, or would be more like A$50m - $60m for a physical investigations? tower (due for replacement in 2022) but only A$10 5. Will UAV accidents be attributed to GA (safety)? for a virtual tower. 6. How are accidents going to be tracked? 7. Can the ATC system tolerate separate management systems? 8. Who carries out enforcement? Federal? State? Municipal? 9. The drone industry claims technical solutions to risk. These are unproven. Are they safe? Further challenges for IOPA were identified as follows: 1. Will drones influence IAOPA memberships? 2. Do we accept shared airspace? 3. Are the four pillars (above) right? 4. How can we keep the economic argument from superseding lifestyle considerations? 5. How could IAOPA help regulators make the right decisions - decisions that are data driven. What data do we need? In the US there are 1,000,000 registered UAS, with 80,000 FAA certified remote pilots, and 15,000 USA

June - July 2018 AOPA PILOT AUSTRALIA | 13 MUSTERORD VALLEY FREEDOM TO FLY IN THE KIMBERLEY

BY BENJAMIN MORGAN AOPA AUSTRALIA EXECUTIVE DIRECTOR

14 | AOPA PILOT AUSTRALIA June - July 2018 Our AOPA Australia Freedom to Fly pilots, THANKS AND APPRECIATION Adrian Van der Sluys and Michael Jones, took The AOPA Australia would like to thank Mr Mi- to the East Kimberly skies in May, thrilling chael McConachy and his business AVIAIR He- the crowds at the Ord Valley Muster! liSpirit for their generous sponsorship, along with The Ord Valley Muster began back in 2001 as a one their support in helping AOPA Australia advocate night concert event, but has since grown to become its brand, mission and message. a multi-faceted week of activities that celebrate the The logistics involved in preparation for the event extraordinary cultural diversity, and stunning pri- were enormous, requiring six months of planning. meval landscape of the East Kimberley. Given the distances invovled, both aircraft were Sponsored by AVIAR HeliSpirit, this years Muster disassembled and packed into a shipping container featured an airshow - a first for the event! The air- and freighted by road to Kununurra. Many thanks show took place at sunset, creating a truly unique must go to the engineering support staff from AVI- landscape backdrop for the two bright red Pitts S1’s AIR who expertly reassembled and disassembled to performance against. the aircraft for their return. The team would also like to thank Michael Dalton of Agile Aviation Un- When asked for their comment; derwriting Services for his assistance. “The landscape, scenery and lighting is absolutely amazing and its hard to describe how beautiful it is VISIT THE EAST KIMBERLEYS with words. It is so uniquely Australian. Everyone We would encourage all of our AOPA Australia should make time to come see this place.” Adrian members to consider planning a flight to the Kim- Van der Sluys. berly and welcome you to contact AVIAIR HeliSpir- it to arrange your own guided tour of the region. “The experience was really special and we are both so honoured to have been invited to participate. It’s More information on the Ord Valley Muster: great to see the recognition we are receving through https://www.ordvalleymuster.com.au/ Freedom to Fly.” Michael Jones. More information on AVIAIR HeliSpirit: Following the afternoon airshow presentation, both https://www.ordvalleymuster.com.au/ Adrian and Michael were guests at the evening’s More information on Freshwater Apartments: black tie dinner and concert, which included an im- http://www.freshwaterapartments.net.au/ pressive line-up of national and local artists.

June - July 2018 AOPA PILOT AUSTRALIA | 15 HIGHER LEARNING BEGINS WITH PIPER TRAINERS

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Piper_Trainer_Airflite_A4_V1.indd 1 2/7/18 8:19 AM AOPA AT WORK | RYLSTONE CELEBRATION OF AVIATION

2018 Rylstone Celebration of Aviation AOPA Australia Freedom to Fly Airshow Display Team

The AOPA Australia Freedom to Fly Airshow Freedom to Fly welcomed two new display pilots at Display Team once again did our association Rylstone, Joel Haski and Kingsley Just. Both flew proud, delivering an exciting and powerful spectacular solo performances and will be a great airshow display at the Rylstone Celebration additions to our growing team line-up! of Aviation, Saturday 19th May 2018. Many thanks must go to our AOPA Australia Vol- I would like to send a big thank you to AOPA Aus- unteers and to our Executive Director, Ben Morgan, tralia member, Rob Loneragan, founder and oper- who all gave up their weekend to support our pilots ator or Rylstone Airpark for the invitation to show- and youth engagement. case AOPA at this years Celebration of Aviation! We are all looking forward to returning to Rylstone The weekend was a great opportunity for aircraft in May of 2019 for what is already shaping up to be owners and pilots of all persuasions to come to- a bigger and even better event! gether in a real grass roots manner, with over 150 Freedom to Fly Team Manager, Paul Goard aircraft taking part on the day! A real credit to the organisational and promotion skill of Rob and his decicated team! UPCOMING AIRSHOW EVENTS 4th AUG 2018 - Sunshine Coast Aero Club Our Members Coach and Junior Pilots flight sim- ulators were onsite for the event, giving attending 22nd AUG 2018 - Wagga City Aero Club yougsters a chance to get hands on. Many thanks to 13-14th OCT 2018 - Aldinga Aero Club AOPA Australia member, Greg Nugent, who volun- teering to drive the coach from Bankstown to Ryl- 18-20th OCT 2018 - Ausfly 2018 Narromine stone and back - a big effort that we all appreciate! 3rd NOV 2018 - Walcha Aero Club During Saturday, our Freedom to Fly airshow dis- play team presented an hour-long airshow that sp- BOOK OUR TEAM spectaculary showcased the AOPA brand, mission CALL (02) 9791 9099 and book the AOPA and message for all in attendance. Australia Freedom to Fly airshow display team!

17 | AOPA PILOT AUSTRALIA June - July 2018 AOPA AT WORK | ASIC CARDS

ASIC Card Requirements AOPA Australia Member, Chris McKewan

Last year the Government amended the sible Department. At the time of writing the new identification requirements for an ASIC Department’s website Transport Security area is Card. No longer is an Australian passport still under construction resulting in a continuation sufficient evidence of Australian citizenship. of dealings with the Infrastructure Department. An Australian citizenship certificate or proof These are the new requirements for an ASIC: of Australian citizenship by descent, or an •All applicants will need to provide identification Australian birth certificate is now required. documents to meet each of the following docu- This catches all those who have held an ASIC Card ment categories: since they were introduced and relied on their •Category A – evidence of the start of the appli- Australian passport when renewing. cant’s identity in Australia (e.g. Australian Citizen- It does not matter that you have lived here and ship/Naturalisation Certificate, Australian Birth held an Australian passport for decades. You are Certificate, Australian Visa); not accepted as being Australian for the purposes •Category B – a Government-issued document of an ASIC Card. The below details are taken from that provides photographic proof of the applicant’s the website of the Department of Infrastructure, identity and includes the applicant’s signature (e.g. Regional Development and Cities. Driver Licence, Proof of Age/Photo Card, Passport https://infrastructure.gov.au/security/identity/ (Australian or foreign)); changes-2017/identity-security-regulatory-amend- •Category C – evidence of the applicant’s use of ments.aspx the identity while operating in their community (e.g. Medicare card, ASIC or MSIC, PAYG Summa- The Homes Affairs Department is now the respon- ry); and •Category D – evidence of the applicant’s current residential address (for example Utilities Account/ Bill/Invoice, Bank Statement/Account Confirma- tion, Tenancy Agreement). •The applicant is only required to produce a category D document if their current residential address was not listed on any of the other docu- ments they produced. If you have not had a flight review and come over to Part 61 for your pilot’s licence, you have until 30 August. If you don’t fly into secure airports and therefore have no ASIC card, before your Part 61 licence is issued, you must obtain the basic aviation identification card called an AVID Card. Recipients of an ASIC or an AVID card are required to attend in person and produce the orig- inal documents the copies of which you forwarded to your ASIC issuing body. What happened to the Australian passport as proof of citizenship? One must ask the question how it is that a person who has safely flown around Austra- lia with the previous ASIC Card suddenly becomes a security risk for the want of an Australian citi-

18 | AOPA PILOT AUSTRALIA June - July 2018 AOPA AT WORK | MEMBER NEWS

zenship certificate and all the while continuing to hold an Australian passport? While on the subject of ASIC Cards. Did you know this - you might have been flying for years around Australia but have never gone into a secure airport? You might have just flown from your property to another property or merely used your licence to fly a plane for inspections of your property or to take up friends for a joy flight around the local area. All this flying did not require you to have an ASIC card. However, time has now gone by meaning your local airport has become a secure airport requiring you to get an ASIC Card. You fill in the form and send it off with copies of the new requirements for identification. Then you receive a notice that you have an adverse aviation Past AOPA President Honoured security status because you have an adverse crim- inal record. You’d forgotten about that misunder- Past AOPA Australia President, Mr Phillip Reiss, was hon- standing you got into at the local pub eight years oured during the IAOPA World Assembly, receiving an IAOPA ago. Once you’re told of the adverse aviation Service Award for Outstanding Service and Dedication to the security status, your pilot’s licence is effectively Members and Staff of IAOPA and AOPA Australia. The award suspended! was presented by Mr Mark Baker, President IAOPA & AOPA. Even if you don’t go ahead with your ASIC Card “Work that I have done on behalf of IAOPA and AOPA Australia has and don’t want to fly into a secure airport, you are never been done on the expectation of any recognition, but simply be- on the ground. Reg 6.55 of the Aviation Trans- cause I believe general aviation is the vital grass roots for all aviation and port Security Regulations 2005 deals with this for the future of our aviation industry. GA needs our full support”, Mr noting that a pilot’s licence is a security designat- Phillip Reiss. Congratulations again Phillip! ed authorisation. AVIATION TRANSPORT SECURITY REGULATIONS 2005 - REG 6.55 Exercise of privileges of flight crew licences etc (1) A person who holds a security designated authorisation must not perform a duty that is essential to the operation of an aircraft while the aircraft is in Australian territory if the Secretary: (a) has determined that the person has an adverse aviation security status; and (b) has given a copy of the determination to the person. Penalty: 20 penalty units. There are provisions to challenge this. Note, there is a time limit of 28 days after you receive the ad- vice that you have an adverse criminal record. If the Secretary knocks you back, you can go to the AAT. Reg 6.29 of the Aviation Transport Security William Robb joins the team! Regulations 2005 sets out the requirements in going to the secretary. The AOPA Australia has welcomed member, William Robb, to our growing team, taking on the role of Digital Communications Manag- er, responsible for our websites, electronic newsletters and social media channels. You can contact William by email at: [email protected]

June - July 2018 AOPA PILOT AUSTRALIA | 19 KODIAK100 SERIES II GO ANYWHERE, DO ANYTHING

BY PAUL M SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

20 | AOPA PILOT AUSTRALIA June - July 2018

Great firms continually improve their product, The Quest Aircraft Company is a Japanese-owned investing back in customer satisfaction. It aircraft manufacturer, located in Sandpoint, Idaho. works. Think Microsoft, Apple, or Amazon. Sandpoint, which is situated on Lake Pend Oreille, close to the Canadian border, is known for its ski It’s no different in aviation. To be successful in any slopes and terrain parks at Schweitzer Mountain market niche manufacturers must continually develop Resort. their product: airframe; interior; engine performance and efficiency; and increasingly, the avionics and DESCRIPTION G technology. Those that do not, get leapfrogged by The Kodiak is an up to 10-seat, high-wing, start-ups, or those that do. unpressurized, single-engine aircraft, powered by the More than just innovation, manufacturers must find Pratt & Whitney Canada PT6A-34 turboprop engine an emotional appeal - connections with those who of 750 hp (559 kW). It has a strong, high fixed tricycle buy and fly their airplanes well beyond the nuts and undercarriage; wing braces, short take-off and landing bolts. Words like “lifestyle,” “class,” and “luxury” are (STOL) capability; and can use paved, unimproved, to the fore. water, or snow runways. It is equally at home carrying cargo, people (in basic or executive accommodation) LOOK AT ME LOOK AT ME! or a combination thereof. For the land-based versions, There is a comparatively new player in the light an aerodynamically efficient cargo pod for additional transport or utility market. In 2017 it delivered 31 storage is a popular option, and reduces cruise speed aircraft worth US$72m, at an average of US$2.3m. by only about two knots. Although introduced back in 2005, it has been continually upgraded and is now sitting up to get noticed with the launch of a new version - it’s Quest’s, Kodiak 100 Series II (“Kodiak”). AOPA PILOT was invited to be the first media in the world to test fly the new model Kodiak, from Hawthorne Airport (KHHR) in California. Our guide was airline transport pilot (ATP) and flight instructor, Mark Brown, the Chief Demonstration Pilot and Marketing Director for Quest.

22 | AOPA PILOT AUSTRALIA June - July 2018 AIRCRAFT REVIEW | QUEST KODIAK 100 SERIES II

OUR QUEST The AOPA PILOT quest was to find out two things: first, what’s so great about this aircraft that is driving its increased popularity and sales; and secondly, just how suitable Series II might be for Australian conditions, because on the surface it looks perfect. The editor was also interested to see how the Kodiak compared to other similar test-flown turbo props including the much larger Cessna Grand Caravan and our Kiwi cousins’ agricultural-heritage Pacific Aerospace PAC-750. HAWTHRONE SET UP AND WALK AROUND Hawthorne (KHHR) is a busy airport. Operators and their customers have discovered the convenience of its location and excellent services. There is a friendly FBO called Los Angeles Jet Centre and an excellent pilot briefing room, lounge, and restaurant. We observed fleets of aircraft on tour flying in and out for lunch with overseas tourists. There were also many private, charter and regular schedule airlines. Brown pointed out several important features of the Kodiak, including: the tremendous 19 inch ground clearance of the four bladed propellor, the string, flexible strut; the 29 inch tundra tires; the cuffed wing, the fuel dipstick which is positioned underneath the high wing, and can be used to check fuel levels when they fall below 50 US gallons to an incredibly accurate degree; the quality of the guidance brackets for the flaps which are made from a single piece of machined aluminium; the wide easily opened baggage or passenger door; and the cargo pod option which starts before the firewall, so as to reduce complications in case of a fire. Inside Brown pointed out the new high speed Garmin NXi avionics with full envelope, protection as standard, and an angle of attack (AOA) indicator. By far the most significant item on the Kodiak is the wing. Brown pointed out that although it looks like a single cuffed wing, an accurate description would be that there are two separate wings - an inboard and an outboard one. It is these wings that gives the Kodiak it’s incredible performance. There are both up and down fences, vortex generators everywhere, LED lights and ice protection on all lifting surfaces. LET’S GO FLYING The editor was offered the left front seat and we departed from Hawthorne airport at around 11 o’clock on Sunday morning. It was a good place to be, with the familiar high-speed Garman avionics and high up seating position. As with all turbines the start was quick and easy, and key indicators stayed below the maximums permitted. The system automatically

June - July 2018 AOPA PILOT AUSTRALIA | 23 AIRCRAFT REVIEW | QUEST KODIAK 100 SERIES II

gravel, stone and sand “runway” that leads to the remote Roy’s Café, near Amboy CA, on the famous Route 66. The train line also passes here and we saw a long one snaking its way toward the Pacific Ocean. The cafe and strip are said to be a favourite destination of actor Harrison Ford and it has been used in many movies. We did a circuit overhead to check the runway was clear, conducted a briefing, and landed to the east, towards the cafe, stopping in an incredibly short distance, much to the amazement of several people at the cafe who ran out to take photos and say hi. A TRUE TEST This cafe strip surely was a great test of the Kodiak’s abilities and the airplane excelled, not just in the way the large tires, elevated prop and wings handled the short rough strip, but the genuine 180 knot plus speed it got us there. On the way back to Hawthorne, after climbing out checked everything. It is a dream for general aviation of Roy’s Cafe airfield, Brown demonstrated the low (GA) pilots that one day their (piston) engines will be speed characteristics. On take-off we were able to like this. conduct a steep right turn at low speed in complete The Kodiak was fast in acceleration, easy to control safety. Then up high we reduced the power, so speed on the runway, and simply flew itself off at 50 kias. We fell off to less than 60 knots until the stall warning quickly accelerated and climbed out before turning horn came on. The Kodiak refused to wing drop or downwind and then progressively climbed up to 9,500 stall but just gently started descending. Even with feet as the controlled airspace “fell away.” With our the horn blaring we could conduct steep turns safely. initial route next to the LAX Runway 25L approach No other aircraft of this size could do anything like it was important to stay South of the 105 freeway to that. It was clear that the Kodiak is an aircraft well at avoid an infringement. For that purpose the Garmin home in the mountains, the bush, and operating off G1000 NXi and author’s AVPlan loaded iPad with US very short strips, perhaps in a restricted “hemmed charts were most useful. in” environment. The Kodiak has an in-flight turning circle about half that of a Cessna 172, and on the ROUTE 66 ground can pivot on one wheel, since the nose gear We flew over the Chino Hills and then way, way, castors to 55 degrees of centre. way out into the desert past 29 Palms (KTNP) and Palm Springs (KPSP) that we would use for circuit 29 PALMS (or pattern) practice on the way back. After an hour’s We did a stop and go at the 29 Palms Airport. The flying at 180 knots plus, we came to an uncharted, author found it easy to approach and time the flare,

24 | AOPA PILOT AUSTRALIA June - July 2018 despite the cabin height AGL, due to the great all- •Shorter take off distance round visibility. •Slower take-off speed and distance Flying back to Hawthorne we progressively reduced •Slower landing speed and distance our height so was to stay out of controlled airspace. •More docile, safe handling, at or near the stall When we were 14 miles out from Hawthorne, we •Lower operting costs US$720 v US$842 (www. called the tower who cleared us for a straight in preijet.com) approach for runway 25. •Safety is not an option, that is, what migh tbe an The approach speeds for the Kodiak are very similar option on competitorts, is standard on the Kodiak. to a Cirrus SR22 which is of course much smaller The Kodiak, although smaller - that will suit some and lighter. The author flew 100 kias downwind operators and others not, is the modern high (equivalent), 90 on base, and 80 on finals (with 35% quality option with the safety and performance flaps available below 108 knots). On short final the improvements that brings. They main competitors speed was well less than 70 knots and we landed in an although updated, are proven, but older designs and incredibly short distance with the use of beta. technology. THE QUESTION EVERYONE ASKS OVERALL IMPRESSIONS AOPA Australia asked how the Kodiak compares to The overall impression of the Kodiak is one of quality, its perceived competitor. Like in car review, here’re performance, safety and technological advancement. the - and +’s. Aircraft have similar cruise speeds and can be fitted with cargo pods or floats. Series II is updated and brings the latest of everything to the equation. Further, the aircraft is designed not KODIAK NEGATIVES just to do a job, but to do it well, with total class. •Smaller The list of improvement available on the Kodiak 100 •Carries four less passengers Series II is long. They may just be that little bit extra •Not a major “brand name” (yet) that catapults the Kodiak sales, partly at the expense •Not as big a support network of competitors, but also by way of new markets. KODIAK POSITIVES The Kodiak is a go anywhere, do anything aircraft, •New latest technology throughout perfect for Australia. At a base price of US$2.15m and US$2.36 as tested (fuly optioned), it is great value for •More sophisticated avionics money too.

June - July 2018 AOPA PILOT AUSTRALIA | 25 AOPA PILOT FEATURE

EXPERIMENTALRV8S BUILDING A HEAVY LIFT CRUISER

BY CAPTAIN PERRY MCNEIL AOPA AUSTRALIA MEMBER

An experimental aircraft is an aircraft that has AUSSIE END GAME not yet been fully proven in flight. Often, this When asked about the concept the author stated implies that new aerospace technologies are “Please understand the objective and concept is not being tested on the aircraft. all about speed per se. There are plenty of F1 Rockets, The concept of a stretch to the RV8 design was first and Super RV8’s already in the skies over Canada, the instigated by Perry McNeil of McNeil Aviation Corp USA and Australia. The requirements is for cruising (Canada and Australia) back in 2013. Perry took over the continent of Australia and to use of advanced A the design modification and concept drawings to design dynamics to improve upon a known entity.” Innovative Wings in Calgary Canada, and their RV’S First, the team looked at the stretch that would have Engineering Team went to work on the design EVERWHERE! minimal effect on handling characteristics. The aim appraisal and fabrication surveying. There are over 500 was to keep the centre of gravity (C of G) centralised. RV aircraft on the Perry’s eldest daughter Heather is a degree qualified Then they investigated utility design features. Note, Australian aircraft aerospace mechanical engineer (who was working that there is a second cargo locker located forward of register and over with Boeing Australia at the time), and his youngest the cockpit. daughter Kristy was working as an AME with MAS 10,000 worldwide. The main stretch was to the second control seat (aft) out of Maryborough QLD. The engineering team at built with independent rudders, brakes, throttle, and On average 1.5 RV’s Innovative Wings “meshed” well with the Australian its own flight instrument panel. are completed by concept team and an incredibly innovative and builders each day! exciting project developed for the RV8 stretch. An additional 20 inches (51cm) was added making

26 | AOPA PILOT AUSTRALIA June - July 2018 the entire area suitable (and very, very comfortable) the pilot (forward or aft seat) to see forward of the for someone well over 6ft tall (183cm) and at least a nose and to easily taxi straight ahead on either of the size 2XX. three Garmin G3X Screens. BELOW Australian adventurer Perry’s wife Leigh is also a pilot, and he and Leigh Being a “builders assist” project, the author, his wife Jon Johansen flew his share the sectors. Leigh is quite petite and fits well into Leigh, and youngest daughter Kristy, were hands on the RV8s front seat. throughout every phase of the construction project. RV4 VH-NOJ around the world three times! Perry’s original design was a 40-inch (102cm) stretch. Innovative Wings in Canada have been completing His aircraft is on display Cad-Cam modelling proved the feasibility, however innovative builders assist and supervisory build not the appearance or aesthetics. programs for over 15 years now, and the author at the South Australian decided this was the team for surveillance of the build. Aviation Museum. The final design was over 36 inches in length (1.0m) and six inches (15cm) in height. The extra undercarriage height (a development by Grove USA) suits the “rough” unimproved airfields that predominate throughout the Australian outback, and a change to the tailwheel was also instigated. PEEK A BOO The aircraft is fitted with a forward micro camera (lens size about the size of one confetti ring) which enables

June - July 2018 AOPA PILOT AUSTRALIA | 27 AIRCRAFT REVIEW | RV8S EXPERIMENTAL

The full fast-build kit was purchased from an owner aircraft carries oxygen as required. for $17,000 in the USA. Innovative Wings located and The aircraft is aerobatic manoeuvre approved, and the transported the RV8 kit aircraft from Florida, USA cruise speed regime is the same or slightly improved to their base at the Springbank Airport in Calgary, over the standard RV8 given the aircraft’s capability. Canada. They used a local, highly skilled Canadian DAR, Mr Alf Wong to complete the final engineering Maximum take off weight (MTOW) is 2350lb or and requisite design drawings for the Canadian 1066kg. MDRA. IS IT A BIRD OR A CARAVAN? WANT TO BUILD Being a proof-of-concept aircraft, the team A hybrid, the aircraft can holistically be a comfortable YOUR OWN RV? manufactured complete, new, full-length longerons cruiser and “Winnebago” its occupants around If you would like to and stringers to deal with the stretch and increased Australia with built-in seat-warmers for the cool high- learn more about MTOW. Therein they had to dismantle the airframe to level turbo-assisted cruise and a cockpit heater for building your own rebuild the airframe to structural design. Yes, this RV8 those chilly winter sojourns. It certainly has the cargo/ is built as solid as a Boeing! RV, then jump online baggage capacity and uplift capability. While on other to the Sport Aircraft The Innovative Wings build team then set-about the occasions it can morph into a weekend sports machine reconstruction of this popular aircraft to the new and and thrill passengers and spectators alike! Association of Australia advanced design by McNeil. at:www.saaa.com.au TESTING AND CERTIFICATION The engineering project manager, Shane Daly stated Test flying in Canada was completed by “Butch” Foster. “This RV8s is now longer than a P51T at just over 24ft Butch remarked “fly’s exactly the same as every other (7.3m) in length and the height exceeds 6ft (2m.) It is RV8 I have flown.” powered by a new 215hp Superior Aero-Sport Power IO-400 Engine out of Kamloops, Canada and has a This RV8 was issued its Transport Canada C of A, on suite of Garmin G3X Avionics with full rear controls 21st December 2017 and after test flying in Australia and separate G3X panel.” by Col Crittenton was issued its Australian C of A, on the 21st July 2017. VH-FSX has just rolled out of the The engine was turbo-normalised using a Garrett Gympie Paint shop of Hubo Hazelton who has done Turbo system by McNeil. a magnificent job with the paint scheme designed by Two Garmin GNS 430W GPS/Nav/Comm and a Leigh McNeil Garmin GMC 305 Autopilot, and three GSA 28 FURTHER INFORMATION OR HELP “smart” servo units assist towards its VFR - NVFR - IFR ratings. If you are contemplating do something similar yourself and would like to discuss Perry’s build, you TIP TANKS can contact Perry at McNeil Aviation Gold Coast The addition of two wing tip tanks added additional and Hervey Bay or via [email protected]. range, so necessary to meet the “tyranny of distance” Perry is a member of the AOPA Australia, SAAA and in outback Australia, and a set of Hollow Point speed- RA-Aus. brakes assist with descent from the flight levels. The

28 | AOPA PILOT AUSTRALIA June - July 2018 From Dock to Doorstep... With the ability to land on water, grass, gravel or tarmac, the Twin Otter Series 400 has the versatility and reliability to reach any destination, in all operating conditions.

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BY PAUL M SOUTHWICK AOPA PILOT AUSTRALIA EDITOR June - July 2018 AOPA PILOT AUSTRALIA | 31 AOPA PILOT Australia was invited to fly the The Furio has the designation LN27RG and our test Furio from Ardmore (NZAR), Auckland’s aircraft was the prototype, registered ZK-LLG, being equivalent of Bankstown or Moorabbin, and the initials of the father and sons. an airport the editor flew from for 15 years. COSTS Keeping the Kiwi licence current suddenly seemed like a good investment. The general aviation (GA) registered Furio costs NZ$160,000 in kit form, excluding an IO360 engine at There is no ATC service at Ardmore, just a UNICOM. NZ$50,000, propeller at NZ$12,000, and instruments A Being close to Auckland International, pilots need to at whatever a buyer wants to spend. Most buyers opt be sure of airspace restrictions and the multiple Class for glass cockpits. LLG was equipped with Advance C steps up to 4,500 feet. Nearby there are also live-fire Avionics, which provide everything a pilot could ever danger areas, a busy training area, a low flying area, a need, and lots of things to play with. hang glider area, and a nearby glider field. AvPlan has The yellow, white and black, ZK-LLG does not have an an excellent New Zealand subscription. This made autopilot, something Giovanni says he never misses, the transition to local charts, airport diagrams, and except when he flew the plane to Australia and back. procedures easy. The electronic flight bag (EFB) made it feel just like being at home in Australia. Furio build time is advertised as 1,000 hours. The brothers say they now build one, based on experience, HISTORY in about 850 hours. The actual hours taken will The Furio was the brainchild of the pilot father of depend on a huge range of factors – builder skill and Giovanni Nustrini, the owner of the Furio type experience, options selected, changes made mid- certificate. He and his brother Lapo took their father’s stream, and many more. idea for a fast and improved aircraft, based on the Wanaka based owner Woody Rouse, and the Falco, and made it better. They finalised the design builder who assisted with his Furio, registered ZK- after his death and then employed the best professional WBW, say their total time was nearer 3,000 hours. aeronautical team, including engineers from Air New Kit-builds have never been about speed of acquisition. Zealand, to make the prototype a reality. There is something much deeper and meaningful to There are now five Furio aircraft flying in Australia those who build their own aircraft, and a real pride and New Zealand, and eight under construction, in “knowing every part persnally.” There is a saying in including one well on the way at Mt Macedon, in the kit build world though - “When you think it’s 90% Victoria, by Les Elliot. complete, you’ve got 90% of the work ahead of you.”

32 | AOPA PILOT AUSTRALIA June - July 2018 AIRCRAFT REVIEW | FALCOMPOSITE FURIO RG

Also available for photos at Ardmore, but not yet out of but a professionally designed aircraft to best practice. the required 40 hours of testing, was a brand new and Pilots will feel safer flying the Furio after “checking improved Furio, in pure white, registered ZK-PPK. under the hood.” AOPA PILOT will fly this newer version later in the Entering the low wing plane, pilots see that their seat year. It has larger flaps with better geometry; lighter is on the floor of the fuselage, not raised above it, but rudder controls; stiffer main gear legs, for improved this is quickly forgotten and becomes irrelevant. The ground handling; increased propeller ground position of the seat and the view of and over the dash clearance; a third seat option, so mum and dad can is perfect. take Jane or Johnny along too; a larger canopy; better rudder pedals; and a few other changes that improve LET’S GO FLYING performance. It has Dynon Sky View avionics. Perhaps a better title is “let’s go racing,” as the fully WALK AROUND aerobatic Furio looks like it should be at Reno racing around pylons. The first thing that catches the pilot’s eye on walk around is that the Furio looks fast. A related question Our plan for the day was 140 nm, or about an hour that arises though, is “What powered engine does it of flying: from Ardmore down the Clevedon Valley; have?” across the Firth of Thames and Coromandel Ranges to the “pilots’ paradise,” of Pauanui (NZUN), for When told it is a IO360 of 180 hp, and not a 100 hp the NZ$100 meat pie; north up the coast past all the Rotax, there’s a sense that it just might indeed be fast. beautiful deserted and remote white sandy beaches; As with other composites, the aircraft has clean lines. and then around Cape Colville and over Port Jackson; The smooth rounded sliding canopy, plus tricycle before crossing the water and passing over Waiheke retractable undercarriage, and small wing, emphasise Island on the way back to Ardmore. that this is a machine built for speed. In flight this was We took off with two adults, a 23kg bag, and 115 to be proven in scores of knots. Giovanni pointed out litres of fuel on board, or about three hours flying, that the prototype has a “slow” three bladed propeller plus reserves, at a planned 174 KIAS cruise @ 5,000 designed for short field and climb performance, not feet, burning 31 litres per hour, cruising at 25-square. speed. Speed, as the test flight was to show, is a relative thing. After strapping on the five-point harness, in the left seat, we taxied out and called lining up and rolling A nice touch on the prototype is a “1” on the tail. It for runway 03. Acceleration was brisk. Directional is best described as a watermark – subtle. Removing control was easy, and we rotated at 70 knots, for a left- the cowl and peering into the engine bay, especially aft hand circuit pattern. of the firewall, it is obvious that it’s been designed and assembled by fastidiously efficient aviators. It gives a We continued our 800+ fpm climb at 25-square real sense that this is not an amateur offering by hacks, and 100 KIAS. with gear and flaps up. Visibility was

April-MayJune - July 2018 AOPA PILOT AUSTRALIA | 33 fantastic through 360 degrees. We watched carefully The view in all directions was spectacular, with the for student pilots returning from the training area and blue Hauraki Gulf, deep green tree covered Rangitoto passed a late downwind, lumbering Cessna 162, which Island, and the red Pōhutukawa (Metrosideros seemed to be stationary in the sky by comparison. excelsa) famous Firth of Thames all splendid. It just seemed like a few minutes and we were crossing the We climbed east as the Class C steps allowed, initially Coromandel Ranges, and Aoteraroa’s best white sandy to 1,500 feet, then 2,500, and 3,500. It was easy to tell beaches came into view - places with Maori names, we were not in a 152, or even 172. Climb rates of 1,500 like Whitianga, Pauanui, and Whangamata. fpm plus seemed effortless - yet well below best climb. We saw true air speeds in cruise as high as 181 knots. AvPlan, linked to a Bad Elf Pro, which could see 21 What might be a two-hour drive from Auckland was satellites, was incredibly helpful to ensure we did not a 10-minute flight in the Furio. bust controlled airspace. Periodically Giovanni would change fuel tanks, each Interception for airspace transgression by a RNZAF time setting an alarm reminder for the next change, jet fighter was not an issue though, as New Zealand using the “do all” avionics. does not have any!

34 | AOPA PILOT AUSTRALIA June - July July 2018 2018 AIRCRAFT REVIEW | FALCOMPOSITE FURIO RG

Pauanui is something special and perhaps the top pilot destination in either Dominion. It has an 848 m all-weather grass runway 05-23, running east west across a peninsular and houses on each side of the runway, with direct airfield access. There is an AWOS which we listened to for the weather conditions. With no other traffic on the common area and airfield frequency of 124.5, we joined downwind for runway 05, substantially (almost totally) reducing power to get the speed back to 110 KIAS, so we could lower gear and flags. On short final we came back to 80 and then 75 knots, and with a nose high attitude, touched down and stopped in well less than half of the field. Taxiing in it was hard not to feel just a little jealous of the aviators owning homes here. Many are airline pilots, and there are more than a few locally based Yaks. Being a day or two before Easter most had already migrated South for the Wanaka Air show. It was a two-minute walk to the shops for that meat pie, and a cuppa. The large fresh cream doughnut, a kiwi specialty, was resisted - this time. After Pauanui we flew a very fast northern run up the coast revelling in the incredible speed, ease of flying, bubble canopy visibility, between the legs control stick, and tell-all avionics. We marvelled at the beautiful beach and bush-based houses. Some were remote, and all had phenomenal, for ever, blue sea views. Incredibly we got back to Ardmore for a total flight time, including the two approaches, of just one hour and two minutes. There are very few piston powered GA singles that could beat that, and certainly not for the same acquisition or operating cost.

OVERALL IMPRESSIONS The Furio is a well-designed and super-fast light aircraft with true Italian flare. It is easy to fly, but does require good speed management, especially on descent and approach. It has the bonus of being fully aerobatic. The Furio is tops not just for speed but range too. ZK-LLG has a range at 6,000 feet of 2,000 nm, plus a one-hour reserve. That is more than enough to fly non-stop to Australia. For some pilots the Furio will represent the best of all worlds. Anyone in the market for a modern high-performance kit build, or one already built that might be for sale, should look very closely at the Furio, and for sure go for a fly. It will stack up well against any competitor.

June - July 2018 AOPA PILOT AUSTRALIA | 35 GRANDCESSNA CARAVAN EX BIG, FAST, VERSATILE MONEY MAKER

BY PAUL M SOUTHWICK AOPA PILOT AUSTRALIA EDITOR June - July 2018 AOPA PILOT AUSTRALIA | 37 The Cessna Caravan, by Textron, with 69 sales THE INVITE in 2017, and over 2,000 units produced, is the AOPA PILOT Australia editor was invited to fly the clear leader in its market niche. No wonder C208B by Blake Irwin and Joe Robertson from local then, that the latest version, the Caravan Grand distributor Hawker Pacific, on a weekday flight from EX 208B (“208B” or “Caravan”), that can carry Bankstown to Essendon, in mid Match 2018. huge loads, or up to 14 people, in and out of short rough strips, was making another sales Having flown the Caravan briefly once before, from tour down under, or that demand sprung from the right-hand seat, on a short trip from Moorabbin all corners of the red continent, from potential to Essendon, the chance for a proper long distance T buyers wanting to fly the Caravan. cross country flight of close to 400 nm, from the left- hand seat, was never going to be passed up. The immaculate, brand-new, just 90-hour total time, blue over white aircraft, with the callsign “N5420C,” was accompanied by Captain Michael Argotsinger, Textron’s Chief Pilot for the Asia Pacific region. Originally from the US but now based in Singapore, he also demonstrates the big Cessna Citation jets. An experienced US based captain also accompanied the airplane. A surprising bonus was to transpire in flight. Flying with these professional, top of the line, Textron pilots, was just as fantastic an experience as the Caravan itself. OVERVIEW The single pilot Caravan is a high wing, fixed gear, turbine powered, unpressured, 8,807 lb maximum all up weight (MAUW) aircraft in land-based configuration. It can quickly swap to fly people and

38 | AOPA PILOT AUSTRALIA June - July 2018 AIRCRAFT REVIEW | CESSNA GRAND CARAVAN EX

or freight from land, water or snow. It comes with a large underbody cargo pod option, and looks naked without it. Garmin G1000 family avionics are standard. The US$2.8m (in basic configuration) Caravan has been around for more than 25 years. It’s a big seller for two reasons. First, it is a great aircraft, that has been continually improved - to near perfection. Secondly, it reliably makes good money for all types of operators, in all conditions, day in, day out. Typical roles include, executive transport, charter, cargo, courier, tourism, aerial surveillance, medical evacuation, and sky diving. Being a short-field specialist, the Caravan is often found on rough or unimproved strips, or water, although it is just as comfortable on bitumen. The latest model (without pod) has the following key improvements over the one before: More room, the cabin is 4 feet longer; more power up from 675 SHP to 867, with the PT6A-140; faster at 195 KTAS vs 186 KTAS; a better climb rate at 1,330 fpm vs 1,234 fpm; a longer range, 1,160 nm vs 964 nm; and an even shorter ground roll and take-off or landing. configuration. It can quickly swap to fly people and or freight from land, water or snow. It comes with a large underbody cargo pod option, and looks naked without it. Garmin G1000 family avionics are standard. The US$2.8m (in basic configuration) Caravan has been around for more than 25 years. It’s a big seller for two reasons. First, it is a great aircraft, that has been continually improved - to near perfection. Secondly, it reliably makes good money for all types of operators, in all conditions, day in, day out. Typical roles include, executive transport, charter, cargo, courier, tourism, aerial surveillance, medical evacuation, and sky diving. Being a short-field specialist, the Caravan is often found on rough or unimproved strips, or water, although it is just as comfortable on bitumen. The latest model (without pod) has the following key improvements over the one before: More room, the cabin is 4 feet longer; more power up from 675 SHP to 867, with the PT6A-140; faster at 195 KTAS vs 186 KTAS; a better climb rate at 1,330 fpm vs 1,234 fpm; a longer range, 1,160 nm vs 964 nm; and an even shorter ground roll and take-off or landing. Most significant is perhaps the extra speed. Whereas previously operators would more likely see typical configuration speeds in the 160s at 10,000 feet, the 208B delivers a genuine 185 knots plus. It is now big and (comparatively) fast, for its typical missions.

April-MayJune - July 2018 AOPA PILOT AUSTRALIA | 39 AIRCRAFT REVIEW | CESSNA GRAND CARAVAN EX

OPERATING COSTS static ports (out of dust’s way), TKS ice protection, and air intakes for the main cabin. Prijet.com lists the total hourly operating costs for a 208B, flying 600 hours per annum, as just US$842, Inside was the “Canyon” version interior with leather which is competitive, especially on a seat mile basis. seats and large oblong windows about three times the size of what airline passengers are afforded. WALK AROUND LET’S GO FLYING The approach and walk around reveals a big healthy, and strong looking aircraft. It’s obvious that Textron “It’s just a big 152.” The always wise words of my flying has put resources into continually updating and instructor, Murray Clark, bounced back. “There is improving the aircraft. For example, in the engine nothing to fear, no matter how big it is, you just need compartment the large battery swings out easily on stick and rudder skills.” a supporting arm so that it can be disconnected (a Five flights, over two days, in another turbine trick to avoid someone running it down overnight in powered single the week before, and four hundred a remote area), removed for safe keeping overnight, hours plus on high wing Cessnas were reassuring, but or changed. no guarantee for a humble 500-hour pilot, climbing There are doors for everyone and everything on the big ladder into the Caravan. the Caravan – one for both pilot seats at the front; The editor was offered the left front seat - surely the a standard set of passenger steps at the rear, on the King of King positions in any single engine civilian right; and a large cargo door at the back on the left. aircraft. There is an unobstructed view of everything, The cargo pod is huge with multiple separate in every direction; the familiar Cessna control compartments, including a rear one large enough columns; the now ubiquitous Garmin G1000, in NXi for skis or golf clubs. The pod doors presented an form; and comfy seats, with huge room. The nose interesting opportunity for learning. Although they seems to fall away quickly and even in the climb does have locks, the pilots do not lock them for flight. The not restrict visibility. An important reminder comes reason is a smart one – they carry survival gear and to mind - flair much higher than normal! food – often an essential precaution in remote areas. Argotsinger called the Bankstown tower for start If there were to be an incident it would be frustrating clearance, airways clearance, and permission to taxi. to survive but not be able to access the contents if they We were to be instrument flight rules (IFR) all the were locked. The Textron team also carries “essential way – no risking a visual departure and getting stuck spares” aimed at preventing getting stuck in the down low in the busy Sydney area today. Our initial middle of nowhere. For example, a spare wheel with clearance was as filed, that is: YSBK CORDO V169 tire. DUBUS W791 BOGES YMEN. We were assigned The three-bladed propeller has huge ground clearance runway heading on take-off and cleared to climb and the main gear with the tundra tires look like they initially to 3,000 feet. can take an enormous amount of punishment in their Argotsinger advised that quite a lot of right rudder is stride. required during the take-off and he is right. There was Also impressive are the high up, out of debris’ way smooth and powerful thrust from the turbine and we wings. Sophisticated wings too with, spoilers, radar, were quickly rotating at about 70 knots and climbing

40 | AOPA PILOT AUSTRALIA June - July 2018 AIRCRAFT REVIEW | CESSNA GRAND CARAVAN EX

out with lots of right rudder and clear visibility in all Essendon. We are visual well out and given a visual directions, aided by low cut windows on the pilot’s approach, despite the slightly misty and cloudy day. door. So far, the handling was just like a big 152. The VASI lights come immediately into view and the 208B was incredibly stable and easy to fly down finals. We were given progressive climbs on a standard IFR flight to Essendon via Canberra, in and out of weather The approach speed was progressively reduced to 90 and deliberately made ATC approved altitude changes KIAS then back to 80 over the fence. A comparatively to stay away from increasingly violent looking dark high pitch attitude was required on landing and the clouds. There were many interesting sites along the Caravan seemed to float down, like a Cessna 152 or way and we spotted lakes, perfect for the float version; 182. There was a lot of wing low into the cross wind, private grass strips, ones the Caravan could handle and opposite rudder required, with the huge gear and easily; Canberra airport (from overhead); big jet wheels easily absorbing a modest first-time-in-the- aircraft going in the other direction; and the deserted, Caravan landing by the author. Although it was not brown, ski runs and chalets of Mt Buller. necessary, betta and then reverse wre used to slow down. We taxied off to the right and into Execujet Our cruise speed at 10,000 feet, settled to between the where the aircraft was looked after for the evening. book figures 185 KIAS and an impressive 192 KIAS. The engine is not yet a “full authority digital engine IMPRESSIONS (or electronics) control” (FADEC) but no doubt the Textron has produced more than 250,000 aircraft GE engine planned for the “bother” Cessna Denali over 90 years. Their aeroplanes have exceeded 100 will influence all manufactures to “go FADEC.” million flight hours, in over 143 countries. Flying the Caravan, a pilot gets the sense that much of the The NXi avionics are super-fast and clear, plus learning is embodied in the 208B. remarkably familiar for pilots who have used the G1000 system. The station identification feature is It’s big, it has heaps of room, it’s fast for its size, and much appreciated by the pilots as with all the frequency it flies easily - just like a big 152. It’s reached near changes on route it ensures the correct name is used perfection for multiple missions, but despite that, for the air traffic control (ATC) calls. Argotsinger is Textron will continue to refine it. Just as impressive as professional and formal the way he talks to ATC. For the aircraft are the organisation and pilots behind it. example, a local might say November fifty-four wenty For Aussies or Kiwis who like a sporting analogy, the Charlie, but he sticks with November five four two 208B reminded the editor of the great All Black lock, zero Charlie – a habit for the much more formal US Sir Colin Meads, or perhaps from more modern times, ATC. the Wallaby lock, John Eales. Both leaders were big, We experimented with reducing propeller RPM fast and efficient – and down under that comparison which resulted in only small decreases in speed but is the supreme compliment! a quieter passenger cabin. We were burning about 400 lbs of jet fuel per hour and all rejoiced, in a nice kind of way, that none of was paying for it. That leads to a discussion about a demonstration pilot’s life. It was clear from both the Textron pilots that their training, safety culture, and operating procedures, are all to a particularly high standard; the flying and work conditions great; and that they would not swap their jobs to become airlines pilots “flying boring and repetitive 19 hours shifts” for anything. The author used AvPlan to monitor the route and constantly check ahead for weather as well as cross check to the instruments. It is obvious that the fine day of Sydney has not transferred to Essendon and we will be descending in a grey-old evening for an instrument landing system (ILS) approach into Essendon’s runway 26, with a ~15 knot cross wind from the south. We are instructed by ATC to make 9,000 feet before 30 miles from Melbourne and then vectored for

June - July 2018 AOPA PILOT AUSTRALIA | 41 GLOBAL6000 BOMBARDIER’S A CLASS ABOVE

BY PAUL M SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

Bombardier is one of the world’s premium While onboard the 6000, AOPA PILOT met an aircraft manufacturers. In the first quarter Essendon based customer who has one on order, and of 2018 alone it delivered 31 aircraft worth due in November 2018. When asked what he was US$1.2b. going to do with it the answer was simply “Fly clients anywhere in the world.” In May 2018 AOPA PILOT Australia was invited to have a look through the latest Global 6000 aircraft The plan for the day was to look through the aircraft (“6000”) which was on a tour down under. There was and then go for a one hour flight out of Essendon to be no jumping into the left front seat for a fly in this (YMEN) up towards Albury (YMAV) and back. B one, but given the ~US$61m price tag, a jump seat Also to be on board and inspecting the 6000 were a ride would be fine. few photographers, the Australian and Asia Pacific representatives for Bombardier, and some supplier, The G6000 was being demonstrated through Asia for example of the satellite communications systems Pacific, as a wonderful aircraft in its own right, but N796GL had most impressively just flown into the also as a teaser for the “Melbourne to Los Angeles Execujet facility from Perth (YPPH) the night before, non-stop” Global 7000 due at the end of the year.

42 | AOPA PILOT AUSTRALIA June - July 2018 in three hours flat, at 41,000 feet. And that sums up absolutely every possible flying opportunity and the plane nicely. experience that offers itself that applied in his day, still applies today. Accompanying the aircraft were two pilots - Susan the chief pilot, and Bill another captain. Susan learnt Also accompanying the flights was an Aussie flight to file on 172s in Florida, and then worked her way attendant! She was originally from Brisbane but now up through instructing. Bill had a military career, lives in Montreal, Canada. She travels the world with including fixed and rotary wing in Vietnam, followed Bombarier, and says she never quite knows exactly by many senior roles in aviation, including seven where she will be and when, but she loves her job. years on Learjets - Lear is also part of the Bombardier For the type of potential buyers who look at such group. He had about 20,000 flight hours experience. aircraft as the 6000 or 7000 it is a smart idea to have In answer to the question as to what advice he would a professional attendant on board who can look give young PPLs or CPLs wanting to get where he is after them. The forward based galley is up to the Captain Bill said “Never, ever give up.” He said that job too. Perhaps to their competitive disadvantage, the same principles of hard work, sacrifice, taking not all other corporate jet demonstraters carry flight

June - July 2018 AOPA PILOT AUSTRALIA | 43 AIRCRAFT REVIEW | BOMBARDIER GLOBAL 6000

attendants. Approach and RNAV, En-route RNP & RNP AR approaches. There is also a controller pilot data link There are many keys to making a sale at the 6,000‘s and datalink, high-speed SATCOM. In other words price point. One is obvioulsy the performance, every desirable option for this top end corporate especially speed. Another is the quality of the interior. aircraft. It is a lot about trends - both in design but also customer “configeration.” For example, rather than a The cockpit is full of lots of surprises, like a pop down credenza and a divan, customers with families love an “old fashioned” compass, a slide away jump seat, and extra divan - because devins convert so well to double an ability to simulate a stall and the “shake sticker” beds. even when on the ground. The 6,000 has a crew rest station behind the cockpit, Takeoff distance for the 6000 is 6,476 ft and landing is including a fully reclining chair for a sleep, separate 2,236 ft. Typical operating altitudes are a maximum toilet, wardrobe, and access to the large well equiped of 51,000 feet and initial cruise (at MTOW), at 41,000 galley which is next down the plane. There is a door feet. Key mach speeds are: top speed, 0.89: high speed which can be closed to give customer passengers cruise, 0.88; and typical cruise speed 0.85. The Perth compete privacy. to Essendon flight time of three hours flat bears these figures out, and at FL410 to FL510 weather is rarely a After the galley comes at least three zones for work problem. Power plant are two Rolls-Royce BR710A2 and play - a combination of chairs, tables and turbofans with thrust of 14,750 lb (65.6kN). electronic equipment. Every thing can be controlled with a smart phone, including the automatic shakes The cabin height is 6 ft 2 in (1.88m), width 7 ft 11 in on the large windows. (2.4m), and length 43 ft 3 in (13.2m). In other words most people can easily stand fully upright, and there Finally comes a full bathroom. Behind the bathroom is length and width enough for multiple separate and another door gives access to the baggage compartment different zones. The 6000 is 99 ft 5 in (29m) long with in flight. N796GL was furnished in a “latest” fashion a wingspan of 94 ft (26.7m) and a height of 25 ft 6 in colour scheme, which was a combination of wood, (7.8m). Maximum takeoff weight is close to 100,000 white panelling, and sophisticated leather seats. It lb at 99,500 lb. Maximum landing weight is 78,600 lb comes off beautifully. and the maximum payload 5,770 lb. TECHNICAL DETAILS LET’S GO FLYING The 6000 has a maximum range of 6,000 nm. That We were hoping to bring AOPA PILOT AUSTRALIA means Melbourne to Hawaii not-stop, easily. Similarly readers a full flying report but unfortunately a couple flights from the Australian mainland to China can of days of wet, windy and thunderstorm fulled be made non-stop. The aircraft can carry up to 17 Melbourne weather delayed a potential customer passengers, but given its executive role, perhaps many essential for the flight to take place. With an operating less than that is more typical. cost of approximately ten thousand Australian The avionics include the Bombardier Vision Flight dollars per hour that’s fair enough. As a wonderful Deck with four large displays, a head-up display consolation AOPA PILOT AUSTRALIA has been (HUD), enhanced vision system (EVS) and synthetic promised a flight in the Global 7000 later in the year. vision system (SVS). The is graphical flight planning, That will certainly make up for for things and we multiScan weather radar and the latest Performance willbring readers a full account of that. Based Navigation including SBAS/ WAAS, LPV

44 | AOPA PILOT AUSTRALIA June - July 2018 SR22TOUR 2018

EVENT SCHEDULE: ALL EVENTS 10AM–2PM Except Echuca 4PM–8PM

LOCATION ICAO DATE HOST Cobden YCDE 14/7/18 Cobden Aero Club Horsham YHSM 21/7/18 Horsham Aero Club Latrobe Valley YLTV 18/8/18 Latrobe Valley Aero Club Tooradin YTDN 26/8/18 Tooradin Flying School Naracoorte YNAR 13/10/18 Naracoorte Aero Club Cambridge YCBG 28/10/18 Cambridge Aero Club Wollongong IATA 04/11/18 NSW Air Canberra YSCB 05/11/18 Canberra Aero Club Merimbula YMER 06/11/18 Merimbula Air Services Bathurst YBTH 07/11/18 Bathurst Aero Club Dubbo YSDU 08/11/18 Dubbo Aero Club Parafield YPPF 9/11/18 Aero Service Pt Lincoln YPLC 10/11/18 Port Lincoln Flying Club Renmark YREN 11/11/18 Riverland Sport Aviation Echuca YECH 23/11/18 Echuca Aero Club Mildura YMIA 24/11/18 Mildura Aero Club Lethbridge YLED 1/12/18 Geelong Sports Avators Moorabbin YMMB 15/12/18 Cirrus Melbourne

For more information contact Regional Director, Graham Horne – [email protected] BONANZAE33C AEROBATIC OWNING A CLASSIC BEECH

BY BENJAMIN MORGAN AOPA AUSTRALIA EXECUTIVE DIRECTOR

This year marks the 50th birthday of my beautiful importantly, it was the year that Beech took one small 1968 E33C Aerobatic Bonanza, and whilst she step for Bonanza and one giant leap for fun, building is ageing gracefully, it is now time for a well- four prototype Aerobatic Bonanza demonstrators, earned restoration and refurbishment that will assigned serial numbers CJ-1 through to 4. prepare her for another 50 years of flying! THE AIRCRAFT In 1968 three intrepid Apollo astronauts, Frank My aircraft, VH-KZA, was the fourth off the 1968 Borman, Jim Lovell and William Anders, became the production line, serial number CJ-4, and was first men to leave earth and orbit the moon, it was also showcased across the United States during that T the year that the Boeing 747 took its first flight. More year. It was also featured in many of the Beech sales marketing brochures from that period. Interestingly, all four of these aircraft fifty years on are still airworthy and flying, testament to their build quality and appeal. Not many pilots are aware that Beech produced a fully certified Aerobatic Bonanza, with 25 of the E33C series built between 1968 and 69. The model was later re-introduced in 1970 as the F33C to compete for government and military contracts, with 117 manufactured before finally being discontinued. The E33C is equipped with a 285HP Continental IO- 520 fuel injected engine and is no aerobatic slouch AIRCRAFT REVIEWS | BEECH E33C AEROBATIC BONANZA

either, capable of just about all inside manoeuvres – Secondly, there is the invaluable BeechTalk snap rolls included! forums (www.beechtalk.com), an extensive online community of Beechcraft owners and pilots from all VH-KZA was brought into Australia by Western over the globe. Post a question and kick-back as the Australian charter operator and AOPA Australia advice rolls in! No question is too big or too small member, Bill Arkel, in 1979 and was used for all for the BeechTalk community. From new owners to manner of commercial flying throughout the western season veteran Beechcraft professionals, you will be state. Two owners later, it has accumulated over 5,600 blown away with the quality and depth of advice. hours TT, experiencing a few bumps and bruises across the past 50 years – if only it could talk! Thirdly, with the advent of the internet, we now have access to Beechcraft parts from around the world, No longer suffering the rigours of commercial life, VH- giving owners the tools to find the right parts, and KZA is now enjoying a more relaxed pace of private more importantly - at the right price! ownership and has been affectionately nicknamed ‘Bozzy’, becoming a beloved member of our family. WORTH IT? RESTORATION PROGRESS Yes, absolutely! Since acquiring the aircraft in 2012, I have slowly There’s something incredibly rewarding in keeping chipped away at a range of refurbishment jobs, such an icon of general aviation airworthy, including a complete set of new interior floorboards, knowing that you’re preserving a peice of genuine all new interior upholstery, replacement of the pilot history. With rspect to the E33C specifically, unlike and co-pilot magnesium rudder pedals and a full other Bonanza models, they’ve become a highly undercarriage removal and rebuild to name a few. collectabale aircraft, with their value globally now on the rise. At 50 years of age, they are certainly Like many aircraft in Australia, VH-KZA has spent the heading for vintage status, but to me it will always majority of its time in and around coastal locations and be a modern classic! while kept in a hangar, it has also spent time outside exposed to the elements. In the same way the sun, wind and rain can erode and shape the hardest of rock over time, they too can facilitate corrosion in light aircraft! In 1968 when the aircraft was built, its original owner did not consider factory corrosion proofing to be a worthwhile investment. And, this thinking was not uncommon for the era, as very few owners would have been considering the future of their aircraft in terms of a service lifespan of 50 years and beyond. Having said this, the airframe is in remarkable condition thanks to regular applications of ACF-50, which have kept the structure protected. Despite these preventative measures however, the aircraft unfortunately developed a spot of corrosion in the left hand wing that recently required significant restoration work by the expert team at GOAIR, Bankstown Airport. OWNING A CLASSIC Owning a classic Beechcraft is certainly not without its challenges, but it has been made easy by the fact that there are such incredible resources available. Firstly, you cannot go past being a member of the Australian Beechcraft Society (www.abs.org.au). Not only will you get to meet some great like-minded people, but you will also get to see some of the best loved and well-maintained Bonanza’s in Australia. Additionally, the ABS run a series of maintenance and pilot proficiency workshops and seminars, all aimed at helping make you a better Beech owner and pilot.

June - July 2018 AOPA PILOT AUSTRALIA | 47 MAKESFLYING YOU FEEL ALIVE MY LOVE AFFAIR

BY PAUL ANDRONICOU AOPA AUSTRALIA FREEDOM TO FLY PILOT

It’s been 32 years since I first learnt to fly What initially attracted me to flying was watching an aircraft and there certainly have been war movies and being totally consumed by Biggles some interesting, exciting, challenging and novels, aviation in the World War two era with exasperating times throughout. RAF Hurricanes and Spitfires duelling with the Axis powers, Me109s and Heinkels over the English The early days of catching the bus to Moorabbin channel was incredibly fascinating and interesting to Airport as a young, possibly naïve, 17 year old boy me. learning to fly in 1986 in a Piper Cherokee to flying I an Unlimited Class Extra300S at my first World I have always wanted to fly and took the opportunity Aerobatic Championship in Italy in 2010. as soon as could. The challenges, discipline and

48 | AOPA PILOT AUSTRALIA June - July 2018 PROFILE | PAUL ANDRONICOU

commitment of learning to fly, obtaining my licence VH-VPA now has 400 hrs TT and has shown countless then developing skills over the years have been very people the joy of seeing the world upside down a true rewarding. The demands of aviation and the skills credit to the Vans aircraft company! you develop as a consequence of participating in what Through general aviation, I have travelled all over the is a fun but highly consequential environment has world to fly at competitions and air shows, having met equipped me for other aspects of my life including my great, interesting, positive and motivated people who business, sporting pursuits and also relationships. all share the passion of aviation. The constant changes in flying always make it I am incredibly privileged to fly and it will remain a interesting whether it’s a different aircraft type, the very large part of my life. I have achieved things in weather, a particularly challenging airfield, a new aviation that I never thought would be possible or rating, a flying competition or a fly away with friends, that I would be capable of doing. It hasn’t always been there is never two flights the same. easy, there has been a lot of hard work, some difficult You can make aviation work for you and always keep people to deal with at times, aircraft breakdowns, but it interesting. I’ve kept my interest in aviation through I would not change anything. competition aerobatics and through airshow display To me life is all about moving, doing, experiencing flying. and feeling. I enjoy coaching aerobatics and really enjoy when Flying at 400km/hr inverted at 100 feet, doing my first a fellow aerobatic pilot understands and improves knife edge spin in the new Extra 330 SC. Experiencing their flying skills through my contributions, a very the high and lows of competition flying, feeling the G rewarding experience. as you push out inverted after a spin exit followed by a In 2003 I took on the challenge of building a Vans RV8 negative snap on the downline! (VH-VPA) a quick build kit over a 2.5 year period and Ohh… and did I mention the visuals you can only get it was one of the great highlights of my flying career, when you’re in an aircraft… or the black art of the when I performed her first flight. I had an incredible flare that rewards you with the occasional greaser sense of satisfaction and relief too, when I put her landing that puts a smile on your dial as you taxi back back on the ground! Over 2,000 hours of dedication, to the hangar in the late afternoon. learning, hard work and help from others had finally been realised. Flying Makes You Feel Alive!

June - July 2018 AOPA PILOT AUSTRALIA | 49 GARMIND2 CHARLIE SIMPLY LOST WITHOUT IT

BY PAUL M SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

Something most pilots would agree on is that The offer was opportune as the editor was about to anything which makes flying easier or safer embark on an aircraft testing trip to the US to fly the is probably a good thing. If it fun as well, or Kodiak Series II, and some Cirrus flying out of Los has uses outside aviation, than even better. Angeles and San Francisco. The latest Garmin D2 Charlie pilot watch, The author had reviewed a D2 before, but not inter- and electronic marvel, is one of those things. nationally, and not actively in a flying sense. GARMIN PRICING Garmin is a leading US technology company and The RRP for the watch with a titanium bezel with GPS provider. Founded in 1989 and based in Texas leather and silicone Bands is A$1,199, and with ti- it has international revenue exceeding US$3 billion. tanium bezel with titanium and silicone bands a few Many readers will have flown with Gamin prod- hundred dollars more. ucts, particularly the now ubiquitous G1000 se- THE PACKAGE ries cockpit avionics, and the related G500, G2000 and G3000 family. Some pilots may have used the The D2 comes in Apple-like classy packaging. The Garmin Flight Planning App too. kit includes the D2 with matching metal strap – and fail-proof locking device; a sporty silicon strap; a THE OFFER USB charging cable; a set of short of instructions Stuart Hills, Garmin’s Australian representative of- directing users to the Internet; and warranties. fered AOPA PILOT’s editor a D2 watch to test in There is also a free six-month subscription to the the pre, during, and flying phases. Garmin Pilot EFB, redeemable with an on-line code on download.

50 | AOPA PILOT AUSTRALIA June - July 2018 PRODUCT REVIEW | GARMIN D2 CHARLIE

The D2 is much lighter than it looks - even more of pass rose, course deviation distance (with VOR like a marvel when the incredible number of aviation dots), to and from indicator, bearing to the nearest and non-aviation features are factored in. airport, a course deviation indicator (CDI), and dis- tance to destination. SET UP AND SYNC •NEXRAD radar with zoom showing nearby air- The guide said to download the Garmin iPhone fields. app. This this takes just a few minutes. Once the •METARS including, airport identifier, aviation watch was turned on it was easily paired to the edi- flight category (IFR/VFR). tor’s iPhone, using Bluetooth. The buttons are easy to learn - with the up and down buttons on the left •TAFS in full detail . and enter button on the right. It’s easy. •Manually set barometric pressure The D2 was also quickly connected to a wireless •Create, edit and fly flight plans and share them network – a real bonus for downloads. with the Garmin FB. •Altitude alert. It’s so personable being able to customise the watch for a favourite call sign too. IN THE FIELD Watch faces can be downloaded by connecting the Testing the D2 on a trip to fly aeroplanes in Ameri- charging cable to a computer. ca the author loved three things: Recharging, is quick - it takes only a few minutes First, UTC was deplayed at all times. This helped for a top up, and about an hour to 100%. Battery life eliminate the confusion when based in a different is log and the D2 can go for days without a charge. time zone; The battery percent indicator makes it easy to judge Second, on take off the D2 instantly knew it was in levels. the air and started dispaling data; NON AVIATION FEATURES Third, it was easy to check flight conditions at any There is a fast array of functions including an activ- airport using the watch. ity tracker; heart monitor; message alerts from the Noticing many airline pilots wearing the D2, the ed- iPhone; and other useful information like news that itor didn’t feel he looked silly as one person claimed pops up and is easily read on the colour screen. he would on Facebook. Other great non-aviation features include: find my SUMMARY phone; save locations; do not disturb; sync; and remote control of music on your iPhone – which The D2 quickly becomes addictive but at the same worked brilliantly when paired to a Bose headset. time invaluable. Quite simply, owners will feel lost without it! AVIATION FUNCTIONS The D2 is not recommended as a primary naviga- tion instrument but it has may supplementary uses on the ground and in the air. The UTC “always displayed” option is good for in- ternational pilots, especially when decoding weath- er forecasts or planning off-block or search and res- cue times. Other key aviation features include: •Access to the nearest airfield with bearing, dis- tance, speed, vertical speed, track, ETE, and colour moving map. •A direct-to function with a database of worldwide airports (downloaded using the phone app and PC connection) and all the same information as for “nearest.” It is easy to select an airfield based on its four-letter identifier. •A Horizontal Situation Indicator (HIS) with com- MEMBER COLUMN | THE FAA APPROACH

The Right Stuff, the FAA Approach AOPA Australia Member, Captain Perry McNeil

A NEW WAY TO WORK TOGETHER This counters years of the aviation community associating FAA compliance solely with an The FAA Compliance Philosophy is the first step enforcement action, which had created a negative in the agency’s massive culture shift to using Safety tone and fearful community that was not always Management principles to proactively address forthcoming with critical safety information and data emerging safety risks. We don’t want to wait for risks to for fear of enforcement jeopardy. emerge in commercial and general aviation. Though enforcement of rules and regulations is not Circa 2005 Qantas Airways Limited introduced “just going away and will continue to remove those who culture” to its pilot group. Self-reporting of incidents intentionally disregard safety, the new compliance was encouraged under a non-punitive approach in philosophy places safety awareness and education seeking the best safety outcomes. Since its inception above all. Most importantly, it educates and develops “just culture” has worked well within the airline those pilots and operators who are striving for safe environment. flight but made an honest error. It removes those who Risk-based decision making is about looking at data believe the rules don’t apply to them. to learn where there might be risks or potential for The compliance philosophy is part of the FAA’s problems and how to address them before an accident new Risk-Based Decision Making (RBDM) or incident happens. Or if an unintentional event has strategic initiative and uses consistent, data- occurred reporting has a learning focus to avoid a informed approaches to enable the agency to make repeat of the factors causing the error in the first place. smarter, system-level, risk-based decisions. It is the overarching guidance for implementing an engaged, ‘The FAA Compliance Philosophy rep- solution-oriented, outcome-based approach to reduce risk in a rapidly-changing NAS. resents a focus on using – where appro- The FAA recognises that a just culture allows for priate – non-enforcement.” due consideration of honest mistakes, especially in a complex system like the National Airspace System The FAA states that they are shifting current culture (NAS). However even unintentional errors can have because the aviation environment has reached a level a serious adverse impact on safety, and so we must of complexity where they cannot achieve further ensure that the underlying safety concern is fixed in safety improvements by following a purely rule-based all cases. approach. The FAA ncourages a more proactive approach by airports, airmen, and organisations to The FAA now clearly states: We prefer to work with disclose and develop measures that identify safety risk, you to correctly identify and fix the root causes of a prevent deviations, and ensure corrective actions are deviation. In all cases, we investigate the matter on taken when deviations exist. At the same time, the FAA behalf of the public’s safety interest. Working together, is evolving its business processes to a risk-based model we in the aviation community have achieved a safety to better target our energy and resources. record that is unsurpassed. We must continue to set the gold standard when it comes to safety. We must The FAA’s new compliance philosophy initiative is focus on the most fundamental goal: find problems in paving a proactive, more meaningful way for the the NAS before they result in an incident or accident; aviation community to follow best practice and promote use the most appropriate tools to fix those problems; aviation safety. The goals for this new philosophy seek and monitor the situation to ensure compliance now safety-enhancing, educational activity that corrects and for the future. errors immediately in order to make the pilot a better aviator and operators adjunctively compliant. This Thus, the FAA objective is to: identify safety issues positive course of action is contributing to a much- that underlie deviations from standards and correct improved exchange of safety information and actual them as effectively, quickly, and efficiently as possible. improvements in safety and accident rates. The view of compliance stresses a problem-solving approach (i.e., engagement, root-cause analysis,

52 | AOPA PILOT AUSTRALIA June - July 2018 MEMBER COLUMN | THE FAA APPROACH

transparency, and information exchange) where the The FAA recognises that in many situations, goal is to enhance the safety performance of individual enforcement can inhibit the open exchange of and organisational certificate holders. information with industry. However, through increased sharing of safety data among FAA organisations, An open and transparent exchange of information industry, and international peers, we can better identify requires mutual cooperation and trust that can be emerging hazards and predict associated aviation safety challenging to achieve in a traditional, enforcement- risks. focused regulatory model. Note that compliance and the interface between FAA NON-ENFORCEMENT METHODS and certificate holders may take the form of managing The FAA compliance philosophy represents a focus sophisticated programs and formal sharing of on using – where appropriate – non-enforcement structured data or it may be as simple as a conservation methods, or “compliance action.” Compliance action between individual airmen and FAA representatives. is a new term to describe the FAA’s non-enforcement Established non-punitive information-sharing methods for correcting unintentional deviations or programs continue to provide feedback on how aviation noncompliance that arise from factors such as flawed systems are working and allow system improvements to systems and procedures, simple mistakes, lack of occur on an ongoing basis, rather than as a result of a understanding, or diminished skills. Most importantly major mishap or investigation. a compliance action is not adjudication, nor does it constitute a finding of violation. RESOURES, REFERNECES AND MORE A compliance action is intended as an open and INFORMATION transparent safety information exchange between FAA - Compliance Philosophy Brochure(PDF) personnel and the pilot. Its only purpose is to restore - Compliance Philosophy Brochure (Print Version) compliance and to identify and correct the underlying (PDF) https://www.faa.gov/about/initiatives/cp/ causes that led to the deviation. Examples of compliance actions include on-the-spot corrections, counselling, - Brochure Printing and Folding Instructions and additional training (including in some instances - FAA Compliance Philosophy Orders remedial training). - FAA Administrator Huerta’s Speech – “Another Generally, if pilots are qualified and both willing and First in Our Safety Evolution” able to cooperate, the FAA will resolve the issue with compliance tools, techniques, concepts, and programs. - FAA Safety Briefing Magazine, Jan/Feb 2016 Edition: Compliance Philosophy Focuses on the FAA’s new Only on the discovery of behaviour indicating an Compliance Philosophy and what it’s foundational unwillingness or inability to comply, or evidence that, concepts mean to; for example, supports an intentional deviation, reckless or criminal behaviour, or another significant safety - The New FAA Approach to Compliance is working risk, does FAA consider an individual ineligible for a – EAA News 3rd May 2018 Compliance Action. COMPLIANCE AND ENFORCEMENT Yarrawonga Flight Training Hangar 19 The FAA in its overview expects compliance to be the Yarrawonga standard as the FAA sees this as an evolved approach to Wide range of pilot’s supplies and oversight and does not suggest that they are going easy Aerodrome on compliance. However, FAA will not use enforcement aircraft hardware, including split (YYWG) as the first tool in the toolbox. In all cases, the goal of pack Aeroshell Greases & Oils. the FAA is to achieve rapid compliance, to eliminate Long & Short term Hangarage. a safety risk or deviation, and to ensure positive and Hire cars & buses. permanent changes. Accommodation packages. INFORMATION SHARING www.yarrawongaflighttraining.com.au The overarching goal of the compliance philosophy is E: [email protected] universal across the spectrum of scenarios and situations OPEN 24/7 – to foster an open, problem-solving approach to allow Peter & Anne McLean EXCEPT WHEN safety problems to be understood through the proactive Ph/Fax 03 5744 1466 or 0415 406 413 WE ARE AWAY! exchange of information and effective compliance.

June - July 2018 AOPA PILOT AUSTRALIA | 53 OWNERSHIP OPTIONS

BY MARTIN HONE AOPA AUSTRALIA MEMBER

As a member of AOPA, it is reasonable to as- room, performance and lower running costs than the sume you either own, or aspire to own and fly average GA aircraft. an aircraft. There are several ways to get there The second option is to roll your own. Not the first that don’t necessarily involve spending a whole thing that might spring into mind if your experience heap of cash. of flying is through learning to fly at an established Probably the easiest is to join an existing syndicate flying school at a capital city or regional centre and and share an aircraft that it owns. You pay a joining hiring a school aircraft after completion of the train- A fee and regular monthly payments for upkeep plus ing. But there is a whole new world out there if you an hourly fee when you go flying. It is a proven and care to look. One that caters for almost every facet relatively inexpensive way to enjoy the activity, partic- of flying you may be interested in, and at a price you ularly if you fly infrequently. All the associated costs can afford. such as hangarage and maintenance are spread across Although a number of ultralights can be built at home, the group and the aircraft is generally well cared for. if you want a high-performance GA ‘plane, then pret- The next option is to buy an older aircraft that has ty much your only option is to build one from plans or some hours remaining before it requires an overhaul, most likely, a kit. If you think about it, in the begin- but you really need to be good buddies with your ning, all aircraft were ‘home-built’. For many years, LAME and have access to cheap hangarage, as that this meant building from plans for an open cockpit, is where non-commercially operated aircraft spend rag & tube design, but in the 1960’s aluminium struc- most of their time. tures became a trend but it still involved scratch build- ing. In the ‘70’s Bert Rutan (Spaceship One) came out But if you really like to fly and don’t mind taking a with the first composite ( fibreglass) design called the hands-on approach to looking after an aircraft, then VariEze that introduced new levels of performance the two main options include the ultralight and Light and efficiency – for any aircraft. These days, the wide- Sport Aircraft (LSA) categories as governed by Recre- spread adoption of Computer Aided Design and CNC ational Aircraft-Australia (RA-Aus). The major dif- equipment allows parts to be mass-produced, quickly ference between GA and ultralight aircraft is the Max- and accurately, even to the point where jigs are not imum Take-Off Weight for this class is 600kg, a max required. Just lay the parts out on the floor and start stall speed of 45 kts and no more than 2 seats. Many joining them with rivets, bolts or glue. of these aircraft offer greater sophistication, comfort,

54 | AOPA PILOT AUSTRALIA June - July 2018 June - July 2018 AOPA PILOT AUSTRALIA | 55 MEMBER COLUMN | AIRCRAFT OWNERSHIP

basic hand tools including an electric drill, plus an air compressor and rivet gun, but all parts are match-hole drilled so all you need to do is drill out to final size. Almost the entire aircraft can be assembled tempo- rarily using simple Cleco fasteners before committing to riveting the sub-assemblies that go to make up the completed airframe. If you make a mistake, and you will, then a replacement part from the USA is only 3 days away. How long can these projects take ? If you gave up watching TV and had one of your kids involved, then around 1500 hrs or 3 years. A Quick-Build option is The Internet is a great source of advice and support, very popular and can reduce the build time down to a but I strongly encourage anyone going down this path year. Some not only build the airframe, but also learn to join the Sport Aircraft Association of Australia wiring, panel installation, upholstery and final paint- (SAAA). With Chapters located around the country, ing, although with the rise of the glass panel (EFIS) an aspiring builder can access support, encourage- with 2-axis auto-pilot coupled to a GPS, it might be ment and assistance during the building process, right wise to get an expert involved, but even these systems through to the Test Flight stage and beyond. are getting more ‘plug & play’ by the day. I know of One of the most significant savings will be the fact at least two people whose day job is flying around the that you will be legally able to maintain that aircraft, countryside assisting builders with the avionics side and why not, you will know it better than anyone else. of things. The list of options including engine, prop, instrumentation, interior and paint can be mind-bog- Maybe you just want to see what is available. Check gling, but if it is your first aircraft project, keep it out the flying magazine section at your newsagent. simple and light, use the resources available and you Kitplanes magazine is a popular choice or get on- cannot go wrong. line and search for amateur-built or home-built air- craft. Look up the Experimental Aircraft Association There is no denying that building an aircraft can be a (EAA) in the USA and its annual Airventure fly-in significant commitment not just financially, but both Convention at Oshkosh. You will be amazed. Proba- mentally and emotionally. Whilst the end goal is what bly over-awed might be a more accurate term. There motivates you, you just focus on that small compo- are plans and kits for wood and fabric aircraft, steel nent that you are going to build today, knowing that tube and fabric, composite as well as aluminium. Giv- when all these sub-assemblies are fixed in place, plus en the variety of aircraft available , my suggestion is to the necessary paperwork, you will have your own fly- steer toward the more popular aircraft on offer. And ing aircraft. Nothing is achieved without some effort., the most popular by far are the RV series, named af- and in this case, the journey is worthwhile. If you are ter their designer, Richard Van Grunsven. With over one of the many that consider your first solo flight as 10,000 built and flying world-wide, these all-metal one of the most satisfying things you have ever done, aircraft are popular for the obvious reason that they then the first flight in your own creation will be equal- are easy and straightforward to build, providing high ly amazing. performance with docile yet sporty handling. ABOUT THE AUTHOR Various models are available, 2-seat tandem or side Martin has always been interested in anything with x side, and there is a 4-seat. Most are aerobatic ( +6 wheels and wings, but it was only when he turned 40 –3G ) but will cruise quickly and efficiently if cross that he got serious about flying. A syndicated Light- –country touring is your thing. Think 150 + kts and wing ultralight project was used to learn the ropes, 26-28 litres per hour fuel burn, with a take off roll be- then in partnership with his father, he built the first tween 150 – 250 metres at gross weight and a climb Rotax 912-powered Karatoo ultralight that he subse- rate around 1500 fpm. quently flew around Australia in 1996, before building You don’t need any skills beyond commitment and a Vans RV6 to gain a PPL in 2003. Following a move perseverance. A comprehensive construction manu- from Victoria to Qld, the radial-engine Spacewalker al and plans guide you through the process, designed RR prototype was built, followed by a Fokker triplane to provide you with the skills required to build and replica then a Vans RV9A. He currently owns a lovely maintain your own aircraft. All the tricky aluminium Vans RV8, which is used for a mixture of aerobatics, forming is done, as is any welding, and moulded fibre- local flying and the occasional trip around Australia glass cowls and wings tips are supplied. You will need and NZ.

56 | 56 AOPA | AOPAPILOT PILOT AUSTRALIA AUSTRALIA April-May June 2018- July 2018 Plan smarter, y sooner • Complete ight planning & navigation EFB • Interactive weather forecasts • Accurate 4-D wind modelling • For all pilots, at all levels • One month free trial www.avplan-efb.com USEDBUYING AIRCRAFT - PART II UNDERSTANDING ENGINES

BY PERRY MCNEIL AOPA AUSTRALIA MEMBER

In Part two of my editorial series on buying liens; supplemental type certificates; and all of the used aircraft, we take a look at aircraft engines. logbooks from date of manufacture of the aircraft. Understanding the terminology, what to look ENGINE MECHANICALS for and what to avoid. An Engine on Condition: Read AWB 02-1 Issue HOLDING DEPOSIT 1 - On-condition maintenance at the CASA site for more detail. However, the airworthiness bulletin My last aircraft sale was to an individual from AWB 85-004-001 (modified 21/09/2017) relates to Western Australia. He had done his homework I Civil Aviation Regulation CAR42B. This allows for and had researched my aircraft (and similar types) on-condition maintenance of aircraft piston engines in some detail. However, he was unable to attend with no specified time limit for an overhaul as the inspection and possible purchase due to work recommended by the manufacturers, which includes commitments. He knew the aircraft would sell so overhaul based on engine operating hours and asked for and I granted a holding deposit of a few calendar time. thousand dollars. This was fully refundable if the aircraft was proven un-airworthy or not as advertised. Airworthiness Directive AD/ENG/4 specifies If he changed his mind for any nebulous reason I had condition checks at regular intervals to ensure the option to pocket or return his holding deposit. satisfactory engine performance, however, does not include those inspections required to identify The holding deposit removes the greater percentage potential for engine deterioration associated with of ‘tyre kickers’ or people wanting to gain a few more calendar time, primarily linked to corrosion and lines in their log books at your expense. Yes, they do deterioration of elastomers and time of wear and tear. exist with one notable personality in Canberra, ACT. A perusal of the CASA website and read of the above PRE-BUY INSPECTION AWB and directives will advise the detail and delegate The pre-buy inspection of an aircraft is the purchaser’s what you need to look at on an engine that is running chance to research and investigate every aspect on condition. of the potential investment. There are four major areas one will look at in a pre-buy: mechanical; ENGINE CORE VALUE cosmetic (external and internal); avionics and As a rule, for an Engine Running on Condition is radios; and administration, including the certificate worth Core Value or less only. Other than your fuel of registration, certificate of airworthiness, title and and maybe an upgrade of avionics in your kite, the

58 | AOPA PILOT AUSTRALIA June - July 2018 MEMBER COLUMN | BUYING USED AIRCRAFT - PART II

reality is that the single most expensive component limits using new and some recycled (after inspection of aircraft ownership is the cost of operating and and specific testing) parts and components. maintaining its engine(s). At the current time, neither Teledyne Continental nor No other component of the aircraft presents a Textron Lycoming approves any other entity to rebuild larger liability and responsibility to the owner than their engines in Australia for them although that may the powerplant and no other single item will add change soon. A factory rebuilt engine is a “zero time” or detract more from its value. That is why a buyer logbook (0 SFRM) engine. Thus, the engine comes should understand all about the engine(s) in the type to you with a brand-new engine logbook indicating of aircraft they wish to purchase and once purchased zero hours total time in service. It looks new with a should care for the engine throughout its entire life new engine paint job and smells New even though with discipline and zest! the engine may have had used components installed that may have hours of previous operating history. Time spent in general reconnaissance of all aspects of It’s an excellent option saving you money with a good an aircraft type and research on the specific aircraft engine core exchange. model that you may prefer to purchase is never wasted and will save your dollars, as will keeping your engine FIELD / SHOP OVERHAUL gleaming clean and completing all service bulletins as The field overhauled or engine shop overhauled required. engine is a maintenance overhaul that is typically Some engines have a terrible reputation. Some done by a CASA certified engine shop. Most engines reputations are earned, others are just furphies, in Australia are field overhauled however our engine created overtime by armchair experts sitting at bars shops tend to operate to a far higher engineering in aero-clubs and flight schools. The Continental standard than many overseas field service centres. In TIO-360-FB is a beautiful and quite powerful engine. the case of a field overhaul, the maintenance engineer However, in the care of a hand fisted operator or may disassemble your engine and send the various careless owner will not operate to is peak ability. It has engine components out to other service centres that a reputation of being cantankerous due solely to pilots specialise in the repair and/or rebuilding of these and owners that have no idea how to operate such a components. Sometimes this may be back to the USA! sweet machine correctly! Do your own research or Cylinders may be sent out to be service however the ask the experts. Pay little attention to the armchair cost of new cylinder assemblies has fallen over the doyens. years that it is often more practical to replace used cylinder assemblies with new. I always go new! One first needs to understand the different types of repowering or re-engine options and the differences The crankcase, cam shaft and crankshaft will all be between them so to effectively discuss this topic. overhauled and tested to specific maintenance limits and checked. Other checks will be carried out for FACTORY NEW ENGINE serviceability. The components will be shipped back The best of the best! A new engine is an engine that with CASA inspection approvals or a FAA 8130 has been built and manufactured from all new parts “yellow tag” showing that the work was performed by and components and tested by an FAA-approved an approved facility or service centre. This provides engine manufacturer. Except for the test cell time, an audit trail for the work done on the engine and is this new engine will have no operating history or recorded within the aircraft logbooks. Ah, there’s that other recorded time in use. When an owner elects history in the aircraft logbooks again! to re-engine an aircraft with a new engine, they Notably in the case of an overhauled engine, the pay the cost of the core charge in the purchase of engine’s previous operating history is maintained, the engine. The factory new engine will come with along with its logbooks, and it is returned to you with a factory new engine warranty. Warranties vary, a logbook entry indicating zero time since overhaul however that warranty will be honoured at virtually (0 SMOH) (often called major overhaul) and a total any shop authorised to perform work on the engine time since new that is the same as before the overhaul. by the manufacturer. This gives one piece of mind and The engine carries its previous service however the confidence in the power plant. clock starts fresh for its time between overhauls. It is Factory Rebuilt Engine: A factory rebuilt engine, or important that the owner of the engine understands a factory remanufactured or factory exchange engine, to what limit, tolerance and standards the engine is is an aircraft engine that has been serviced and being rebuilt. overhauled by the manufacturer of that engine to new

June - July 2018 AOPA PILOT AUSTRALIA | 59 MEMBER COLUMN | BUYING USED AIRCRAFT - PART II

Once the engine repair facility has received the various rebuilt engine can be produced using a combination reworked and serviceable parts and components, they of used and new O.E.M. parts. An overhauled engine will reassemble them and reinstall the engine in your can be rebuilt to new limits or to service limits or a aeroplane. combination of the two using used parts and new O.E.M or new aftermarket parts. TOP OVERHAUL It is a mistake for a buyer or owner to assume a top An overhauled engine comes to you with its previous overhaul is like a complete engine overhaul or “major” operating history intact and zero hours since major engine overhaul. A major overhaul requires that the overhaul. A new or rebuilt engine comes to you with engine be completely disassembled, inspected, and no previous operating history and zero hours’ time in tested and that certain parts of the engine are replaced, service, even though, in the case of a rebuilt engine, and other parts brought to within serviceable limits. some of the parts used may have a previous operating history. Top overhaul is a term used by the general aviation industry when all the cylinders on the engine are You will need to supply a core – which is your old overhauled or replaced with new. Time since top engine. Your old engine can be exchanged for a overhaul is abbreviated TSTOH or STOH. factory rebuilt (and a credit given off the cost of your engine) Once the factory has inspected the run-out Note; during a top overhaul all cylinders are removed, engine crankcase and crankshaft, a credit for the cost inspected, restored to at least serviceable limits, of the core charge is issued. reassembled with various new parts, and reinstalled at the same time – a look inside the top of an engine However, if there is a defect in either one of these is not a top overhaul, nor is the replacement of one or components you will be charged for the component. two cylinders. Be aware that whether your run-out engine meets the manufacturer’s return specification is at the sole A top overhaul has no CASA or FAA regulatory status discretion of the engine manufacturer. as there are no regulations or time limitations to define that type of overhaul. Without this exchange process, the supply of engines to rebuild would quickly dry up throughout the Notably while a top overhaul may extend the life of world and began to do so with the expansion of an engine, it is usually conducted as preventative experimental and amateur-built and kit aircraft. or required maintenance (component failure?) and Luckily Titan and Superior build their own cores. considered a maintenance expense, not a capital Thus, a certified rebuildable engine core is very improvement, and will not add to the appraised value valuable to you. This methodology and replacement of the aircraft it may indicate that one has an unhappy process literally recycle engines (yes, we Pilots were engine on occasion. Many sellers will indicate that it green before green became vogue recycling!) which adds value – it does not! is incredibly important to those of you who need a Scary words on advertisements or worse still in replacement engine. logbooks are So regardless of the seller saying his engineer • Overhauled to factory specifications or tolerances. guarantees the engine for another 500 hours on condition, it’s a fallacious statement. You are wearing • Rebuilt to equivalent standards. the engine out by running the components past their • Overhauled to as new condition. recommended replacement and service times. The Core Value could be decreasing rapidly and the value • Remanufactured to factory limits. in exchange or rebuild could be costly to you. • Top overhaul - engine like new. ON CONDITION Other nebulous terminology needs to be fully On condition or past the TBO time, is a red flag investigated by the buyer as to what those terms mean. and should be calculated as a replacement engine Advertisements and log entries that use undefined or cost. Don’t be fooled by verbal statements and try to scant terminology may not really deliver what you stay away from on condition engines. Typically, this think you are purchasing tends to indicate an owner who does not follow the Only the manufacturer can currently produce a new prescribed maintenance recommendations in order or rebuilt engine. Both new and rebuilt engines are to save a few dollars. That’s a false economy with made to new limits. A new engine will have all new aircraft and always has me pondering what else was or original equipment manufacturer (OEM), parts. A not maintained?

60 | AOPA PILOT AUSTRALIA June - July 2018 HOW TO VALUE THE ENGINE CORE 1. How accurate are the aircraft and engine logbooks? The value of a core engine hinges on how accurately AOPA Australia stands for its members’ rights to fly the engine maintenance logs have been kept over the without unnecessary restrictions and costs. years of the engine in service. In fact, all the aircraft PRESIDENT logbooks are so important in describing the history of Aminta Hennessey the aircraft. Clear transparent statements and timely Email: [email protected] maintenance action records are good. Poorly-kept VICE PRESIDENTS log books should make a buyer question how well Marc De Stoop the engine and airframe have been maintained? No [email protected] logbooks or lost logbooks. Generally, just walk away! Richard Talbot [email protected] 2. What are the service bulletin and directives status of the engine? This is very important and if overlooked SECRETARY Dominic James has the potential to cost you a lot of money. The Email: [email protected] Service Bulletin (SB) and Airworthiness Directives (AWD) should also be noted in the log book. TREASURER Richard Talbot This refers to how closely the maintenance performed Email: [email protected] on the engine complies with the maintenance EXECUTIVE DIRECTOR recommended by the manufacturer or in some Benjamin Morgan instances the regulator. Obviously, the more closely Email: [email protected] the two coincide, the greater the value of the engine Mobile: +61 415 577 724 and the airframe. This presents the maintenance DIRECTORS picture to you the buyer. If the SB information is Richard Talbot missing entirely, it can make a dramatic difference in Benjamin Morgan the value of the core engine, sometimes in thousands John Glynn Mike Smith of dollars and similarly with the airframe. Ben Wyndham 3. Who or What organisation has performed the Shawn Kelly maintenance? When I was flying DC-3s for Bush Gerard Kitt Ross Harrison Pilots it was a directive from CASA that certain engines that were overhauled in New Zealand could MAGAZINE EDITOR only be placed on a hull if the other had been serviced Paul M Southwick by Pratt & Whitney. Therein It’s not simply enough to Email: [email protected] have the engine regularly maintained and the proper ADVERTISING +61 (2) 9791 9099 records kept. The reputation of the Engine Company Email: [email protected] that handled the maintenance also affects the value. HEAD OFFICE Ideally, you want a single person or a single firm to Phone: +61 2 9791 9099 have handled all the engine’s maintenance. Fax: +61 2 9791 9355 Email: [email protected] 4. What’s the engine’s accident and incident history? Maintenance action occurs, so do incidents and MEMBERSHIP Phone: +61 2 9791 90099 accidents! Therein the records detailing what occurred, Email: [email protected] what action was taken and what maintenance was performed after an accident or incident are crucial to ACCOUNTS the engine holding its value after such an event. Read Phone: +61 2 9791 9099 Email: [email protected] carefully and thoroughly and you should be able to visualise or plot the entire history of the aircraft. It’s ADDRESS fun to do that pre-purchase. All aircraft maintenance Hanger 600 Prentice Street, Bankstown Airport NSW 2200, Australia All mail: PO Box 26, Georges Hall, NSW 2198, Autralia has standards and specifications. In some instances, a follow-up call to repairers may be prudent! WEBSITE & SOCIAL MEDIA See you next issue where In Part III we will deal with www.aopa.co.au | www.facebook.com/aopaaustralia aircraft paintwork, interior, radios and avionics! ©AOPA Australia 2018. This work is copyright. Apart from any use permitted under the Copyright Act1968, no part may be reproduced by any process without permission from AOPA Australia. Printed by Graphic Impressions. AOPA Australia by resolution of the Board has adopted database management practices that will allow selected and qualified aviation commercial interest access to the membership database for aviation promotional use that the board deems acceptable as being informative to its members. The Privacy Act requires that members have the right to opt out of this marketing. Please advise the AOPA Australia office if this is your desire. June - July 2018 AOPA PILOT AUSTRALIA | 61 EXTRA330LX DELIVERY

BY ROB AKRON AOPA AUSTRALIA EURO CORRESPONDENT

I’d spent the last few years in Germany trying The company recently benefited from the new EASA to get my CASA CPL licences converted to regulations mandating upset recovery training for EASA. It’s been a tough adventure. So tough airline pilots - with which we expect to stay busy as in fact, that I’ve often questioned whether the instructors in the coming years. decision to base myself here was the right one. Through these close ties to the factory, and in having It’s been about five years and I’ve only just managed to what we believe to be the hottest looking Extra get my ATPL exams sorted. You have to sit them again 330LX on the market, I was lucky enough to deliver - all 14 of them under EASA regs, because airplanes the aircraft for the Extra display at Aero Expo 2018 I down under don’t fly right side up and engines run in Friedrichshafen, southern Germany. The location backwards, or something like that. of Friedrichshafen is truly stunning - located on the northern shore of Lake Constance (Bodensee), The fruits of my efforts have started to show. On bordering the Swiss Alps. converting my PPL (A&H) about a year ago, I was able to add a flight instructor rating, which allowed me to As much as the machine is an “awesome beast,” I saw at least re-enter the industry. My background flying the flight as just a job that needed to get done: Get aerobatic commercial ops back in Australia made the aircraft from A to B, do it well, and keep the boss me attractive to a specialist aerobatic school in my happy. But when I told the AOPA editor I’d be rocking area. The firm Extrabatics (Extrabatics.com), run by into Friedrichshafen in the Extra, he “forced” me to former Unlimited Class German National Champion, write an article. So, I’d be wearing GoPro’s, carrying Walter Kampsmann, does its training on the Extra cameras, and mounting another action camera on the 330LX, and is closely connected to the manufacturer wing for the trip. I came to regret this - but more on Extra Aircraft. that later.

62 | AOPA PILOT AUSTRALIA June - July 2018 MEMBER COLUMN | EXTRA 330LX DELIVERY

The Extra 330 really is a monster. The aircraft won the World Aerobatic Championships in 2013, 2014, 2015, 2016, 2017 with the single seat version E330SC. On take-off, I was burning in excess of 100 Litres of avgas per hour - about 1.6L per minute. In cruise, t was showing 180 knots ground speed; about 160 TAS with a tailwind - at 65% power. Burn rate was 60L / hr. For that, despite being designed as an unlimited class aerobatic competitor, it’s an efficient cruise machine when taking speed into account. In the US, many customers use the aircraft as their personal commuter, building in ILS and VOR for navigation. The recent E330LT model would come to take this market segment into account, having an asymmetrically profiled wing for cruise efficiency and many luxury options. My flight would take me from Aachen, on the Dutch central Western border of Germany, to the Southern border along the Alps. The route would cross several major CTA airfields, including Frankfurt-Hahn, clipping French airspace, and crossing US Airforce Base Ramstein. Finally, the approach would take me along Lake Constance, with a spectacular view of the Alps towering over the water - or so I hoped. Although not required as a VFR flight, I elected to submit a flight plan, DCT at 5500 ft AMSL. This would expedite CTA crossings and international frequency handovers. It turned out to work beautifully; I got all the crossings I wanted and minimised delays. My weather assessment in the morning showed me that there was a low-level cloud layer for a good chunk of the flight. Although others might elect to go underneath, I did my homework and was confident I could cruise VFR on top, avoid the weather and terrain enroute, and still safely descend VFR on the other side, whilst taking advantage of TAS and tailwind. It’s quite a feeling having 315 plus hp pulling you to height at over 3,000ft per minute in normal climb. I reached the sunshine quickly and stayed there for the remainder of the flight. Next time, I won’t forget to bring a hat, or grow back my hair, if I still can. The flight ETE took one hour 29 minutes. Despite being such a highly manoeuvrable aircraft, the machine is a true pleasure to fly over distances. It does require hands on the stick, and a continuous monitoring of attitude, altitude, and heading. As the roll-yaw couple is eliminated by design, there is no way to fly with your feet if you need your hands for map work or even just to grab a drink. Prepare your cockpit layout beforehand and make sure everything you need is accessible singlehanded. Luckily, I was flying a digital navigation system, bringing a paper map only as backup.

June - July 2018 AOPA PILOT AUSTRALIA | 63 MEMBER COLUMN | EXTRA 330LX DELIVERY

After about 20 minutes over cloud, I got sandwiched transiting her airspace. Something about French girls. between the previous lower, and a thin new overhead I requested, and received, direct transit over the USAF layer. Visibility was sufficient to continue, and it base at Ramstein - so I did my best to capture some was an odd feeling of floating in an aquarium not shots of the aircraft down below. At 5,500 ft, although having clear ground below or blue sky above. The the view was nice, details might be a bit hard to competition Extra has no artificial horizon, and discern. nothing more than a magnetic compass in terms of navigational assistance. I was aware of the danger of About 20 minutes to estimated arrival I had another inadvertently flying this kind of aircraft into IMC; look at the wing-mounted action camera. To be my IFR rating wouldn’t be of much help without the honest, I’d added it only because I knew my approach instrumentation to support it. would take me along lake Constance with the Alps off my right wing. All that drag for a single picture I maintained a sufficient margin for comfort and on arrival. I looked again. My mate helping me set always kept a way out in sight. I know from experience up could have at least mounted it straight. Annoyed, no one at the company would dare utter a complaint I continued descent. About 15 minutes to arrival, if I had to divert or turn back for a precautionary I looked again. Hang on there! Is that thing leaning landing. As it turned out, the lower cloud band further over? A little unsettled, I pulled power back dissipated as promised by weather reports. With an inch and made sure I descended at cruise speed. clear visibility down below I crossed into France, as a German accented controller handed me over to a By 10 minutes to go, I knew I had a problem. I could sweet sounding French lady, who almost lulled me see the GoPro mounting was slowly peeling off the into daydreaming, before brutally passing me back wing, and there wasn’t a thing I could do about it. to a new harsh German accent after two my minutes We’ve all done our basic aerodynamics - drag reduces at V squared; so my best and only bet was to reduce speed, keep stable, and weave my way between the towns below, first at 140kt, then 120. At least I was almost there with only 12 minutes to go. I briefly considered pulling into a tail slide over the water as a last resort - it “might” snap the unit back into place or let me lose it somewhere I wouldn’t have to explain it to anyone, except my mate who lent me the GoPro. I elected to continue - I had just about reached the Friedrichshafen CTA, received the ATIS, changed frequencies and set the transponder. I flew the entire downwind for runway 24 at 100 kts, whilst staring at the wing. 100 Kts would normally be final approach speed. I was terrified that I’d lose the camera on touchdown. Friedrichshafen is commercially operated by heavy aircraft, and if I dropped the camera they’d have to close the runway for a foreign object damage (FOD) risk assessment. Miraculously, I made a perfect, soft landing, and got directed straight to the display hangars, no questions asked. I knew I’d brought in something special when I saw the restaurant guests walking up to the fence to take pictures. Welcome to Friedrichshafen. Birthplace of the Zeppelin (yes, that Zeppelin) and home to the original Dornier factory. If you’re ever around Germany and want to do some upset training or get some tips on flying the Extra from a factory pilot (at any level), come say hi at Extrabatics. If you want to buy one, you can do that here too. Tell em Rob sent you.

64 | AOPA PILOT AUSTRALIA June - July 2018

FLYINGSTATESIDE TRAINING AND FLYING IN THE USA

BY PAUL SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

Flying in the USA is a dream of many Note: If pilots want to undertake flight training, for Australian pilots. AOPA PILOT AUSTRALIA example, for an instrument rating, as opposed to takes a look at what’s involved in gaining your simply hiring an aircraft, or doing a fight review, license stateside. a slightly more complicated, but not overbearing approval process is required. We will not detail that GETTING CERTIFIED here. The AOPA PILOT AUSTRALIA Editor has held Let’s say first off, that the licensing folks at CASA and a US PPL pilot licence, or in Federal Aviation the FAA made it very easy, in fact painless (with one Administration (FAA) speak “certificate” since 1999. exception - see below) for the editor to update his F An FAA rule change after 911, and a move away from licence – a process that was no different to applying a paper licence to a credit-card-like format (come for a new one. on Aussie come on come on – even the Kiwis have a credit card type now), required foreign pilots to The FAA and CASA instructions, in terms of what reapply for their certificate, in person, that is, at an order to do things, reads a little circular. It’s simple FAA office in the US. though – just send off a request to CASA for a verification of your Aussie licence to be sent to the Here is what was involved and a few tips to make it FAA, and a request to the FAA for the recognition easy for Australian pilots who would like to “convert” of a foreign certificate, at the same time. The two their licences and fly on their own, that is, without an organisations deal with these requests daily and instructor in the US. coordinate with each their very well.

66 | 66 AOPA | AOPAPILOT PILOT AUSTRALIA AUSTRALIA April-May June 2018- July 2018 PHOTOGRAPHY COURTESY OF WWW.BEECHCRAFTHERITAGEMUSEUM.COM

The required procedures and Form AC 8060-71, from The FAA application requires lots of information the FAA side, can be found here: including a full copy of all pages of the Aussie licence and medical. https://www.faa.gov/licenses_certificates/airmen_ certification/foreign_license_verification/ Pilots need to nominate the FAA Flight Standards District Office (FSDO) that they will attend. The office and from the CASA side, Form 452 here: will also require completion of a detailed analysis of https://www.casa.gov.au/sites/g/files/net351/f/_ flight times and ratings. As a tip, ask for and complete assets/main/manuals/regulate/fcl/form452.pdf this form before going to the US. It will greatly shorten For a good guide to the whole process pilots can refer the processing time on the day. Pilots also need to to the US AOPA website: set up an FAA account, carefully remembering the user name and password, as these will be required to https://www.aopa.org/training-and-safety/pic- collect the certificate. archive/flight-training-ratings-and-proficiency/ foreign-pilot-certification In choosing the FSDO a bit of detective work comes in. The author assumed the LAX office which is There is no fee from the US side and the Australian conveniently located close to LAX airport would be fee is just $50. Pilots can pay by credit card. Even open every day. Wrong. They only do pilot applications better, forms for both authorities can be emailed. The once a week and refuse to make any exception no editor found it easy to reach both the FAA and CASA matter how far you are coming from and how limited licencing folks by telephone. your time might be in LA. They also have an onerous

April-May June - July 20182018 AOPA PILOT AUSTRALIA | | 67 67 FLIGHT TRAINING | FLYING STATESIDE

security arrangement and forms to be filled in before Once the author decided to change to the Long Beach you can even enter their building. Best avoid the LAX office it was easy to call the FAA in Oklahoma and ask office. them to redirect the verification letter there. When they do they send you a copy. It is a good idea to take The author called and spoke to the particularly it with you. friendly and helpful team at the FAA office at nearby Long Beach - just an easy 20 to 30-minute drive down The author, having allowed extra time to drive from the freeway, easy to find, and easy to park. They are the LAX Hilton, in case of freeway issues, arrived open every day and most accommodating with times an hour early at the nondescript and unsigned FAA and dates. It seems they understand that the easier building. One of the FAA staffers who was coming they make the process, the more foreign pilots will from the car park asked if the editor was looking for spend money flying in the US and keep them in jobs! the FAA and showed the way. On arrival the Long Beach folks were welcoming and With identification shown (passport) and all the paper country-town-friendly in their Mary-Poppins-like work in order it, was a simple matter of logging on cherry disposition. It seems they love Glen Campbell to the editor’s FAA account, printing out and signing too (refer to the editorial). the temporary certificate which is good for 120 days. The FAA then happily mails pilots the credit-card-like certificate to Australia.

LIGHT REVIEW AND SIGN OFF With the issue of a “new licence” a fresh flight review in the US (overseas ones do not count) is required. A flight review under FAR 61.56 consists of a minimum of one hour of flight training and one hour of ground training. The review must include:

68 | 68 AOPA | AOPAPILOT PILOT AUSTRALIA AUSTRALIA April-May June 2018- July 2018 FLIGHT TRAINING | FLYING STATESIDE

(1) A review of the current general operating CALAIR, which is owned by Jonathan Lucas, (CSIP, and flight rules of part 91; and CFI, CFII) is just a few nautical miles from KLAX or 12 minutes in a rental car or cab from the LAX Hilton (2) A review of those manoeuvres and which overlooks LAX (a great place to stay). procedures that, at the discretion of the person giving the review, are necessary for the pilot to demonstrate CALAIR boasts being within 30 minutes fling time of the safe exercise of the privileges of the pilot certificate. Santa Barbara, San Diego, Catalina Island, Big Bear (lake), and within 60 minutes of Palm Springs and Las RECOMMENDED TEXTS Vegas. If pilots are looking for a great little summary book Still only 24 hours off a flight from Melbourne and of all US VFR procedures, the small spiral bound text not having had a warning that another flight review “Be ready for your Biennial Flight Review” by Flight would be required, or time to prepare, it was decided Time Publishing, is recommended. It costs about to go for a fly anyway (all flying is good). The weather US$15 and can be found at www.flight-time.com was not cooperative though and was IFR, or at best Flight Time has a few other similarly useful texts marginal VFR. The author’s favourite destination including: “Instrument Flight Review,” Pilot’s Pocket of Catalina Island (KAVX) at 1,602 ft MSL was Handbook,” “Pilot’s Rules of Thumb” and “Instrument completely covered by cloud down to 200 feet AGL, Pilot Handbook.” There are few major differences with less than a mile of visibility, and not an option. between Aussie and US procedures and so these are Choosing an immaculate G6 version of the SR22, useful handbooks for both countries. registration N921RE, we flew an IFR departure and For those who want to read all the required material later changed to VFR on top as we tracked high in an for the VFR flight review for themselves (and don’t easterly direction towards non-towered French Valley mind ploughing through lots irrelevant stuff), the Airport (F70) in southwestern Riverside County, US Federal Aviation Regulations, Aeronautical California, located on Highway 79 near the cities of Information or “AIM” is available online, in hard Murrieta and Temecula. Before landing on the 6,000- copy, or as an app from iTunes for about US$10. Just foot runway 18, that is 1,350 feet AMSL, we practiced, concentrate on Part 91: General Operating and Flight slow flight, stalls, steep turn, glide approaches and Rules.” engine failure over Skinner Reservoir to the east For sure pilots will be tested on pilot in command On return to Hawthorne we flew high using VFR authority and responsibilities; consumption of flight following (with an IFR flight plan filed in reserve alcohol; safety belts; right of way rules; minimum fuel if required when we got closer) and seemed to be in reserves; minimum safe altitudes, and communication nonstop communication with ATC avoiding heavy required (or not) in all the classes of airspace; together jet traffic, changing altitudes, and being vectored. The with the required visibility and distance from cloud weather was now perfect – more like pilots expect in rules. southern California. Due traffic avoidance ATC has The only real difference for Aussie pilots is that the us at 3,500 feet, just a few miles out from KHHR, with flight visibility in the US is expressed in statute miles, the power reduced to idle and full flaps, to make it to not km. The US has that famous “three 152s” rule” circuit height for a straight n approach to the 4,956- that applies to much of the airspace, that is, “3 statute foot runway 25. miles fight visibility, 1,000’ above cloud, 500’ below Wet hire rates at CALAIR, which has modern cloud, and 2,000’ horizontal from cloud.” facilities shared the only FBO on the field - the busy Los Angeles Jet Centre, with great views, right on RENTER INSURANCE the threshold of runway 25, are not that dissimilar to Another consideration for Aussies renting in the US Australia. For example, US$415 per hour for a 2017 is liability should something go wrong. For AOPA SR22 (with every option) and US$265 per hour for a USA members, insurance is available on-line and fully specified 2017 SR20 G6. Both have the essential there are others available in the market. Expect to air conditioning. pay ~US$2,000 per annum AUSSIE OPTION LAX FLIGHT SCHOOL In a coming issue we will review AOPA Australia The editor chose CALAIR (www.calair.com), a Director Mike Smith’s flight training school at Hawthorne (KHHR) based flight school and high- Rancho Murieta Airport (KRIU) in California, to quality Cirrus aircraft operation, with a modern and provide an Aussie in the cockpit perspective! well-maintained fleet to renew his acquaintance with flying in California.

April-May June - July 20182018 AOPA PILOT AUSTRALIA | | 69 69 UNDEREXPERT WATCH A DAY WITH ELLIOT FLOERSCH, ATP

BY PAUL SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

In the second week of May 2018 the AOPA ness and pleasure. He kindly agreed to swap pilot PILOT AUSTRALIA Editor spent a day fly- seats part way through the flight, at Half Moon Bay ing with Eliot Floersch, a leading northern (KHAF), to allow the editor to fly gratis and take California based Cirrus Certified Instruc- some expert instruction from Floersch. tion Pilot (CSIP). There can be a wonderful camaraderie among avia- tors that transcends location, occupation or station THE SET UP in life. It was a nice gesture from Jason that enabled Floersch, who many pilots will know from his AOPA PILOT AUSTRALIA to share the experience high-quality training videos which can be accessed with readers - and perhaps motivate others to try I here www.vimeo.com/airfloe kindly arranged for flying in the USA (see separate article in the June the author to fly a San Francisco Bay flight in his edition of AOPA PILOT AUSTRALIA about con- regular student (Jason’s) near new Cirrus SR22T verting an Aussie PPL to a FAA certificate). GTS G6. WHY FLOERSCH? The turbocharged beauty had a stunning “Carbon” We made a special trip from LA on the last day of blue and silver colour scheme, with a rich black our US trip to fly with Floersch – who had been leather interior, still exuding that new plane smell. befriended over the internet – and is part of the Floersch says keeping an aircraft in a hanger, as Ja- “small” world of pilots in the Cirrus extended fam- son does, away from the sun, greatly extends the ily. It wasn’t because we do not have great instruc- time that the interior retains that rich new leather tors in Australia, we do – the author has flown with aroma. many of them, and Cirrus test pilots, but rather Jason, the Cirrus owner, is a real estate manager because under the watchful eye of every instructor, in California, and uses his aircraft for both busi - pilots can learn new things, that makes them better

70 | 70 AOPA | AOPAPILOT PILOT AUSTRALIA AUSTRALIA April-May June 2018- July 2018 FLIGHT TRAINING | UNDER EXPERT WATCH and safer pilots. And Floersch is at “the top of the leads (bucket list quality) pilot tours around the tree” in terms of Cirrus knowledge and experience. fine weather western US states each year during au- It was an opportunity to learn from the best. tumn. Refer: https://vimeo.com/239052852 Floersch, who originally learnt to fly in the Bay Aviation degree qualified instructor Floersch’s target Area on Cessna 152s and 172s, and previously spent market or “sweet spot” is between people who have time in emergency medical response, has been in- their PPL and pilots who fly jets. He has provided structing on Cirrus aircraft since the original SR22 the necessary transition training for many people came out. He is one of the most knowledgeable and who have an end goal of flying jets and turboprops. high time CSIPs world-wide, and well known to the He says, “The SR22T is the perfect learning plat- Cirrus Design Corporation. He decided to make a form for the transition, as it allows for training in career shift from emergency response medicine to icing conditions and enables flight level operations emergency preparation and preventative medicine. in the environment that pilots will eventually find themselves in with their jets or turboprop aircraft.” Floersch and a friend have a Cirrus SF50 Vision Jet, number 68, on order - an aircraft he has already Eliot who says, “to err is human…to recover is di- flown. Floersch, typical of the hospitality of avia- vine” himself also does recurrent training with a tors, even agreed to pick up and drop the author Platinum CSIP every six months, even though it is back at San Francisco Airport in his car. He kindly not required. He feels that a proficient pilot is always volunteered his flight instruction time to share his trying to find a way to become more proficient. wisdom and tips with AOPA Australia members – Eliot says he has aligned himself with Cirrus “be- with the editor as the humble guinea pig! cause they have dedicated themselves towards As an expert independent instructor, with ~14,000 building the safest airplane that they can build,” and flight hours instructing in the Bay area, Floersch with COPA because “they are dedicated to training (Platinum CSIP, CFI, CFII, MEI, ATP) is in huge some of the most safety conscious pilots that fly.” demand. Even though he charges US$120 per hour, Floersch seemed to have a Silicon Valley, su- he is always booked out three to four months in per-computer-like brain that could observe and advance. He says his great pleasure is imparting all process millions of pieces of information about cur- the knowledge and experience that he can, to bring rent and future aspects of flights; how the pilot was safety and safe flying to as many pilots as possible. flying; what the Garmin Perspective Plus avionics Unlike some people in aviation, Floersch does not were or could be doing; and then quietly offer, at believe in keeping his specialist knowledge or “in- the perfect time, in a way that does not overload the tellectual property” to himself. As well as flight pilot, pieces of advice, in the right style for each stu- instructing he also runs many training classes and dent. He takes notes during the training to provide has begun teaching at COPA University for the more of the instruction on the ground and less dis- Cirrus Pilot Proficiency Program symposiums. He traction in flight.

June - July 2018 AOPA PILOT AUSTRALIA | 71 FLIGHT TRAINING | UNDER EXPERT WATCH

Like the best teachers, Floersch adjusts to each in- First, when conducting a normal missed approach, dividual student’s learning style, not the other way at normal climb rate, out of Napa County, yellow around. Each “revelation” by Floersch yields an and red terrain indications started to appear ahead. in-context “ah-ha” moment, that sinks in and stays “Target 10º pitch up to achieve VY and make the with the student forever. Of note here for pilots terrain less of a factor. Let’s make the yellow and red and instructors, is that Floersch does all this in a go away first,” said Floersch. natural and highly motivational and positive way, Secondly, for the landings, with much more weight exuding enthusiasm. This method is way above the than Jason was used to – overall and in the back, cold technical approach of some instructors. And and along with a 5,000-foot runway at Half Moon he makes students feel safe, very, very safe. Bay, Floersch suggested Jason left on just a smid- IFR CONDITIONS geon of power until touchdown. This would com- pensate for our heavy weight and prevent a sudden The first leg of our flight was flown IFR, in IFR con- drop when the power was cut, and the broad chord ditions. It was from busy Palo Alto Airport (KPAO), composite propeller did its drag creating, and lift and its 2,443 ft sealed runway, 46 nm north, up dumping (effect) thing. the east side of the Bay to Napa County Airport (KAPC), with the author in the back seat, as Flo- HALF MOON BAY ersch fine-tuned Jason’s IFR rating skills. Even from After a missed approach practice at (Jason’s person- sitting in the back, keenly observing and listening al) minimums at a well clouded in Napa County, to everything, the editor, who is currently doing that seemed strangely quiet that day, we saw on the the practical experience for his instrument rating, Garmin avionics that the weather at beautiful Half picked up scores of tips from Floersch. A couple ex- Moon Bay Airport (KHAF), approximately 50m (by amples of the tips: the route we took) to the south east, was fine and sunny. With ATC’s help we set course and were soon flying the RNAV (GPS) Y RNWY 12 approach over the Pacific coast, and impressive holiday homes, to land on the 5,000 x 150-foot sealed runway. It was just a short walk in the sun, thankfully as is common at general aviation airports in the US, without any unnecessary security (or need for an ASIC card), for a tasty fish and chip lunch at one of the outdoor restaurants overlooking the water, at this popular day trip, weekend, or vacation desti- nation. Half Moon Bay is an hour’s drive in the weekend, or 12 minutes in the Cirrus, from Palo Alto. It’s great to be a pilot and Floersch confirmed this is a desti- nation pilots take prospective partners or dates to impress them. We could see why. THE EDITOR’S TURN After lunch, and a wide-ranging discussion about so much aviation related, especially the merits and safety of the Cirrus CAPS whole of aircraft ballistic parachute system, Jason kindly offered the author the opportunity to fly his near new Cirrus. This was to include some moderate cross-wind circuits at KHAF, to take expert instruction from Floersch, and then a climb back over the Santa Cruz moun- tains to Palo Alto. During the flight it was easy to see just why the US$0.9m turbo version of the Cirrus is so popular - its performance with three on board, and just over tabs fuel, was outstanding. Jason said, “It’s worth the

72 | 72 AOPA | AOPAPILOT PILOT AUSTRALIA AUSTRALIA April-May June 2018- July 2018 cost to allow my family the assurance of knowing ducing power abeam the numbers. This provided a that they will have a safe back-up in the case that I 500 fpm descent at 100 kias. On base he had the ed- have a medical emergency while we travel together.” itor set full flaps and then go to four degrees down and magically find the target 90 kias. This seemed The author had got a little out of the “Cirrus groove” to maintain the perfect angle of attack and descent having test flown so many other aircraft typesFeeling for right at home flying USA with AvPlan profile – something the author had hitherto strug- AOPA PILOT magazine in the previous few weeks, gled to achieve consistently. including the quite different. turbine powered, near impossible to stall, high wing, Quest Kodiak, just Said Floersch “Using this method gives pilots the two days before. best chance of setting up for a successful, stable ap- proach and landing. If you keep your bank coordi- There perhaps should have been a little apprehen- nated and less than 30º, you’ll find that this descent sion (equals scared of mucking up) to fly with one profile keeps you on your target airspeed nicely of the world’s best and most famous instructors, with subtle adjustments to pitch, power, and bank. but Floersch has a calm and positive reassuring These practices help to reduce the chances of an ac- manner for pilots. He soon had the author back on celerated stall in the pattern.” Cirrus track, with a lot of tips and ideas. His spe- ciality of providing input at just the right time, in He then added that a lower pattern altitude might just the right way, and in just the right quantity, require 30% power. Eliot noted that, “Some instruc- demonstrated why he is so popular with pilots. His tors might say it is a bad practice for pilots to have instruction left the editor wanting (and needing) their eyes inside looking at the attitude, but I say more Floersch flight instruction, and the editor will that with a fast and disciplined scan, a pilot should for sure go back again sometime soon. already be looking inside for the target airspeed. We might as well pitch for the right descent and bank There are few more beautiful places in the world to angle while glancing inside.” fly circuits than Half Moon Bay, and we flew three, each getting better as we kept clear of a Cessna Cita- Whatever imperfections a pilot might have, in any tion also in the area, before flying back to Palo Alto. aspect of their flying, Floersch will notice and help correct them. He also gives multiple useful tips, es- Interestingly the circuits at KHAF are both inland pecially on the avionics – about which he seems to over the houses and not over the sea – except for have inventor-like knowledge. the last part of base and final. The reason is a large radar dome on a hill to the South that is said to have RECOMMENDATION “radiation exposure” potential in the seaward direc- If AOPA Australia members are looking to do tion. some flying in the USA with Floersch, the spec- Floersch’s top tip for the author (and his flying de- tacular San Francisco Bay Area, is highly recom- ficiencies) were to set 25% power and ½ flaps and mended - as are his tours. But pilots will need to then use a two-degree nose down attitude when re- book Floersch well in advance!

June - July 2018 AOPA PILOT AUSTRALIA | 73 DH82ATIGER MOTH A TIMELESS CLASSIC

BY NICHOLAS CHRISTIE AOPA AUSTRALIA MEMBER

74 | AOPA PILOT AUSTRALIA June - July 2018 WARBIRDS | DH82A TIGER MOTH

Humans have a powerful sense of adventure. HPushing boundaries and creating new expe- riences both shapes history and maps our progress in ways we perhaps never planned. But it is our sense of nostalgia that allows us to look back and connect once again with the people, places and objects from those adven- tures, that often evokes the most powerful human emotions. EMOTIVE RESPONSES When the Wright brothers risked their lives to prove powered flight in 1903, or when Amelia Ear- hart faced the perils of crossing the Atlantic in 1932, they were risking everything to prove something greater than just themselves. Their achievements are the same chemicals released when we experi- and sense of adventure have been forever written ence an exciting adventure, and like those released into history, to inspire others to reminisce, evoke when we relive the emotions that past adventures emotion and to then push current boundaries even evoke, even many years after that event. further. It’s why story-telling, documenting history For airmen and women, the adventure of flight has and re-enacting the past will continue to fascinate always been a profoundly romantic notion. Defy- and challenge humankind. ing gravity in controlled flight is still relatively new To a large extent, the scientific reason why this hap- and the fact that aviation has touched so many and pens is simple. The same addictive chemicals re- shaped the course of history in such a short period leased when we find ourselves in love, for instance, of time, is in itself fascinating.

June - July 2018 AOPA PILOT AUSTRALIA | 75 WARBIRDS | DH82A TIGER MOTH

It’s why aviators will always be aviators. And why taught flight skills quickly and in a very raw way. aircraft of years gone by – perhaps even more sig- You either learned fast, or you crashed. Or both. nificantly those that have served a unique purpose CURRENT OWNER in shaping history – will continue to tug at our heart strings for years to come. Retired Navy Lieutenant Commander and airline training captain, Michael (‘Killa’) Killingsworth is TIGER MOTH the current owner of Tiger Moth A17-63. He has The Tiger Moth was never designed to be romanti- operated his hangar at Barwon Heads airport, on cised. As a new aircraft designer, Geoffrey de Havil- Victoria’s Bellarine Peninsula since the late 1980’s. land was simply looking to improve on his previous Mike was part of a group who were instrumental in Humming Bird and DH 51, both of which were saving the airport from possible redevelopment and not all that successful commercially. De Havilland to this end, he remains a fierce advocate for avia- needed a ‘Goldilocks-sized’ aircraft that would be tion having proper space to grow, particularly with- big enough to excel as a private tourer, but small in Australian cities that are being populated while enough to be a nimble, easy-to-fly and economical general aviation resources dwindle. teaching platform. He knew that getting it wrong Mike’s close friend, retired Cathay Pacific Captain, might seal his fate as yet another defunct aircraft Mack Knell, who also instructed on the Simu- designer. lator for Qantas for 8 years before finally retiring Even compared with other aircraft of the time, (‘again’), was a shareholder in the aircraft with him equipment and design ‘shortcomings’ were com- when they both purchased A17-63 in 1991. They monplace to save on resource and maintenance don’t mind reminiscing about their airline days, costs. And the Tiger Moth has many. To that end, or the day they realised that they had met almost it’s easiest to describe both what equipment it half-a-century earlier, when as schoolboys they doesn’t have and what the aircraft tends to do if one would get up at 5am to deliver newspapers for the is not careful or experienced ‘on type”, rather than same local newsagent. all its undeniably wonderful qualities. When they bought this DH-82A, the aircraft had For a start, there’s no starter, no nose wheel (and recently been restored by retired Flight Lieutenant come to think of it, no tail wheel either), no stall Bruce Hearn, a name well-known to model hobby warning, no flaps, no roof, no brakes, no artificial enthusiasts (the family store still proudly trades on horizon (just a pitch indicator), no vertical speed Flinders Street today). It took Bruce and his family indicator and very little pilot visibility above or be- seven years to complete. With just 500 hours total low because of the two very large wings. For taxi time on airframe, A17-63 went on to win ‘Most and take-off, the visibility is nil forward and aft, and Original’ aircraft at Narromine and flew until 1996, compromised left and right. when the two Captains added their names to its ti- tle. The usual ground loop tendencies are in play and it can’t be flown in more than 10 knots of cross- Deciding to relinquish his share to Mike after 8 wind because one simply ‘runs out’ of control ef- years, Mack helped decide that the pair would keep fectiveness. They also used to spin very easily if a the Tiger Moth and he and Mike should build a pilot botched an aerobatic manoeuvre, so in 1941 Vans RV7A project together. The RV now sits on ‘anti-spin’ strakes were placed between the fuselage its new wheels, 60% complete (‘with 60% to go’, as and the leading edge on the military versions. builders often say) at the back of Mike’s hangar, be- low the hanging paintings of the Tiger Moth, and an Even in modern times, any single-person opera- array of other memorabilia, spares from the aircraft tion is fraught with the real danger that the aircraft (including a destroyed piston and a replica Tiger would taxi - or even fly - away immediately after Moth model that Mike built for his grandson). start if it was not tied down before the pilot would be able to hop in; a notion no-doubt far less fun- The bright yellow Tiger Moth takes its rightful spot ny if you are the pilot having to explain yourself to on ‘centre stage’ in the space and a friend’s com- the insurer, bank manager or your duty flight lieu- pleted RV7 takes front position, behind the main tenant. hangar doors. It’s an interesting place to be around, made more fascinating when coloured with inter- In a word, it’s designed to be a ‘basic’ aircraft. Ac- ludes of the two friends sharing personal airline and cording to Tiger Moth enthusiasts the world over, navy stories, and an explanation of the history and it served in wartime as a perfect trainer, because it features of this magnificent aircraft.

76 | AOPA PILOT AUSTRALIA June - July 2018 DH82A TIGER MOTH

HISTORY is just under $7,000. Sadly, the aircraft was disman- tled and stored in various hangars until 1984 when A17-63 was one of the 1,070 built in the Mas- Bruce Hearn purchased her to bring her back to her cot-based Australian De Havilland factory and one former self. of the 611 made to order for the RAAF between 1940 and 1945. Wheeled out as constructor num- Back in the hangar, it was becoming clearer that de- ber ‘60’ in September 1940, it was ferried to Rich- spite the laughter, stories and reminiscence, there mond with 21 others and then on to Elementary was an underlying sense of melancholy; an inevita- Flying Training School (EFTS) at Tamworth where bility that the time to move the old girl on to a new it was soon declared unserviceable with a cracked home was coming soon. She had been designed in crankcase. After it was repaired, and with the war North London, born in Sydney, worked and played at its height, it was transferred to Narromine early her part in shaping the war effort from country Aus- the next year to continue training young Australian tralia, and perhaps unfairly, she had been retired airmen. because she was one of too many like her after the war. Restored and resurrected to her former beauty Curiously, the flight records indicate that there and then lovingly maintained and flown for anoth- were two undercarriage accidents, both in February er three decades, she was now enjoying perhaps the 1942. The first, involving Flight Lieutenant FLTLT last few weeks of her Barwon Heads home before Lonergan and his student, was a starboard landing she was placed on the market for sale once more. wheel collapse on landing, and the second, involv- For ‘Killa’, while she stands poised in the hangar ing student Leading Aircraftman (LAC) D. F Moore WANT AOPA TO fourteen days later, saw damage to the compression ready for the next adventure, like any other flying FEATURE YOUR leg on the other side. machine she represents much more than just an air- craft. Instead, she’s a poignant reminder of a rich, WARBIRD OR The respective flight records from both days indi- complex and layered story that starts with wartime VINTAGE AIRCRAFT? cate the following entries: Australia and ends with the memories and emo- The AOPA Australia is “Crash landing. Starboard undercarriage leg dam- tions created in caring for her - and flying in her always on the lookout age” and “Aircraft landed with port undercarriage - over the past twenty-two years. for beautifully restored wheel hanging. Port compression leg damaged”. warbirds and vintage Like many aircraft before it and even more after it, aircraft. Have your After flying as a trainer for much of the first half of the Tiger Moth was never designed to be revered. pride a joy reviewed by the war period, A17-63 was transferred to Bank- But, just like a loved one, it has become so because our editorial team. as humans we invariably connect with the histo- stown, Nerrandera and Temora in 1943. The aircraft Call (02) 9791 9099 ry that it has helped shape, the people that it has was placed in storage in 1945 and then sold to the or Email: touched, and the precious memories that have been AAAC (Association of Australian Aero Clubs) in [email protected] September 1946, for £100, which in today’s money created in its lifetime.

June - July 2018 AOPA PILOT AUSTRALIA | 77 STEARMANUS NAVY SN-5 A

BY PAUL SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

AOPA Australia member Ben Merkenoff Wichita, Kansas for the US Navy in 1942. has the unusual distinction in the “modern For Ben, the Hunter Valley region is “God’s country era” of having learnt to fly in a vintage Tiger for flying” but the airport itself “sometimes suffers Moth. He never lost his love of open cockpits from having a north – south runway, with cross and in 2010 set up Hunter Valley Vintage winds, which are not ideal for vintage aircraft.” Val- Wings based at Cessnock Airport in NSW. ley Vintage Wings also offers museum information Ben’s company has several Tiger Moths on line for sessions to educate people about the vintage air- joy flights, plus a, T6 (Texan or Harvard) and an un- craft, and aircraft photo opportunities, which are usually powerful 470 hp Pitts 12. The Boeing Stear- popular for weddings, television shows and movies. A man (which is not available for adventure flights) is The Hunter Valley Vintage Wings Stearman served a Model A75-L300, of which, only 282 were built at at the Brunswick naval station in Maine until the mid-1950s, before being sold as military surplus for about US$20. It was then converted to a crop duster. The aircraft was imported to Australia in the 1960s. It has a R680 Lycoming, of 300 hp, mated to a Hamilton constant speed propeller. The aircraft suffered several ground loops and -oth er incidents before being “abandoned” in Western Australia, to the point “there was grass growing through the wings.” It required a full ground up res- toration which is what Ben’s dad, who was a leading civil engineer for well-known national firms start- ed, and after he passed, Ben had completed.

78 | AOPA PILOT AUSTRALIA June - July 2018 WARBIRDS | BOEING STEARMAN SN-5A

Ben says “The Stearman has a great engine, and can If AOPA Australia members are going to AirVen- cruise at 98 knots, at 65% power, up at 5,000 feet, ture Australia in September this year, they are wel- while burning just 56 litres per hour. come to call in and see Ben and his aircraft collec- tion at Cessnock. AOPA Australia will be there too. “It was a real adventure flying the aircraft 5,500 km to the east coast from WA,” says Ben. “The flight For further information about Ben’s aircraft visit: time was about 32 hours, there were 23 fuel stops, www.huntervalleyjoyflights.com.au we used 1,680 litres of fuel, 20 qts of oil, and suf- fered a flat tyre, during the three and half week trip.” He says it was quite a challenge crossing the Nullar- bor Plain, with lots of windy condition. The route taken was something of a zig zag, caused by certain otherwise ideal airports being avoided due to long wait times for fuel. Ben’s award winning “best in show” Stearman is for sale at about A$300,000, which is competitive compared with similar quality aircraft in the US which go for US$265k, before crating, shipment and reassembly, which would take the price another US$100k or more above that. “Some pilots find the Stearman imposing to look at if they are not well educated about this style of air- craft,” says Ben but he reminds everyone that it was designed and operated as a very successful basic trainer. He says it is easy to fly, with its innovative for the time, pushrod “technology.”

June - July 2018 AOPA PILOT AUSTRALIA | 79 WARBIRDSOVER WANAKA

BY PAUL SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

The Wanaka Airshow’s 30-year anniversary in landing, ripping off a wing, collapsing the undercar- 2018 coincided with the co-founder, Tom Wal- riage, and damaging the propeller, and probably the lis’ 80th birthday. Warbirds Over Wanaka has engine too. No doubt the Wanaka based pilot, who always been something special – a world class was unhurt, and used to landing on the grass, was event that attracts repeat visitors, the world’s simply not expecting the cherry picker to be there, best display pilots, immaculately restored air- as it was never before. This is not the first-time tail craft, and exhibitors from all over the globe. wheel aircraft have incurred significant damage due including many Aussies. This year was no ex- to unmarked obstructions – a few years ago a Cessna ception. 195 hit the fuel pumps when taxiing to the hangers. T Organisers would be wise to address this issue for fu- Coinciding as it did with the IAOPA World Assem- ture shows. bly in Queenstown, there were ample opportunities to catch up with some well-known aviation entities from The sun soon came out and crowds enjoyed a world around the world. Of special note was a three-person class show, with many highlights, including: team from AOPA in the USA: Tom Haines, the Senior An awesome and noisy display of speed, manoeu- Vice President, known for his role as editor of AOPA vring, and power to weight ratios, by a US Pacific Air PILOT and the AOPA LIVE broadcasts, and two col- Forces F16. With a top speed of Mach 2.0 (2,470 kph) leagues – one video and one photography specialist. and a crew of just one, this ~$20m aircraft showed The air show is held over Easterthre – practice on Fri- why it has been in continuous service since 1978 and day, and two days full on over the weekend. There are so popular with pilots; two relevant sayings by Wanaka locals. First, “It never A load lifting display by the US Pacific Air Force’s rains for the Wanaka Air Show” and second “rain at C-17 Globemaster made multiple low passes over the seven, fine by eleven.” Despite “bad” weather forecasts field and awed the crowd with its sheer size; all week, the locals proved right again with the Sunday in particular every air show organiser’s dream. Multiple low level high-speed runs by the RNZAF’s Boeing B757, operated by No. 40 squadron based at Saturday did not start too well with Yak pilot Arthur Whenuapai. It was flung around the sky is a manner Dove, in his final air show appearance before selling that would have made a Cessna 152 Aerobat pilot his million-dollar machine, sadly hitting a cherry proud; picker (strangely) positioned on the grass runway on

80 | AOPA PILOT AUSTRALIA June - July 2018 Precision flying by the RNZAF Black Falcons aero- batic display team flying their new (black of course) T06C Texans lead by squadron Leader Brett Clayton; Dogfights by WWII aircraft including a P40, Spitfire, Mustang and notably, a Buchon ME109 all the way from the UK. The aircraft was painted in its “Dunkirk” livery having sbeen in the movie. The Buchon were made in Spain after WWII with a German airframe and Rolls Royce Merlin engine; and WWII era, but still surviving in perfect condition, displays by a DC3, Catalina flying boat, and immacu- lately restored twin engine Avro Anson – a type many kiwi bomber pilots trained on in Canada, including the author’s father. Eleven thousand Ansons were pro- duced between 1935 and 1952 and served in a wide range of roles. A couple even shot down ME109s who strayed into their path. Equally impressive as the flying were the ground dis- plays and exhibits including, brand new Cirrus air- craft; AvPlan and their team from Australia; the Wom- en’s Pilots Association; learn to fly offerings from local flight schools; Bose headsets; Garmin; ICON air band radios with built in GPS and Bluetooth, and a range of clothing, merchandise and accessory suppliers. There were plenty of interesting local and flown-in aircraft to inspect too, often with the owners in atten- dance to describe their machines. There is no doubt that the Warbirds Over Wanaka Airshow will remain an international favourite for years to come. AOPA Australia members who have not yet attended should mark their calendars for Eas- ter 2020.

June - July 2018 AOPA PILOT AUSTRALIA | 81 CATALINARESTORATION

BY PAUL SOUTHWICK AOPA PILOT AUSTRALIA EDITOR

PHOTOGRAPHY BY AOPA AUSTRALIA MEMBER, PHIL BUCKLEY

After AOPA Australia’s 2018 annual general The intention is to restore CAT and revert her to meeting, members made a visit to the Cata- “Black Cat” status, albeit keeping her avian name | lina Flying Memorial project based at Bank- “Manutarta II.” June - July 2018 AOPA PILOT AUSTRALIA 83 stown Airport (YSBK). BLACK CAT SERVICE The visit included a BBQ along with an interesting Phil Dalhunty said, “The Catalina flying boat did talk by Project Coordinator John Goldsbrough and for Australia what he Spitfire did for Britain, but in Founder Phil Dalhunty OAM, about the wartime great secrecy.” service and sacrifice of Australian Catalina’s, and their crew; and a chance to look through and sit in The RAAF Catalinas were painted back and in- A VH-CAT, a 1945 version of this large flying boat volved in covert mission behind enemy lines at which is under restoration. night, particularly mine laying, reconnaissance, search and rescue, and other combat roles. VH-CAT’s HISTORY The RAA took delivery of 168 Catalinas. A large VH-CAT is a PBY6A Catalina that started life in the number (322) of air and ground crew died serving US Naval Air Arm on 25 March 1945 flying in Alas- in them, with 28 aircraft lost from enemy action. ka and the Aleutians until March 1947. The Catalina’s were fitted with the same engine as In went on to spend time in submarine warfare tri- the DC3 – the Pratt & Whitney Wasp of 850 – 1,000 als near key West in Florida; on the Chilean civil hp. They had a huge range and missions of 23 hours register flying to Easter Island, and Tahiti; and as were not uncommon. a firefighter in Canada equipped with water tanks and drop doors; and as a firefighter again in Spain There was also the famous “double sunrise” 5,652km and Portugal. flights between the Swan River, Perth, and Koggala Lake, in southern Ceylon (now Sri Lanka), the only CAT was ferried to Australia, touching down at safe air route out of Australia in WWII. Rathmines on 7 December 2008.

82 | AOPA PILOT AUSTRALIA June - July 2018 WARBIRDS | CATALINA PBY6A RESTORATION

These flights were flown by civilian pilots. The- air contact John Goldsbrough (whose father flew Cata- craft were so full of fuel that they took five miles to linas) on (03) 9872 1366, or 0428 227 420. take off from the water and spent large parts of the For information about the technical details of the flights skimming the waves, with an engine failure Catalina or the restoration project please contact in the first nine hours deadly. Total flight time was Mick O’Grady on (07) 3868 3264, or 0418 290 648. between 28 and 32 hours. WALK AROUND AND PEEK INSIDE It is not until standing under the wing of the Cata- lina that its huge size becomes apparent. At 104 feet (31.69) in span and an area of 1,400 square feet (130 m2) this is surely one key to the Catalina’s success. The tail is also massiver, apparently made larger in later versions in an unsuccessful attempt to make the flying boat easier to taxi in cross or downwind. Entering CAT through the small door at the front on the left the overall impression are of cramped narrow internal conditions. The lack of large win- dows, and indeed blisters on this version, make it quite dark and claustrophobic inside. The pilot and co-pilot position is way up high and the cabin windows quite small. The round control column is large suggesting heavy control forces. Back behind the cockpit is the navigator’s position which is very high up close to the wing and blessed with some windows. The aircraft then narrows -to wards the back. What brave men crewed these ma- chines over long lonely stretches of ocean, often in complete radio silence! FURTHER INFORMATION June - July 2018 | To donate funds to this worthy warbird projectAOPA orPILOT AUSTRALIA 83 help on the regular Saturday work sessions please

June - July 2018 AOPA PILOT AUSTRALIA | 83 CLASSIFIEDS | CALL (02) 9791 9099 - TO PLACE YOUR AD CLASSIFIEDS | CALL (02) 9791 9099 - TO PLACE YOUR AD

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84 | AOPA PILOT AUSTRALIA June - July 2018 CLASSIFIEDS | CALL (02) 9791 9099 - TO PLACE YOUR AD CLASSIFIEDS | CALL (02) 9791 9099 - TO PLACE YOUR AD

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Piper PA-24-250 Co- Piper PA-30 Twin Co- Tecnam P96 Golf 2002, manche, 1961, 1,149 ETR, manche, 1969, 4,438TT, LH Airborne XT-912 Arrow 1,300TT, Rotax 912ULS with 2,317PTR, Repainted in 591 Since Overhaul, RH 1,385 S Wing, Arrow S Wing with 1,015 Hours, New GT Prop 40 2007, Same owner since 1984 Since Overhaul, Both Props just 150 houts, New winglets hours ago, $65,000 AUD. Call $60,000 AUD. Call (07) 4092 12 Hours Since Overhaul just fitted, Full factory perfor- 0412 393 334. AD#5018 4709 AD#4974 $110,000 AUD Call (03) 9580 mance tune, Comes with list 0555. AD#4945 of extras. $32,000 Call 0418 776 116. AD#5051 WARBIRDS GA SYNDICATES RAAUS

Piper PA-28-161 Warrior III, 2003, 8,750TT, Engine 1,016 TR, Prop 280 TR. Beechcraft A36 Bonanza, Yakelov YAK-52, 1982, $135,000 AUD. Call 0418 451 Selling a 1/6th Share for 1,110TT, 320TSO, Fresh Prop 13, Jabiru J120C,2008, 675TT, 427 AD#4979 VH-FIM flying out of Canber- Jabiru 2200B Engine, Factory Overhaul, New Heavy Spar ra ACT. Call 0409 957 416. built airplane, Meticulously Wings, New Hoses and Paint. GA TWINS AD#5047 maintained by an L2. $28,000 $88,000 AUD Call 0408 682 Call 0409 957 416. AD#5057 080 AD#5038 EXPERIMENTAL

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Sonex Waiex 2006, 235TT, Aircraft has minor damage Piper PA-31-350 Chief- Vans RV7, 2004, 800TT, due to rear end collision on tain, 1981, 13,481TT, Both 1,500ETR, 1,500PTR, New ground. Zero timed AeroV engines 1,044.77 hours since Paint, New Interior, Autoilot. Engine with new Prop overhaul. P.O.A Call (03) $115,000 Call 0418 546 397. $47,500 AUD. Call 0438 508 9580 0555. AD#5063 AD#5040 579. AD#5021

June - July 2018 AOPA PILOT AUSTRALIA | 85 MEMBERS MARKETPLACE | DESTINATIONS

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86 | AOPA PILOT AUSTRALIA June - July 2018 MEMBERS MARKETPLACE | SERVICES

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June - July 2018 AOPA PILOT AUSTRALIA | 87

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