AirSport_Jan15

JANUARY 2015THE MAGAZINE OF THE SPORT AIRCRAFTASSOCIATION OF AUSTRALIAPartners in Aviation SafetyApply for your SAAA Carnet card today.

CONTENTSROCKET WOMANInstallbefore flightAirmanship is much more than simply a measure of technical knowledge.Skill, competency, and discipline are the hallmarks of Airmanship.Qualities you also need in your insurance company.Cover photo Rod AndrewarthaFEATURESPortrait of a Young Builder 14Kreisha Ballantyne chats with Michael Jones,who has just completed his RV7 buildThere’s Only One Design 20Russell Buchanan reports onRodney Bailey’s new buildPOCKET ROCKET 22Kreisha Ballantyne flies the F1 RocketREGULARSPresident’s Report 04Vice President’s Report 07Calendar of Events 08New Members 08Members Vale 10Tech Talk 12Incident Report 14Engine Management 101 16Tales from the Toolbox 26Builders’ Log 32Chapter Chatter 36Classifieds 39Chapter Contacts 40SAAA Contacts 40When I was a child my mother used to say to me, “if you don’t ask, you won’t get,” formingthe foundations of the inquisitive nature that would lead me to become a professionalnosey parker.In the last edition of Airsport, I took my mother’s advice, and asked the readership ifthey would educate me in the art of amateur construction, if they would showcase theiraircraft, and perhaps even take me for a fly. And, as my mother promised, my asking leadto my getting: in this case, a thrilling day spent with two F1 Rockets and their wonderfullyenthusiastic owners.The moment I was contacted by Rocket owner Nick Mills, I knew I was in for a day ofgreat excitement. If his attached image of Rocket VH-NBW was meant to tempt me, itworked; the image showed a shiny tail-wheel aircraft, glinting in the sun, with every surfacescreaming ‘fly me! I’m fast! I’m fun!’Immediately, I booked an aircraft and planned my flight to Temora. The lovely CarolRichards offered me a place in her B&B, and before the day was over Nick and I hadarranged an evening flight in one aircraft and an early morning flight in the other. As youcan see from the story on page 22, the F1 Rocket was everything its tantalizing photopromised it would be.I’d like to thank Nick Wills for organizing such a seamless operation. Thanks also to KennyLove for providing the photo-ship; Rod Andrewartha for bravely harnessing himself toKenny’s Lance to bring you the cover shots; Alan Clements for his precision flying inVH-XFI and Leonie Furze for the barbecue. I hope you enjoy the story as much as I enjoyedcreating it.Of course, now the bar has been raised and the challenge is: how do I find an aircraft totop the F1 Rocket? Any ideas? If you’re a builder, and you’d like to see your aircraft on thecover of Airsport, please drop me a line at airsport@saaa.comAnd, in the meantime, I’ll be adding a Rocket kit to my Santa list. After all, who am I toignore my mum’s advice?Happy New Year,Kreisha BallantyneEDITORExplore Airmanship at airmanship.qbe.comQBE Insurance (Australia) Limited ABN 78 003 191 035. AFSL 239545The Sport Aircraft Association of Australia is a group of aviation enthusiasts assisting each other to build,maintain and operate sport aircraft. We educate members to continuously improve safety outcomes.AirSport AT ISSN 0156-6016 is the journal of the Sport Aircraft Association of Australia Inc. PO Box 99 Narromine NSW 2821 Incno. A0046510Z Telephone: 02 6889 7777 / fax: 02 6889 7788 / General enquiries: email airsport@saaa.com / www.saaa.comEditor: Kreisha Ballantyne airsport@saaa.com / Art Director: Melinda Vassallo Produced by:Fineline Design www.finelinedesign.com.auJ5345 2 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 3

PRESIDENT’S REPORTNATIONAL COUNCILLORSJarrod ClowesHon National PresidentDeniliquin, NSWMob 0438 395 214president@saaa.comJarrod ClowesDear Members,I hope everyone had a very merry Christmasand happy New Year. At the time of writingthis, 2015 is now upon us and we lookforward to a prosperous new year at SAAA.I am extremely delighted to be able to say Ireceived no reports over the Christmas/newyear period of any aircraft or safety incidentsor issues.Reflecting on 2014, we have many changes atSAAA with a new team at National Councilassessing and working on the way forwardfor SAAA, including our office systems andefficiencies, cost structures and budgetsalong with our ongoing projects like ChapterEngagement, Ausfly & Part 149 – not tomention the day to day industry challenges.Many key elements of these changes wereworked on at length with the new NationalCouncil, including trying to understand andwork with our chapter presidents at a closerlevel. We feel they are the middle levelmanagement of SAAA.Our first attempt at this was Chapter 21 andsurrounding chapters in Victoria supportingand assisting National Council to run a seriesof meetings in Melbourne and allowing theNational Council to not only stay with themembers in their homes, but get to knowyou all a little better and understand yourchapters. The weekend was a success andour plan is to all meet up in the Sydney basinin March for our next round of meetings.There are many more important decisionsfor the SAAA ahead in 2015 and we plan tobe involving chapters and their presidents byhaving some input into these decisions.2014 also saw many changes and efficienciesin our office systems, as we implemented anew financial package suited to our needsand accountabilities. We plan to integratethis with our operations software andstreamline many jobs that were doublehandled or bulky to deal with. The NationalCouncil has worked at length to try andreduce costs, increase the efficiencies inrunning the association, while ensuring thatbenefits to members are maintained.One issue that is somewhat controversialis the fuel discounts. While it is a benefitto members, Tony White - our treasurer -outlined that the current mechanism wascosting the association over $17,500 a year tomaintain in card and merchant fees that werenot being passed on to the members. Whileit is a great benefit, it is also very costly tothe association and in many instances wesaw a majority of members were subsidisingother members in the running of the fuelprogram. The processing of the fuel accountswas taking in excess of five days on someoccasions from our office staff, againanother cost we considered excessive onmembers. Late last year, we outsourced thefuel processing and introduced cost recoveryfees, which will not only streamline our fuelprocedures, but return a projected $15,000to $20,000 back to the association.In 2014 we responded to the majority of themembership who told us they were unawareor partly aware of SAF and its purpose, andintroduced a mechanism where all membersof SAAA are now members of SAF. TheNational Council also resolved to wind upthe entity Ausfly Inc and make the eventAUSFLY a cost centre of SAAA, until we cantake advice on how to better structure theevent both from a litigation and financialperspective.The current National Council is alsoadopting change to our constitution toallow members to participate in voting viaelectronic formats. We found this a goodmeasure for voters, as the last AGM saw anincreased number of proxy votes, and wefelt that on top of the ability to offer yourproxy – we could offer alternate means viaelectronic formats. There are services thatoffer completely independent systems,which you can log onto, vote and then theresults sent to your appointed returningofficer.Enough on 2014, let’s look at 2015. Our goalsthis year are to continue to streamline anddeliver an IT system that is efficient andeasy for members to use, and to increase ourefficiencies in terms of costs. Geoff Danesand the technical team are still workingtoward the finalisation of the W&B issue,along with ongoing discussions with CASAon the Jabiru Powered Aircraft issue. Part149 will continue to be a part of our workthis year in terms of what it means for ourmembers and the benefits we enjoy. Wewish to continue building on our chapterengagement with our presidents and worktowards putting on a great Ausfly in 2015.For the first part of 2015, our Vice PresidentNeil Unger & Treasurer Tony White arefocusing on Ausfly to ensure we get themanpower, resources and interest in thisevent – for a return in 2015.Happy New Year members, and continueyour passion of building, maintaining, flyingand fellowship which the SAAA can offeryou. Above all stay safe.Jarrod ClowesHon National PresidentAUSFLY REPORTThis report is twofold: first is to keep the SAAAmembers informed as to what is being planned;second is to ask for assistance and feedbackfrom you, the members, to create an Ausflythat achieves the outcomes desired. For thatto happen we have to again ask just what isthe aim of the SAAA and the expectation ofits members? To shorten the SAAA missionstatement further, I suggest the SAAA exists toassist its members to build, maintain and fly theirown aircraft affordably and safely. Ausfly then isthe showcase and platform the SAAA uses to getthis message out to the public. How?The current organisers are Tony White - SAAAtreasurer and past organiser of the LangleyPark flyin at Perth - and myself - who has hadto organise four weddings on little money. Weare both eminently suited to the task. MartinOngley has passed the baton on as he hassuccumbed to pressure of work.Thankfully due the work of Martin and pastorganisers, a lot of work is already done and itjust has to be duplicated and updated. All pastorganisers have generously offered their advicewhere required.We are trying to expand the attraction of Ausflyto include all aspects of aviation to boostattendance, attracting exhibitors and thereforerevenue, as budgets will be excruciatinglytight. Narromine Shire’s support is alreadyoutstanding. Then, for the rest of families thatare “dragged” along, suggestions are displays byantique car, bike and machinery organisations.Then there is the draught horse assoc, whoattract many, and other exhibitors of any shapeor form. Guided tours of home built planes(paid). Hands-on demonstrations of riveting,glassing, wood and rag, welding and all the skillsneeded to build a plane. A hands-on computerflight simulator, show bags, a glider buildingcompetition for kids. Dan Compton of “WingsOut West” has offered an hour’s instructionto the winner. The model aircraft boys will bewell in attendance and are looking for a firm tomount a sales display for those who want tostart smaller!Please, submit any ideas however stupidthey may seem, pass them on to Amber atSAAA. From this mountain of ideas, Tonyand I will then go through to see which weare able to use, and the limiting factor will bestaffing and safety. Neil UngerZenair Australia is proud toannounce a new Zenith Aircraft:The CH 750 CruZer103kt cruise350ft required for takeoff or landingKits from $20,980 USDCH 750 STOL75kt cruise125ft required for takeoff or landingKits from $19,480 USDNeil UngerHon National Vice PresidentAusfly Co-ordinatorParkes, NSWMob 02 6865 3293neil.unger@saaa.comShirley HardingHon National SecretaryCommunications co-ordinatorMundijong, WAMob 0459 555 025sec@saaa.comTony WhiteHon National TreasurerAusfly Co-ordinatorGuildford, WAMob 0419 421 632treasurer@saaa.comBruce TownsNational CouncillorBraeside, VIC Tel 03 9580 8519bruce.towns@saaa.comPaul HolajChapter co-ordinator,TC co-ordinatorNairn, SAMob 0408 008 379paul.holaj@saaa.comKen GarlandSafety co-ordinatorCamden, NSWMob 0417 244 059ken.garland@saaa.comDarren BarnfieldNational CouncillorHastings, VICMob 0408 351 309darren.barnfield@saaa.comSTOL Or cruzer ? - The chOice iS yOurSfull details at zenairaustralia.com.au or call Allan on 0417 121 111NEWZEN 130284 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT ZEN 13028 3PC Airsport.indd 18/08/13 AIRSPORT 11:46 PM 5

VICE PRESIDENT’S REPORTDIARY OF AHOMEBUILDERNeil UngerAs I study the brochures on my impendingGlastar, a few things become apparent. Mynumber three morse taper drill may be overkillin drilling thin aluminium; my compressorthat usually creates a low pressure systemoverhead every time it’s started may be just alittle too big to run the suggested riveting gun.Surprisingly, despite having many thousands ofdollars tied up in workshop equipment, I fastlearn that none of this is useful in making aplane. What the hell is a “cleco”? Why can’t Ijust wire it together in a temporary manner asI am used to on the farm? So what if the holesno longer line up! I’ll just keep belting it with ahammer, or drill it out until it does fit! A 100tonne press can make anything fit, surely? Italways has.I must point out that the SAAA headquartersis firmly based in Melbourne, and the closestchapter is in Sydney, and no country boy inhis right mind would go over the mountainsinto that toxic place. Therefore I am on myown as to sourcing advice. My internet speedback then was such that photos took about 15minutes to appear on the screen, if they did atall. So I had to resort to the old trusty clockface phone and my rusted phone line to ringanyone I could find for advice. I eventuallylearned that I had the choice of two Americansuppliers to supply a set of tools required tobuild my pride and joy. Wrestling with mysuper speedy internet I finally ordered about$1200 worth of tools and await their arrival.Meanwhile I am given the option of gettingthe tail section first to see if I really have theskills or patience to do the rest. Now thatreally seemed like a good idea, so I beginto part with my limited resources, neverdreaming that the bloody government wouldtake such a cut out of every action I took.Import duties, exchange rates, custom charges,which had to be paid within two seconds ofarrival, but took another three weeks to getfrom customs to me. Fumigation charges.This little innocent country boy learnt veryquickly what actually goes on “over themountains” in all that smoke!Having read many accounts of people buildingplanes in Airsport - from garages to loungerooms - I assumed that I would be allowed usethe half of my double garage that was unusedby me having to park that “horrible filthy farmute” outside in the frost. Perfect. Now all Ihad to do was mount a workbench on the wallto assist with the construction. A few hourswork down in my existing workshop and I hadjust the thing to attach to the garage wall witha few plugs. Flushed with pride as to how itfitted perfectly, I grabbed my industrial Hiltihammer drill and started to drill the holes inthe brick for the wall plugs. Within seconds Isuddenly had a nice round “window”, a littlejagged perhaps, in the once solid brick wall!Now from the inside it didn’t look too bad, bigenough to let the cat out, but when I went toinspect the outside… How long does it takefor divorce papers to go though? Would Ihave enough time to get all my plane bits outas well? How long until “she who must beobeyed” came home from town to discoverhalf the garage wall missing? Well not exactly“missing”, it was all still there, just “differentlooking”, in a pile of rubble. She could nowcheck on her car in the garage without havingto open the garage door at all. Perhaps shemay even appreciate this?Slowly the enormity of the disaster soakedin. This was no ordinary brick. We had pickedout this “you beaut” special brick for thehouse many years ago, which was no longermanufactured. Now impossible to match,and no spares left. Should I settle in Siberiaor Alaska: which was further away? It didn’ttake long for sheer terror to replace theshock as the realisation sunk in that my veryuntidy death was imminent unless I could dosomething, fast!It has been said that to build a plane is theequivalent of doing a uni course - both intime and the knowledge one learns. Little didI realise that in my case, with tunnel visionfocused on the gaping hole in the garage walland enough adrenalin pumping through meto run the entire Olympic team for a month,I had to immediately learn the finer points ofbrick laying as well, or die! Necessity certainlyis the mother of invention, and an hour later Ihad managed to close the new doorway intothe garage bondcreting the bricks, or partsthereof, back from what was initially a 1000piece jigsaw puzzle. As the years have passedI do breathe a little easier as the debaclehas yet to be discovered, and if any of youbastards even breathe about this to mywife, rest assured I will ensure that you diean even more unpleasant death than I, if thatis possible.Neil UngerHon National Vice President6 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 7

CALENDAR OF EVENTSBRM Aero Bristell.2015NSWSOUTH AUSTRALIAQUEENSLANDSAT 13 JUNE 2015GUNNEDAR AIR SPECTACULARAviation fly-In and family day with impressiveaerobatic flying displays from Paul Bennet andthe Sky Aces Formation Team. Also a greatline up of Warbird displays plus much more.Contact no: 0425 292 391VICTORIAFRI-SUN 27-29 FEBRUARY 2015AVALON INTERNATIONALAIR SHOWAvalon airport. Showcasing the aircraft ofWW1. Plus warbirds, jets and aerobatic acts.For more information www.airshow.com.auSATURDAY 18 APRIL 2015LOXTON AERO CLUBBI-ANNIAL FLY-INVisit our friendly country flying club and every3rd Sunday per month, enjoy a BBQ lunch withour Loxton Aero Club memberswww.loxtonaero.comWESTERN AUSTRALIASATURDAY 11 APRIL 2015VALLEY VIEW SUMMER CONCERTAIR DISPLAYClebrating the 100th anniversary of Gallipoli.Featuring the the Moresby Rangers, ShaneDickson. Tickets $50. Valley View Farm, NorthGully www.valleyviewvintage.com.auContact: 0417 945 668SATURDAY 15 MARCH 2015CLIFTON AIRFIELDDarling Downs Sport Aircraft Assn. Inc. AnnualClifton Fly-In at Clifton Airfield (Bange’s) 8am– 2pm. join us for our annual fly-in! Clifton is 50km south of Toowoomba, with the airfield located6 km west of the town and adjacent to the Clifton-Leyburn Road. The Club has established on-fieldfacilities and an aircraft workshop. This fly in hasbecome an iconic event in the region.Contact: Trevor Bange 0429 378 370A/h: (07) 4695 8541Email: trevorbange@bigpond.comIntegrity of design, quality of buildand proven in perfomance.WELCOME TO OUR NEW MEMBERSA warmwelcome to ourfollowing newmembers >NEW SOUTH WALES01 Ian Baker – Crows Nest38 Graham Haley – Forbes01 Peter Grogan – Cabarita03 Simon Colyer – MoorebankSOUTH AUSTRALIAZenon Bussenschutt – Ridgehaven39 Stephen Fielder – Sellicks BeachVICTORIA20 Les Brook – Lara21 David Zvirbulis – Box Hill20 Oleg Deshin – Keilor DownsNORTHERN TERRITORYAlan Mitchell – Knucky LagoonQUEENSLANDRoger Hill – TownsvilleCameron Rolph-Smith – ArcherfieldRobert Crass – New Farm35 Richard Arnold – Hermit ParkCustomised to suit your needs with your choice of Rotax or Jabiru power.Well designed, quality construction and outstanding performancefrom the masters of Czech aviation, BRM Aero.NSW demonstrations are now available through Central West Flying.Please call us for more informationandersonaviation.com.au | Brett . 0428 355 2668 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT IGUANA.4541.AS9/13 9

NEWSFLIGHT OF THE KIWI– Vale Graham HewittAlthough he has lived in Western Australia for half a century, GrahamHewitt was proudly a New Zealander who had been flying for nofewer than 64 years. During this time, he amassed an impressivelogbook tally of over 23,000 flying hours on more than a hundreddifferent types, from tiny single-seaters to jet airliners.As we can tell from his Air Camper cockpit’s configuration, Grahamlearned to fly on Tiger. His first real flight was aged ten, as passengerin a Waco biplane with the local instructor who then went off to war,flying Kittyhawk fighters. On his return in 1947 he taught Graham, whosoloed his Tiger Moth in just five hours!Graham’s commercial career started with Ansett Airways on DC-3sin Melbourne. After Ansett, Graham went to Europe to fly Swissair’sDC-3s, Convair 440 Metropolitans and DC-6s. The Swiss nationalcharacter did not accord well with Graham’s fierce Kiwi individualism,so he left to fly four-engined de Havilland Herons for Ferranti until heheard from a West Australian friend that MacRobertson Miller Airlineswas hiring direct-entry captains on their Dakotas. Graham appliedand got the job, staying though MMA’s absorption into Ansett untilretirement, later flying their Fokker F.27 Friendships (‘two great enginesspoiled by a poor airframe’) and F.28 Fellowships.Having long been an enthusiastic GA pilot, and particularly keenon aerobatics, Graham inverted everything he can get his hands on.Prior to his Pietenpol, Graham built a Van’s RV-6, in which he fulfilleda long-held ambition of flying back from his Perth home, all acrossAustralia and the Tasman to his origins in New Zealand – a mammothundertaking of 25 flying hours and 3,500 miles over three days.Graham conducted the maiden test flight of many a homebuilt, andthis dedicated octogenarian flew his regular ten-minute session oflow-level aerobatics every Sunday lunchtime.Aged 77 when he started his Pietenpol project, he took six years tocomplete it – a feat he cheerfully acknowledged would have beenimpossible without the help of his many homebuilding and aeromodellingfriends, of whom he said, ‘They got me out of my shed andinto the air’. He first flew it just before his 84th birthday. We have losta staunch member and good friend.Graham’s SAAA membership number is 00048. We have lost a staunchmember and good friend. Bob Grimstead?For whencircumstances prevent a safeconventional landingSales Service & Supportcontact BRSAustralia.cominfo@BRSAustralia.com (02) 8355 700910 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 11

TECH TALK SAAA CHALLENGE 2015From your National TechnicalManager - Geoff Danes1 SAAA Challenge 2015, CASR 149By the time you are reading this edition ofAirsport the Christmas and New Year festivitieswill have passed, your summer vacations will beover and it will be back to the grindstone for2015 for most of us. I trust that you each enjoyeda well-earned break and safe flying during thisperiod.At the AGM in Narromine in September, I wasappointed as the Chairman of a committeeto be formed to implement a CASR 149ASAO (Approved Self-administering AviationOrganisation) within our organisation. Thisprocess was conditional upon the acceptanceof a budget to be prepared by the Treasurer andpresented for approval at the SGM recently heldin Melbourne. This budget was approved by themembership. The process of carrying out this tasknow becomes for me and our organisation “SAAACHALLENGE 2015, CASR 149”.During the months since assuming the role asyour National Technical Manager I have, alongwith the president, treasurer and the membersof your national council, been on an informationgathering exercise in relation to the state ofthe health of our organisation. We have beenlooking at what we are doing right, so that theseprocesses can be carried forward into our CASR149 ASAO. There has been a tremendous amountof solid and logical effort put in by many SAAAmembers prior to the election of the currentNC, which has produced manuals and processeswhich are today the foundation of the SAAA.Unfortunately though, we have also learnedthe stark reality that there is much which isdeficient. These deficiencies will demand asignificant amount of effort to correct and bebrought up to the standards required to operateour organisation upon sound business principlesand be able to deliver the level of compliancethat will expected of us under CASR 149. Thesedeficiencies come in the form of processes whichSAAACHALLENGE 2015,CASR 149need improvement to achieve the desired result,processes which need correction because theyare not being done correctly now, and processeswhich are currently absent which will need to beimplemented afresh.2 Background - CASA Regulations ConceptsOld CAR 1988 Regulations:Under the previous CAR 1988 regulations, aviationactivities were conducted to a very prescriptiveset of rules. E.g. CASA says you must do this, doit in this manner, and only CASA will approve theprocedures you use to perform the activity orany changes to the way you do it. Even with allthis control and oversight, CASA continued tosurvey the conduct of such activities.New CASR Regulations:The new CASR regulations take a differentand more modern approach to achieving theoutcomes. In concept the CASRs only define thebasic rule set. The final objectives are achievedby allowing the organisation flexibility to selectmethods of its own choosing to obtain therequired outcomes. Typically the “rule book”used by an organisation (referred to as its“Exposition”) will set out the details of how itwill achieve its objectives. CASR 149 and eachof its sub-regulations are based on world-wideaccepted business principles for the managementof organisations. By adopting these principles thebest outcomes can be achieved in the most costeffective manner.CASR 149 - which introduces the conceptof Approved Self-administering AviationOrganisation (ASAO) - does not have apredecessor CAR 1988 regulation. This is a newconcept to the Australian aviation regulationset. Some organisations (e.g. GFA and RAA) haveoperated in a somewhat similar manner to this inthe past under unique CAOs or exemptions. Thisnew CASR will place all our existing RecreationalAviation Organisations on a level playing field inrelation to how they interact with CASA whenthey become ASAOs and will simultaneouslyintroduce the new activity management style ofthe CASRs.By nature the new regulations are very legalisticin their presentation and frequently state thatnon-compliance is an offence of strict liability.This in simple terms means that it is a criminaloffence not to comply regardless of thecircumstances. I raised this point to emphasisethe importance that the SAAA must place uponensuring that as we become a CASR 149 approvedorganisation, we have the appropriate corporateand operational structure, appointed personnel,and procedures in place to achieve complianceto our CASR 149 Exposition and Procedures.3 SAAA Business Operations under anASAOa) The document at the top of the hierarchaltree in any not-for-profit organisation is theorganisation’s Constitution (or more recentlegal terminology, Rules). This for the SAAAis the pre-existing document required bycorporate law which has been in place (asamended) since the birth of our organisation.b) The ASAO’s Exposition comes next in line. Itwill become the document to which CASAwill expect compliance when conducting allour approved aviation activities and will inturn make reference to the other manuals,procedures, or forms which the SAAA’s NCdecides to adopt.c) CASR 149 mandates that the SAAA mustoperate a Safety Management Systems (SMS)which is appropriate to the organisation’snature and level of activities. One of themanuals referenced in the Exposition, oralternatively at our option one of thesections of the Exposition, will need to setout how our SMS is managed. To me, theSMS is the “autopilot” of our organisation.Just like an autopilot, an SMS is a closed loopsystem. The autopilot has sensors (ADAHRS)to detect flight attitude, a computercalculate the required output to achieve theappropriate correction, and servos to drivethe input to the flight controls to achieve thedemanded result, which is in turn detectedby the sensors to continuously keep theaircraft on its selected flight path. An SMSworks the same way by getting informationon events (the sensors or ADAHRS), a processto analyse, risk rate the event, and proposea corrective action (the computer), thecorrective action itself becomes the servoto drive the change, and continual reportingof reoccurrences (or lack thereof) closes theloop. I will make no bones about the fact thatachieving a functional SMS within the SAAAwill demand a significant cultural change byour members. Reporting of aircraft defectsis both necessary for the functionality ofthe SMS and required by CASA regulation. Iwill use for example the recent Jabiru enginereliability issue raised by CASA. Your NCand I were left in a position where we wereunable to defend any position with respectto the proposed instrument simply becauseour SMS did not have reliable informationto support any finding of relevance. SMSincident reporting has to become a way oflife for our organisation, with a completeunderstanding by our members that we (andCASA) operate with a no-blame culture.This is to say, for a reported mistake or errorthere will be no action against the partiesinvolved, unless of course those partiesactually knowingly intended to commit aninfringement of the regulations. The endresult is both safer flying and reduced costs.d) The Information Technology systems ofthe SAAA become an integral part of itsCASR 149 ASAO compliance processes.Again, unfortunately, part of the conclusionresulting from our information gatheringexercise is that our organisation was fallingwell short of the mark. The informationwas either not being collected, not beingrecorded, or if collected was being recordedin a manner which made its retrievalimpractical. Standardisation of methodsand processes was badly lacking. This isnow well on the way to be corrected bythe introduction of a common databasesystem in a partnership system with ASRA(Australian Sport Rotorcraft Association) whoalready have the core system in operationwithin their organisation. Other SAAAfunctionality (including the Risk Radar) will beimplemented in parallel with its introductioninto the SAAA.e) The findings in respect to thestandardisation and management ofdocument control within the organisationcan only be reported to have been foundin a similarly poor state of operability.Whilst certain elements of this matter werebeing very capably managed by individualmembers, a functional system across theorganisation did not exist. As a consequenceof this, appropriate and convenient accessto information by NC and membersalike was near on impossible. Again thisdeficiency must be corrected by introducingprocedures in parallel with the CASR 149Exposition to manage the IT systems.Explorer 500Tf) An important difference being introducedby CASR149 is the concept that SAAA willnow have to select, qualify, and appointsuitable people to perform all the approvedactivities within the CASR 149 ASAO. Theprocesses for assessing their knowledgeand experience, providing suitable training,checking their competency, issuing theirappointment authorisations and monitoringtheir performance will have to be welldocumented for accountability to CASA .Our APs, TCs, and potentially flight trainingappointees, etc. all fall into this realm.4 The relationship between the SAAA, theChapters and the membersCASR 149 requires that there is a formalrelationship in place between the parentorganisation (SAAA) and its members, and theSAAA and its affiliates (the Chapters). I fullysupport your National President in the beliefthat we need to nurture the concept thatthe members and our Chapters are central tothe organisation. They are veins and arteriesthrough which the life blood of our organisation(information flow and communications) needsto pass. Unfortunately again there are somecholesterol blockages in the passages. Thesewill need to be corrected and the processesformalised under CASR 149.I look forward to working along with your NCduring 2015 to build structure and efficiency intothe organisation and to turn our organisation intoone which all Australian ABE aircraft owners areto desirous of belonging.MW FLY12 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 13

INTERVIEWPORTRAIT OF A YOUNG BUILDERcompleted wings and fuselage on a huge trailerand towed it the 1000kms to the new locationwhere I finished the final stages.Did you build alone, or with support?I was fortunate enough to have help from mygood friend and Pitts pilot Adrian Vandersluysfrom Echuca. I can’t thank him enough forspending hours in the carport at home holding fordollies while riveting the fuselage and wings andmany other tasks that I couldn’t complete alone.Do you have an aviation mentor?Over the past two years, I have been involvedwith the Paul Bennet Airshow Team,keeping the collection of warbirds and PittsSpecial aircraft maintained and show-ready. Ihave learnt a great deal from the workings of oldmilitary aircraft, experiencing the skills requiredto be an airshow pilot.PORTRAIT OFA YOUNG BUILDERI have Paul Bennet to thank for this opportunityand see him as my aviation mentor.Would you build again? If so, what type?I’d love to build again sometime in the future.My next project might be more of a restoration.Maybe a Pitts Special - I think working withfabric will be just as challenging as metal workingand riveting.Kreisha Ballantyne chats with 27 year-oldMichael Jones, who has beendeclared the youngest Australian toto hold a CofA.Tell me a little about your aviationbackground.I began flying in 2008, flying RA Aus at my localflying club in Echuca, Victoria. In 2010 I purchasedmy first experimental aircraft, a Jabiru SK and in2012, I converted to GA, completing my PPL.Why an RV-7?I love going fast and that’s something theRV-7 does well. I also wanted an aircraft thatwould allow me to expand my flying skills formany years to come in both cross country andaerobatics.Buckley International B&BWhat inspired you to build your ownaircraft?A combination of things inspired me to build: Ilike a good challenge and love to be kept busy:of all my friendship groups and locals at theaero club, none have ever built and so I wantedto be the first.The Vans aircraft kits are a great project withplenty of support. You only have to spend a fewminutes researching on the Vans forum and anyquestion you have will be answered.How long did the build take?It was a great conversation starter; so workingon such a project that involved my passion foraircraft was a great excitement and challenge.You really appreciate something when youunderstand how it works and how it’s puttogether.I started the project at age 23 and completed thisyear, age 27. It was about 4 years and over 2000man hours to get to this point.Victoria’s premier Fly-in Accomodationand complimentry loan carDid you encounter any challenges?Besides the challenge of being able to fund theproject, one challenge was when I moved fromEchuca to Maitlaind NSW mid-build. I loaded thewww.buckleyinternationalbnb.com.au14 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 15

ENGINE MANAGEMENT 101MAGNETO MAGICMAGNETO MAGICAND THE MYSTERIOUSMAG CHECKBy David BrownWith the recent article written by Geoff Danes regarding the double ignition failure in Perth,it might be timely to discuss the topic of magnetos.Despite popular myths, electronic ignitions(EI) do not miraculously provide significantgains in fuel efficiency or similar miracles overa standard magneto. This will come as a shockto some, however the truth is they do providea little improvement in smoother operation atidle, and when lean of peak (LOP), and typicallywhen very LOP conditions exist. The catch isthe efficiency is lost when going so far LOPthat the difference is noticeable. Referring tothe brown traces on the graph, the big benefitof LOP smoothness comes over on the righthand side where 1/BSFC is actually fallingaway. There are other ways to achieve the sameefficiency though: set the engine at the peak ofthe BSFC curve, then slow down to the sametrue airspeed.If you choose to fit a single EI to your engine,you will enjoy some minor gains, howeverfitting a second one does not double thegain at all. One of the down sides from manyEIs is too much advance, and this only drivescylinder pressures and CHTs up and doesnothing helpful at all. So be careful whenselecting your ignition system!So no matter which form of ignition systemyou have there is an industry standard ofdoing a mag check prior to the first flight ofthe day; some believe before each flight. Sowhy do we do this and what are we actuallytrying to achieve?The real purpose is to test and be confidentthat the items are working and dependable.When it comes to your ignition system test(not just a magneto) testing includes the plugleads and spark plugs, as well as the magnetoor EI as a complete system. With this in mind,let’s look at what delivers what results.The best way to test the ignition system isthe way that really puts the system to workwhere the very slightest of defect will benoticeable; that is at high power in flightand lean of peak. The reason is this is thehardest combustion event to get going whensuffering from weak or defective ignitioncomponents. Spark plug testers test at maybe100PSI, and the in cylinder pressure at timeof spark is considerably more, together witha lean mixture, this will make a nice effectivecombustion event a lot harder to come by ifthings are not perfect.The next best way is a high power inflight richof peak test. Just like the lean of peak test, thisone is under higher pressures, however the richof peak mixture is easier to get away, and lesslikely to stumble as much as the lean of peaktest.Now we move to the tests that can beperformed on the ground. Knowing whatyou know now after reading the last twoparagraphs, it would be fair to assume thatthe next best one is a typical 1700RPM testconducted lean of peak or aggressively leanedto the point where it will still just remainsmooth. Not as good as the inflight tests but onthe ground, after shop maintenance, or even achange of plugs, this is as good as it will get. Yes,even new plugs can be faulty out of the box.Last of all in the test performance race is afull rich 1700RPM test. Not only is it the leastdiagnostic, it is still contributing to the causeof many spark plug problems by being so richat low powers - this is the one to this day stilltaught by flying instructors all around the world.So what are we looking for when doing anignition system test? For a start you will belooking for any stolen magnetos, and that isabout the best result you can get from the oldschool mag test, because it is not much goodat anything else except a severely fouled plug.But today we use the modern engine monitorsystem or EMS. What we want to see is a steadystate of EGTs as you add power to achievesomething around 1700RPM. We don’t wantmore because that is noise and stone damageterritory, and we only want to have just enoughfuel in the mixture for stable combustion. Wethen isolate one magneto and expect all theEGTs to rise, and while not identical in theirrise they should be all rising progressively. Thenswitch back to both, let them settle and test theother magneto. Again all should rise. Any thatdrop or falter will be the weak plugs, leads oreven a contact in the magneto.The old method of looking for an RPM dropwas literally as good as you could do withoutanything to help you like the EMS does. Theproblem here is you can have one failing plugon each magneto, and especially on a sixcylinder engine, get a similar mag drop andsimilar increase in roughness that seems normalover time and it is consistent.With all this in mind, how do we applyit to save us from the frustration and thetemptation to take off with a potentialproblem that is being masked by the old styletests or one that seems ‘not too bad’ on theground, but will bite us later in the familyholiday or business trip? The answer is quitesimple: do your ignition system tests duringevery flight. It was common procedure byairlines in the piston days to do these at topof descent, rather than discover the problemas they taxi out for the first flight of the day,they wanted to know about it so the engineerscould fix it in the turnaround or overnight.Think about how this would affect your flying.The urge to go and carry a defect, and the sickfeeling that provides, or to turn around to thehangar and wait for the day or two it takes toget resolved.What do you do in your next before flightcheck then? You already know you have a goodignition system because you tested it the flightbefore. Save the hard on engine and prop tests,and just do a taxi speed check, aggressivelyleaned of course, you will still see EGTs rise, andyou will be sure that both your mags have notmiraculously failed or been stolen. I call this amini mag check. And it tells you all you couldever gain from an old style test on the ground.Hold the phone folks!! What about anexception, ‘there is always one’, I can hear yousay! Well there is, and if ANYONE includingmyself has been under the cowl and touchedanything, do a serious ground check, do it thethird most effective way though, as this is asgood as you can get on the ground.What do you do when you find a completelydead magneto? This does not happen often,but it does happen. We suggest that you neverleave your hand on the key when switching toone of the mags. Quickly remove your hand soyou are not tempted to switch back to bothshould one mag be completely failed. This isespecially critical on a turbocharged engine,and even more so if rich of peak. If you switchback to both with an exhaust system full ofnicely rich fuel and air, what do you thinkhappens? Yes, you make the exhaust systemsalesman very happy!By taking your hand away, you give yourselftime to think about it, and simply pull themixture to idle cut-off, then a second or solater you can switch the good mag back on,and slowly ease the mixture back in until youget a relight. This will do everything it shouldand nothing it shouldn’t.This is another reason to know your EMS andwhat looks normal. If you had a grounded outmag, and this is a real thing, the EGTs will allbe higher than normal while taxiing. Do notdo what one guy in a turbo charged Aerostardid even after being told: this poor guy revvedher up and turned the key, the engine startedto die so he flicked her back to both, shortlyfollowed by a huge bang and exhaust parts allover the ramp.Know your engine and your engine monitor,and more seriously, what the EMS is tryingdesperately to tell you. You don’t want to be adog watching TV now, do you?Until the next edition, safe flying, happybuilding and live life!ADVANCED PILOTSEMINARSAUSTRALIAPlease note: while thesearticles are written based ondata backed scientific factsdating back to the 1950s, youshould always consider anylimitations placed on yourengine by the manufacturer.Please note LIMITATIONS.Most manuals do not goto the trouble to produceeducational material andhence lack detail. Pleaseconsider taking furthereducation if you are unsure ofanything written above.The best source for educationis www.advancedpilot.comDO YOU KNOW YOUR ENGINE?16 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 17

SPOTLIGHT BUILDER RODNEY BAILEYAs a PPL with relatively modest experience, Rod prepared for his firstflight by completing about 10 hours of tail wheel work in an RV-7 beforedoing another two hours dual in a Pitts Special.Suitably prepared, Rod made his own uneventful first flight.His aircraft is equipped with the standard One Design landing gear andhe reports that ground manners are superior to the Pitts and make noinordinate demands on the pilot, i.e. put it on the runway straight, and itwill track straight. At the time of writing Rod had about 30 hours in theaircraft and is yet to take a “trip around the windsock”.Cruise speed is around 150kts, (some speed is sacrificed in the quest forsuperior aerobatic performance) and approach speed is a fairly exciting90-100 kts.THERE’S ONLY ONE DESIGNFOR BUILDER RODNEY BAILEYIt should be acknowledged that building aircraft from plans is nosmall undertaking, Rod is a talented guy with a track record for projectcompletion and a skillset matched to the task. The end result howeverhas been an aircraft with performance that is simply out of reach toall but the largest of budgets. We hope this example can serve as aninspiration to others who are working on, or contemplating, a projectof their own.By Russell BuchananChapter 16 - SerpentineThe town of Kalgoorlie-Boulder has long beenknown for its gold mines and other, colourfulattractions. Perhaps less well known is itslong and equally colourful association withaviation.The story begins with the Kalgoorlie Biplane, amachine built by students at the local Schoolof Mines and taking flight in 1915, making itlikely the first aircraft to be built in WesternAustralia.That tradition continues today as thelatest aircraft to emerge from the Goldfieldshas taken flight.Rodney Bailey, a fitter and machinist fromBoulder, has spent the last 10 years scratchbuilding this DR-107 One Design in a back shed.The One Design was created to provide anaffordable entry into unlimited aerobatics. Rodhas succeeded handsomely in this endeavour.He estimates the total build cost at belowseventy thousand dollars, a refreshing changein this era of “mission creep”.The One Design is a traditional structure witha fabric covered 4130 steel tube fuselage (TIGwelded together by Rod’s equally talentedbrother Jarrod). The wooden wing has a mainspar built up by laminating planks of Sitkaspruce. Plywood ribs are cut to shape andthe wing structure is sheeted with Mahoganyply. The finished wing is very stiff with zerodihedral or washout, perfect for its intendedmission.Tail feathers are fabric covered steel andbraced with flying wires.The engine is a parallel valve 180hp LycomingO-360 from an early model Mooney. It wasoverhauled by Rod and is a standard installapart from adding an air oil separator andutilising an Ellison throttle body carb. Thethrottle body has been very trouble free up tothis point, the engine is easy starting and runsvery smoothly at all power settings.A fixed pitch Sensenich propeller completesthe powerplant installation.The interior is fitted with an obligatoryHooker harness and modest instrumentationas befitting the mission profile. First flight wascompleted by Richard Wiltshire, another OneDesign owner, and reported as trouble free.The Lily Airfield20 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 21

FEATUREPOCKET ROCKET“IF OFFERED A SEAT ON A ROCKET SHIP, DON’T ASKWHICH SEAT. JUST GET ON.”Christa McAuliffe, astronaut and first high school teacher in spacePOCKET ROCKETPhotos by Rod AndrewarthaIt may not be a rocket ship, but when Kreisha Ballantyne was offered a seat in theF1 Rocket, she didn’t have to be asked twice.I had mixed reactions when I told people Iwas going to fly in a rocket over the weekend.My arty, non aviation friends assumed it wasanother crazy stunt - up there with wingwalking, formation flying and flying solo acrossthe country in heels and lipstick – and soon lostinterest. My pilot pals, however, responded withthe all-important question: F1 or Harmon?The answer is: F1. In fact, the full answer is:two F1s.Although the two have known to be confused,the Harmon is a high performance derivative ofthe RV-4, while the F1 is the product of TeamRocket of Texas, USA. The F1 Rocket is a standalone,quickbuild kit and does not require thebuilder to purchase anything from other aircraftmanufacturers to complete the airframe.Designed in the USA with kits built in the CzechRepublic, the F1 Rocket is a tandem two-seatlow wing, constructed largely of aluminium.A fixed gear tail-dragger, the F1 features anenormous rear-sliding canopy, and deep bucketseating and is fully aerobatic to +6 -3g. TheRocket is designed with a Lycoming IO-540power plant rated from 235hp all the way up to350hp driving two or three blade propellers.Nick Wills and Rohan Hall owned and built thesilver Rocket NBW. Nick now owns two TeamRocket F1s. The aircraft are hangared at Temora,NSW, and Nick invited me along to admire, flyand experience their sheer magnificence. I flewto Temora on a glorious afternoon, in time foran evening flight in VH-NBW.VH-XFI and VH-NBW are subtly different: XFIis the most glamorous , with its three-bladevariable pitch prop, traditional clocks and sleekblack exterior. Nick’s favourite - NBW - boastsa mix of digital and analogue instruments, atwo-blade prop and uber-modern silver skin.Nick and former syndicate partner, Rohan,had previously owned an RV4. After muchdiscussion, they decided they wantedsomething a little faster and more comfortablefor the back-seater. Rohan’s son Matt hadflown an F1 Rocket in the USA and at that timedescribed the experience as ‘the most fun he’dever had in a single engine piston, with theexception of a P51 Mustang.’Nick & Rohan were involved in every aspect ofbuild from start to finish. After six long years ofhard labour (with expert assistance and advicefrom builders at Temora), the maiden flight wasnothing short of extraordinary.“Rohan won the toss and I flew chase plane inthe RV4.” Nick tells me. “It was a remarkableachievement that neither of us are likely toexperience again. A mixture of excitement,awe, nervousness, intense concentration, anda degree of trepidation all rolled into one. TheAlan, Nick and Kennyflight was a magnificent success.”As there are a mere nine F1 Rockets flying inAustralia today, the privilege of being invited tofly in two was not lost on me. After a detailedbriefing, Nick introduced me to our photo-shippilot, Kenny Love and his immaculate 1976 PiperLance. Our photographer, Qantas 747 pilot RodAndrewartha, came armed with a giant lens anda harness, ready to strap into the Lance for thefirst of our two formation shoots.Entry to the F1 Rocket is via the left wing, andfrom my experience of aerobatic aircraft (PittsSpecial S2B; Extra 330LX and Yak 52) easierthan most due to the extremely ergonomicallypleasing bucket seats, and sensible placement ofhandles. Once seated in the most comfortable22 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 23

FEATUREPOCKET ROCKETSPECIFICATIONS (F1 ROCKET)General characteristics• Crew: 2• Length: 21ft (6.40m)• Wingspan: 21ft 6in (6.56m)• Wing area: 106sq ft (9.85m2)• Empty weight: 1,199lb (544kg)• Max takeoff weight: 2,000lb (907kg)• Powerplant: 1 × Lycoming IO-540 Flatsixpiston engine, 260hp (190kW)Performance• Maximum speed: 253mph; 220kts(407km/h)• Cruising speed: 230mph; 200kts (370km/h) 75% Power• Stall speed: 54mph; 47kts (87km/h)• Range: 1,150mi; 999 nm (1,850km) 55%Power• Rate of climb: 3,500ft/min (18m/s)Data from Jane’s All the World’s Aircraft2003-04of reclining positions, I was strapped in, byNick, with a five point harness. While notover-endowed in the height department, Ifound the leg room to be ample. NBW’s cockpitis customized with a mixture of traditionalanalogue instruments and glass Advanced FlightSystems panel, which are easily visible fromthe rear seat. As the IO-540 roared into action,we began the taxi to 36. Typically for a taildragger,the F1 Rocket has a high nose attitudeon the ground, but is very maneuverable andnimble to taxi.After allowing the Lance to take off and climb,we ran up and were ready on the runway, withNick eager to demonstrate one of the F1’s finestfeatures: its climb performance. With a max takeoff weight 907kg – BEW is 544kg – and 260hpon the nose it’s no word of a lie that I held ontomy hat as we climbed out at 3500fpm! Witha cruise speed of 200kts, we caught up withthe Lance in no time, and with the townshipof Temora as a backdrop, we flew a series ofrolls and turns for the photographer, while Imarveled at the machine’s grace.Unexpectedly, the F1 is very polite in level flight– not nearly as twitchy as its looks imply, withits behaviour in steep turns and loops far lessaggressive than I was anticipating. After an hour(endurance is three hours plus reserve) as thesun was starting to set, we headed back to theairport, where the pressure was on Nick to showme the perfect ‘greaser’ landing. With 350+hours in F1 Rockets, Nick didn’t even break asweat as he executed a perfect ‘wheeler’ on 36,with a slight crosswind at that.The next morning, we were joined by formerF18 pilot Alan Clements for a formationshoot involving both aircraft and the Lance.This time in the rear of XFI, I was briefed andshot once more into the sky for an hour ofclose formation, in the hands of the mostexperienced Rocket pilots in the country.After a little hands-on time, Alan took backthe controls and demonstrated a series ofloops (one after the other!) in an attempt toprovide the perfect cover shot. “Again!” camethe command from the photo-ship, and I swearwe turned seven or eight before we were toldto stop. And reader, I didn’t even blanch, soelegantly flown were the maneouvers.Back on the ground, and high on adrenaline, Iasked Nick about his passion for the F1. Whatis it, I wanted to know, that makes this machineso seriously superior? “It has everything,” hedeclared. “It’s fast, agile, aerobatic, has sixcylinders, makes a six cylinder noise, and itlooks great. It has been described, by several F18drivers, as the closest thing to a piston enginefighter that is not military in origin. It’s trulysuperb!”As I prepare for the impending disappointmentof my return in a Piper Archer, I ask Nick onefinal question: to what would you compare theF1 Rocket? He laughs and says, “There is nothingthat compares to an F1 Rocket - except anotherF1 Rocket!”Indeed, it may not take you out of the world,but it sure does rock it!The author would like to thank Nick Wills,Kenny Love, Alan Clements, Rod Andrewartha,Leonie Furze and Carol Richards for their timeand dedication in making this happen.24 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 25

SO YOU’VE HADA CLOSE CALL?Often the experience is something you’ll never forget and you have learned from it.Why not share your story so that others can learn from it too?If we publish it, we’ll give you $500.Articles should be between 450 and 1000 words. If preferred, your identitywill be kept confidential. Email us at fsa@casa.gov.au. Clearly markyour submission in the subject field as ‘SPORTAVIATION CLOSE CALL’Please do not submitarticles regarding eventsthat are the subjectof a current officialinvestigation.Submissions may beedited for clarity, lengthand reader focus.26 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 27

MECHANICAL MUSINGSADVERTORIALInteresting Lettering, Perma-Grit Specialist Tools andExtreme Glare Sunglasses – Available from one sourceTradersBy Ken GarlandTHE CULTUREOF SAFETYChristian Traders grew from a need to supply model aircraftbuilders with tools and accessories not available in Australia fromtraditional wholesalers.Lettering and DecalsChristian Traders supply a huge range of lettering and decals for many uses, including model aircraft.Builders of full size aircraft know how hard it is to find neat lettering, particularly for instrumentpanels. This self adhesive pre-cut lettering and numeral system comes neatly packed, offering a choiceof eleven sizes, from 2mm to 25mm in Arial bold capitals. There are ten solid colours: black, white,gold, silver, red, blue, yellow, green, orange and purple.LeTteringDeCaLS & fLAgsViNylWe carry the wide range of BECC highquality products, including:• Standard & specialised selfadhesivevinyl lettering packs• Sets & packs of decals &graphics• Over 300 designs of fabric flags• Wooden & plastic flag poles, and• A range of mirror-finish low-tackmasking vinyls.The recent CASA assault on Jabiru enginesremains unresolved at the time of this writing;however this will hopefully be resolved bythe time you get to read my column. Theissue has highlighted two things. Firstly, it haspolarised people’s thinking of the Jabiru enginesand people are passionate for or against theengines. Secondly - and most importantly - ithas highlighted the fact that we, as operators ofthe engines have not been diligent in reportingincidents associated with the operation andmaintenance of the engines. The WE in thiscast is not only confined to SAAA members butRA-Aus and Rotorcraft owners and operators.Those of you who know me or have attendedone of my maintenance procedures courseswill know I am an avid supporter of Jabiruaircraft and engines. To have achieved so muchwithin the aircraft manufacturing industryin Australia is truly remarkable, especiallyconsidering the fact that they manufacture bothairframe and engines.Both draft copies of the proposed, at the timeof writing, CASA instruments refer to all Jabirupowered aircraft. CASA have not indicatedspecifically where their concerns are and haveadopted an approach of ‘restricted operationand monitor’. We only have ourselves to blame.If our sector of the industry as a whole hadembraced a ‘safety culture’ as part of everydayoperations we would have been diligentlyrecording and reporting all these incidents,which have led to CASA’s decision to implementthis instrument and such a knee jerk reaction, Ibelieve, would not be necessary.As a responsible member of the SAAA, youhave access to a world-class industry standardsafety reporting system called SERA, whichis part of our corporate safety managementsystem. Reports received through SERA areanalysed by our own team of experts and theresults and lessons learned are reported backto our members. Individual reports are notforwarded to CASA unless there is found to be awilful breach of regulations or it is considered acritical safety issue.If you have not already registered withSERA I strongly urge you to do so. There areseveral simple ways you can do this. Firstly,go to the SAAA website and follow the SERAprompts. Secondly, contact your chaptersafety coordinator for assistance. Or, thirdly,contact me and I will email you a powerpointpresentation of easy to follow instructions.Remember, what you report today may savesomeone else’s life tomorrow.Another question many of our membershave asked following the CASA issue is: areCAMit engines effected? CAMit have issueda statement that the CASA operationalrestrictions on Jabiru engines do not apply toCAMit engines.The CAMit Aero Engine (the CAE engine) issupplied as a series of upgrades to a Jabiruengine. A fully optioned CAE engine, however,in terms of component design, lubrication, valvetrain operation and metallurgy, is a completelydifferent motor to a Jab. The only remainingsimilarities are in the number of spark plugs andengine mounting requirements. This begs thequestion, “When is a Jabiru engine a Jabiru andwhen is it a CAMit engine.Having been involved in aircraft manufacturein Australia for many years, I have a great dealof respect and admiration for what Jabiruhave and continue to achieve. As an engineer,I have a great deal of respect for Ian Bent andCAMit engines and what they are doing. If,as responsible safety conscious members ofSAAA, we play our part only good things caneventuate.Jabiru is not alone when it comes to problems.Recent service bulletins and letters from Van’sdraw our attentions to their problems andfindings.The onus is on all builders and operatorsof amateur built experimental aircraft toensure they keep up to date with all kitmanufacturers’ service bulletins and letters aswell as airworthiness directives, not only for theairframe but engine and all equipment fitted.The SAAA safety committee passes on asmuch relevant safety related information toour members as is possible however, with thewide variety of aircraft kits, engines options andrelated equipment available it’s a very big task.We rely on you, the member, to advise us whenyou come across information which may affectother members of our great organisation.Where information is received I would ask allmembers effected to notify us via SERA abouttheir findings. Refer to the service bulletin,service letter, airworthiness directives andadvise us if your aircraft or equipment waseffected or not. I assure you SERA will not beoverloaded and it will give us a greater overallunderstanding of what are and are not issuesthat we need to address.Perma-Grit ToolsThese tools are simplicity itself, but don’t let this fool you, they aretough and incredibly adaptable. Perma-Grit Tools were developed in theUK, 22 years ago by Ian Richardson - a professional scale model builder.Ian has won the World Jet Masters team scale four times.The tools were originally supplied to model builders and the film specialeffect industry. Perma-Grit Tools have been exhibited at Oshkosh andSun n Fun for over ten years, and are a huge hit with homebuildersin the USA. They are stocked by the leading suppliers in the USA andrecommended by kit manufacturers.Designed to sand, shape and cut a wide range of natural and composite materials, the tools areTungsten Carbide Grit braze welded to steel, which means they will last years.“When the going gets tough – get Perma-Grit ®”If you want to try just one tool, try the wedge sanding block (WB140). It’s made from anodisedaluminium extrusion, with two tungsten carbide grit abrasive sheets attached. This block fitscomfortably into the hand and is light and easy to use. One side is coarse 180 grit and the opposite isfine 320 grit. See the Christian Traders website for You Tube demonstrations by the inventor himself.Extreme Glare Sunglasses By ZurichWhen you have finished your pride and joy (or even before!) try a pairof Extreme Glare sunglasses. These specially developed sunglasses usethe extremely tough material known as hi-tech polycarbonate,said to be capable of deflecting a .22 bullet at 20 yards (don’t tryit!). The sunglasses come in two styles: the pilot range for thosenot needing prescription glasses, and the original range whichare “fitover” style, fitting over your prescription glasses. Bothstyles come in a choice of six grades to suit different conditionsand personal taste. There are light, medium and dark density and many customers have a couple ofpairs for differing conditions. The sunglasses have Australian certification and, most importantly, allowreading of LED screens.To discuss or order any of these products, do call Alistair at Christian Traders,himself a keen current model aircraft pilot and former RAF pilot.1300 733 673 or visit www.christiantraders.com.auNext to diamonds, Perma-Grit Tools aremade from the hardest materials available.They are virtually indestructible and areare ideal for professionals who require thebest and longest lasting tools available.They cut, sand and shape:• Woods• Plastics• MDF• Acrylics• Perspex• Glass Fibre• Aluminium• Polystyrine• Carbon Fibre• and much more!ZXGZURICH EXTREMEGLARE SUNGLASSESOur ZXG Aviator sunglasses are perfect forpilots. They block extreme glare in brightconditions and outperform polarized glasses,partularly when viewing instrument panels andLCD screens. Our sunglasses also....• Block out UV-A (98%), UVB (100%)Infrared (65%), Blue & Flat light• Have 180° wraparound lenses that areoptically ground from top to bottomand from side-to-side• Offer amazing clarity of vision allowingyou to see crisper & clearer.• Are stylish, comfortable, lightweight &shatter proof.• Have a scratch-resistant protectivehard coat (similar to the clear coatadded to a new car finish).• Will fit under most helmets• Are vented to resist fogging• Have no metal hinges, so they willnever corrode.• Will not melt in summer’s heat, orbreak in winter's cold weather.• Available in standard or ‘fit-over’ stylesfor wearers of prescription glasses.1300 733 673www.christiantraders.com.au28 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 29

TAKING AVIATION BY STORMWhat makes Tempest spark plugs toughenough for the Australian outback?Fired In Resistor - Guaranteed to Never Exceed 5k OhmsReplaces the multipart screw, spring, carbon pile stack up used in competitive plugs and knownto suffer from resistance value instability that can cause misfires, wasted fuel, engine roughness.World’s Best AviationSpark Plugs and Oil Filters30 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 31

BUILDERS’ LOGBUILDERS’ LOGVH-XIEVH-OXZVH-EZSVH-MLMBUILDER: MICHAEL JONES #07994BUILDER: MARK MITCHELL #08177BUILDER: STEVE NALDEN #08172BUILDER: MICHAEL LEEMHUIS #07792LOCATED:WACHOPE, NSWLOCATED:MODBURY SALOCATED:NARANGBA QLDLOCATED:FRASER ACTA/C TYPE:VANS RV-7A/C TYPE:TANKED HOT AIR BALLOONA/C TYPE:RUTAN LONG- EZ YA-1A/C TYPE: SLING 2CofA Issued on 20/09/2014 by Martin OngleyCofa Issued on24/11/14 byDarren BarnfieldCofA Issued 05/12/14 by Martin OngleyCofA issued on 04/12/14 By David TennantHow to submit to Builders’ LogEmail the following details to us at airsport@saaa.com – with your photos!> First and last name> SAAA membership number> Chapter number and location> Contact details (email, phone if you want others to be able to contact you)> Details of the aircraft you are working on (name, model, manufacturer,registration number, etc)> Information about the building process - share your stories!> Pictures in jpeg format (around 1 Mb in size is ideal but send whatever you have).VH-ZFRVH-ZFRVH- JRBVH-WCEBUILDER: JIM SCRITCHLEY #04672BUILDER: GREG NICOL #7679BUILDER: ROBERT CRASS #08253LOCATED:OAKDEN, SALOCATED:FOREST LAKE, QLDLOCATED:NEW FARM QLDBUILDER: RICHARD SCHAFFNER #06931A/C TYPE:F1 ROCKETA/C TYPE:F1 ROCKETA/C TYPE:VANS RV-8LOCATED:EARLVILLE, QLDCofA Issued on 16/10/14 by Martin OngleyCofA Issued on 16/10/14 by Martin OngleyCofA Issued on 04/12/14 by Martin OngleyA/C TYPE:SONEXCofA issued on 03/11/14 by Bill Keehner32 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 33

NEW FROM BOB TAIT’SAVIATION THEORY SCHOOL11 PENINSULA BLVD SEAFORDVICTORIA 3198Phone (03) 9585 1211 Fax (03) 9585 1837Email sales@aviaquip.com.auwww.aviaquip.com.auSTOCKING ALL OF YOURAIRCRAFT FABRIC COVERING NEEDSFULL RANGE OF FABRICS, TAPES,ACCESSORIES AND COATINGS AVAILABLE( Please note that we no longer have Counter Sales but are open from 8.00am to 4.30pmweekdays for pickup of Orders. Visa , MasterCard and Epos available - Cash Not Accepted )Christmas Shutdown 2014 - 22/12/2014 to 05/01/2015ASIAPAC June 2013.pdf 1 12/06/13 11:03 PMHome-study guides forRA-AUS BAK andRA-AUS Cross Country EndorsementAvailable as hard-copy texts in black and white or full colourAlso as full colour e-textsPhone: 07 3204 0965email: bobtait@bobtait.com.auSee our web site for full details • www.bobtait.com.auComplete range of light,accurate, multi-function,advanced instruments. Straightswap out for standard 2.25” &3.5” instruments with brilliantone button interface & evenmore innovative features.iEFIS ...the Next GenerationA comprehensive flight, engine & navigation instrumentdesigned for Experimental & LSA aircraft utilising acustom developed, pressure sensitive, sunlight readabletouch screen. iEFIS combines the undeniable advantagesof simplified operation of a touch screen with rich,traditional controls which are equally indispensable inthe cockpit environment. The pressure sensitive touchscreen operates like a tactile button preventing falseactivation when touching the screen in turbulentconditions. A simple and highly effective solution ...in 7", 8.5" & 10.4" displays.Complete iEFIS system(no servos) approxIncluding all the features of its sibling Odyssey series systems the 'touch & press' screen modular iEFIScontinues the MGL tradition of leading the industry in features, flexibility & innovation.2nd Generation OdysseyComplete Odyssey-Voyager G2 systems approx $6,000 delivered!. Extremely powerful, flexible, simple & intuitive operation in huge 10.4” and8.4”, high quality, high resolution, sunlight readable displays. Every conceivable function: all flight; HITS; VOR, ILS, GLS, GVOR; AOA; allengine; ‘black box’ recording; AH/Compass; GPS (m/map); terrain (2D/3D);integrated GPS & encoder; radio/transponder, ‘spoken voice’ alerts, integratedautopilot & much more!Delta VHF AntennasExclusive Australasiandistributer for the highlyregarded Delta PopAviation range of VHF andtransponder antennas.$6,000 delivered!The XTreme Mini EFISA 4.3” colour display,multifunction EFIS withremarkable functionality at aremarkable price.All Flight and Enginefunctions*; Integrated GPS &encoder; Navigation; Flight path(GPS based flight path/‘attitude’indication); Artificial horizon.*Auto pilot* coming soon (freesoftware upgrade); EFIS fits intostd 3.5” instrument cut-out!*Requires additional equipment.$1,350 delivered!MGL VHF COM RadioNew advanced features &design - 2.5”, large display,230 grams. FCC approved.$1,255 deliveredwebsite: www.lightflying.com.au phone: (02) 6259 2002 or 0419 423 28634 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 35

CHAPTER CHATTERCHAPTER CHATTERWESTERN AUSTRALIAMEBOURNECHAPTER 16 : SERPENTINEA number of SABC members attended a two-day Rotax maintenancecourse held at Serpentine over the weekend of November 1-2. Althoughthe course was hosted by SABC, it was a multi-cultural affair as thenine attendees included representatives from the Superlight AircraftClub (SLACWA) based at Bindoon, RA-Aus, SAAA Chpt 16 and SABC.The course was run by Kev and Carole MacNally, who are basedin SE Queensland. Kev is a former RAF, Saudi Air Force , and RAAFHornet AME as well as a keen P&M Quik trike pilot. He is also an iRMT(Independent Rotax Maintenance Technician), LSRM (Light SportRepairman Maintenance) and the HGFA WM (Weightshift Microlight)Technical Officer, specialising in the popular Rotax two and four-strokeengines. Carole is also a former aircraft maintenance technician, havingpreviously worked on Jaguar aircraft in the RAF.cross-section of HGFA, RA-Aus and SAAA members with their diverserange of interests and aircraft to get together informally over the twodays and compare notes, as well as gain a better understanding of theirrespective organisation’s differing rules and regulations. Kev and Carolealready have a number of people from southwest WA on their waitinglist, so it is quite likely that they will be visiting this part of WA againnext year.. Rob MelisCHAPTER 21 : Hosts National Council andAGMsHON. NATIONAL SECRETARYOn December 6 National Council descended on Melbourne forthe first of our chapter-hosted meetings. This is a new initiative todevelop a closer relationship between National Council and theChapters, and ultimately the members of SAAA.President Jarrod Clowes had floated the idea at a Chapter Presidents’meeting in September. Stuart Trist was brave enough to offer to bethe first to try the experiment, and Chapter 21 took on the task.Many thanks to everyone who welcomed us into their homes anddrove us around. Thanks to Bruce Towns for providing the meetingvenue. Well done Stuart for organising it all!comply with the 2012 Act governing incorporated associations. Themembers voted to accept this.There was also discussion regarding the purchase of property atNarromine. That idea was rejected in favour of leasing.Ausfly AGM: the main business of this meeting was to propose tomembers that we wind up the association. It was formed originallywith the idea that other groups would join with SAAA to run theevent and invest in it. That didn’t happen, and there was a lot ofunnecessary accounting for funds transferred between SAAA and SAF.Since SAF has not made any money and is becoming an administrativeburden, it was decided to wind up the association and make the Ausflyevent a cost centre of SAAA. Members voted to accept this. Despiterumours, please be assured that it is only the incorporated associationthat is being dissolved – NOT the Ausfly event!Since retiring a few years ago, the husband and wife team have travelledacross Australia, delivering their HGFA endorsed courses. So far theyhave delivered 20 courses in the various States. This time in WA theyheld courses at Exmouth, Bunbury (2) and Serpentine. They will travelto wherever there is sufficient interest plus a suitable venue in returnfor payment of their expenses, so consequently course costs varydepending on location and the number of attendees (limited to eightper course). Awareness of the availability of the courses has beenspreading slowly, mainly by word-of-mouth, so although officiallyretired, the demand on their spare time has been steadily increasing.The Serpentine course was arranged as a last minute addition to theirrecent Exmouth and Bunbury tour, so the cost per person was a veryreasonable $180. They even supplied the tea, coffee and biscuits.The 16 hour course was a mix of comprehensive classroom lectures andaudio-visual presentations, covering the correct care, operation andmaintenance of the engines, combined with hands-on practical sessionsto give participants the opportunity to both observe and practice theirskills at lock-wiring, leak-down testing and carburettor adjustment andpneumatic balancing. Kim Burge trailered his 1996 Rotax 503 poweredEdge trike down for the occasion, and Bo Hannington and Rob Melismade their Foxbat and RV-12 aircraft available for classroom practice.Both are powered by the ubiquitous 912 ULS. Bo’s aircraft is the only VHregistered homebuilt Foxbat in Australia, and SABC president and SAAANational Secretary, Shirley Harding , is currently building an RV-12.At the conclusion of the 16 hour course all nine participants werepresented with HGFA WM/Rotax Maintenance Course CompletionCertificates. Although each person came to the course with widelydiffering degrees of previous Rotax experience, all came away with amuch better understanding of the correct and (sometimes previouslyincorrect) engine operation and maintenance tools, techniques andmanufacturer’s requirements. It was also a good opportunity for aThe Serpentine crewShIrley and BoStuart and his team provided transport from the airport, hosts whoprovided accommodation in their homes, and a meeting venue. Thisnot only saved the association a considerable amount of money,but allowed National Council members to form new friendships andnetwork with members.This worked very well, so we are planning to do the same for ourNational Council meeting in March, hosted by the Sydney Chapters.I’m really looking forward to meeting as many members as possible inthe Sydney area.As for the meetings in Melbourne – I have sent everyone an emailwith the results, but I will recap briefly.SAF AGM: the main business at this meeting was to adopt a new setof Rules in place of our old and outdated Constitution. The new RulesDOHADOHA CHAPTER : Doha DaffodilsAt the end of November 2014 the Doha Chapter had a small gatheringto say farewell to their resident TC. After two years in Qatar, I’mmoving to a new life in Singapore, which will hopefully allow memuch more time back in Perth to complete my RV 12.I did a TC inspection on John Sinclair’s RV 7 wings. John has madegreat progress and displays a very high level of workmanship. John’snegotiations with the local authorities have resulted in probably thefirst RV on the Qatari register.I also had the opportunity to look at the rudder of a Fokker DR 1Triplane being built by Dave Limmer and Steve Jenkins. This is a kit fromAirdrome Aeroplanes. Dave and Steve are making some modificationsSAAA SGM: the business of this meeting was to adopt a new set ofRules to replace the existing Constitution, matching the rules adoptedby SAF. This brings the two associations into alignment with the samerequirements for notices of meetings etc. and will make administrationmuch easier. It also ensures that SAAA Rules are compliant with theAct. Members voted to accept this.National Council meeting: NC invited members to sit in on themeeting, enabling them to observe the way we do business, andcontribute to the discussion.I hope this transparent and inclusive way of running the Associationwill help to assure members that the current National Council has thebest interests of members in mind, and members are encouraged tointeract with us and help us achieve our goals. Shirley Hardingfrom the original plan,beefing up the waysome of the joints areconstructed. Wouldn’tit be an amazingsight to see a vintageTriplane flying overthe ultra-modernskyline of Doha?!I am sad to leave the Sandy Chapter andthe wonderful people who seem to be able to make almost anythinghappen. We will keep in touch.Looking ahead – is anyone building in Singapore and in need of anSAAA TC? Shirley Harding36 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 37

CLASSIFIEDSFOR SALENEW SOUTH WALESVM1000 F/P SENDERVM1000 Fuel Pressure Transducer (sender) brand new,unopened, still in original packet. P/N 3010017AHave sold my aircraft, selling spare parts. Cost $350,asking $320, postage included. Brian bb001@aapt.net.auPORTABLE STRUT PUMPPortable Strut Pump for re-pressurising sagging oleos.Only used a few times & in excellent condition in originalbox with instructions and original invoice. Surplus toinventory now as I have sold my aircraft. StandardSchrader valve. Pump stands 740mm high. Length of airlineis 2140mm. Email or phone me for morePhotos or info. Original cost $385, selling for say, $240,share freight. Contact Brian bb001@aapt.net.auLIGHTNING 65 HRS.One good looking aircraft, an inspection is a must. Withquality leather to seating and trim. Dynon 100 and 120,AvMap GPS coupled to Trio AP, Garmin GTX327 & SL40,Jabiru 3300 Cruise 135 Knts at 22 li/hr, Aircraft flies great& tracks straight. Contact Peter Disher 02 6559 2599,0408 312 601. $100,000 ONOQUEENSLANDVICTORIASONEX KITSONEX kit for sale. Fuselage 80% completed - TC reportindicates excellent workmanship in a well organisedworkshop. Factory assembled spar and machined anglecomponent option. Located in Melbourne. $15,000.Ashley Scott 03 98428187SEAREY FOR SALE 1999,New Annual. New Engine 2014, now 15yrs TBO Hangered,Tools, Seaplane Kit, long range fuel tank.Built by engineer, perfect condition.ALBERT PARK VIC A$85 000, MOBILE 0414 737 400VIKING AIRCRAFT ENGINEDirect import from USA, Honda based 110hp, fuelinjection, duel engine management, suit RV12, Searay,Zenith, Sonex, Onex, zero hours – created for transport.$17,000 ono Phone Jon 0412 091 487 (Ballarat)FOR SALE LYCOMING ENGINETIO-540-AE2A, 350 HP, TC Number E14EA Serial NumberL-10238-61A. All included; twin turbos & intercoolersstill on engine mount and ready for transport. It’sbeen inhibited and has the original log book (first life680hrsTTS). Purchased for a Berkut 540 and no longerneeded. Suitable for Lancair, Glass Air or other kit.$71,000 ono. Phone Jon 0412 091 487 (Ballarat)SOUTH AUSTRALIATASMANIARV6 FOR SALE No accident historY, Lycoming 150HP,Hours to run approx. 1750 Built by and always maintainedby a CASA approved, Licensed Engineer. Recent 100hourly Dual brakes. Wooden propeller. TAS of 150kts– 160kts , EGT/CHT gauge. Tail wheel. Spats (extra10kts. External battery power receptacle. New ICOMRadio, Bendix Transponder with encoder and GPS.New professionally made, canvas covers (includingpropeller covers). GA registered, Category Amateur builtnot experimenta. Very smooth aircraft to fly (Goodpilot’s aircraft), in excellent condition,good paintwork.Complete log books available. Maintained to GA/CASAstandards. AD’s and Service Bulletins up to date.$86,000 Contact Brian ReddishBreddish1@bigpond.com Call 0404 484 833WESTERN AUSTRALIASPITFIRE SUPERMARINE MARK 2575% scale replica with C of A Jabiru 3300 with Rotecliquid cooled heads & Rotec TBI. Airmaster elect 3bladed prop King avionics. TT 55 hrs. Hangared atJandakot Many mods but to scale as per a real Mark 8$160k, no GST. Peter 0414 945 129 or yatespj@iinet.net.auJABIRU CYLINDER HEADS FOR 2200/ 3300Qty 6 No valves & only 30 hrs “old” $750 + freight ( exPerth ) Peter 0414 945 129 or yatespj@iinet.net.auACT1 3/4 ‘ SQUARE VOLTMETER $30. 0- 30 VOLTS.POSTAGE EXTRA Falcon Vertical card compass, southernhemisphere, lighted. As new condition. Surplus torequirements $250. Postage at cost.Contact Kim Jones 0412 090 951THORP S 18, VH ACBBest metal winner QLD 6 times, WA 1,National 2 andNational Concourse 1 .LYC 0 360 A1A and Hartzell C/Sprop . TIS 1100 hrs , 900 hrs TBO . 4.8 hrs endurance plusfixed reserve at 65 % power . Always hangared and paintas new . One owner .With my advancing years this widelytravelled and well known Thorp deserves a new owner.$68000. Redcliffe QLD, 07 3822 4240, 0438 749 213,prashley@ozemail.com.auRV7ASelling RV7A VH-PHR. 1st Flight Jan 2014, TTIS - 50 Hoursjust run in, everything brand new, Lycoming IO360,Hartzell constant speed prop, Aveo rocker switches andlighting, Dynan 10” Skyview, Avmap EKP IV Pro coupled toautopilot Trio propilot, Garmin SL40 Radio, Garmin GTX-328 transponder, Classic Aero leather seats. Beautifulbuild will not be disappointed, selling due to loss ofmedical, sad days, love flying her. Plenty more photo’s.Can be contacted on 0417 844 882 or peter@rewinds.com.au $155,000 no GSTHANGAR FOR RENTROMSEY45’x45’x20’ steel hangar for rent in Romsey Vic. Sharewith Rans S7S Floatplane so need low wing around thesize of an RV or similar. SAAA member rate per week withlease - $55, non member $60.Contact email floatplane@vic.chariot.net.auClassifieds Members’ non-businessclassifieds are free for two issues.Classifieds may be resubmitted. Nonmemberspaid classifieds – no limit.Send to SAAA PO Box 99 NarromineNSW 2821 email enquiries@saaa.com38 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 39

CHAPTER CONTACTSSAAA CONTACTSSAAA CONTACTSNEW SOUTH WALESChapter 1Sydney NorthPresident: Rob LawrieMob 0421 618 920chapter01@saaa.com.auChapter 2CamdenPresident: GrahamJohnstonMob 0417 985 200chapter02@saaa.com.auChapter 4South CoastPresident: John DeBattistaTel 0415 849 560Secretary:Michael De_Feyterchapter04@saaa.com.auChapter 5Central CoastPresident: Dean NesbittMob 0418 757 383chapter05@saaa.com.auChapter 6Coffs HarbourPresident: Dr Paul FosterTel 02 6569 9484 (ah)chapter06@saaa.com.auChapter 7Mid-North CoastPresident: Bill CooteTel 02 6559 9953chapter07@saaa.com.auChapter 11North-West SydneyPresident: Ian WoodheadM 0404 830 634chapter11@saaa.com.auChapter 23Frogs Hollow NSWPresident: Drew DoneTel 02 6495 9484chapter23@saaa.com.auChapter 37Southern NSWPresident: Jarrod ClowesMob 0428 811 884chapter37@saaa.com.auChapter 38Western PlainsPresident: Daniel ComptonMob 0409 944 619chapter38@saaa.com.auChapter 40Wagga & DistrictPresident:Malcolm BennettMob 0423 101 855Secretary: Tony MiddletonTel 02 6922 4990chapter40@saaa.com.auACTChapter 26MonaroPresident: John MorrisseyMob 0419 260 740chapter26@saaa.com.auVICTORIAChapter 14Latrobe ValleyPresident: David KnowlesMob 0428 828 007chapter14@saaa.com.auChapter 18MelbournePresident: David ZemelMob 0412 778 120chapter18@saaa.com.auChapter 20Kyneton DistrictPresident & Secretary:Mark DavisMob 0438 399 163chapter20@saaa.com.auChapter 21MoorabbinPresident: Stuart TristMob 0410 561 371chapter21@saaa.com.auChapter 27Tyabb VictoriaPresident: Darren BarnfieldTel 03 5979 1501Mob 0408 351 309chapter27@saaa.com.auQUEENSLANDChapter 15QueenslandPresident: Peter KarangesTel 0407 459 933chapter15@saaa.com.auChapter 19Gold CoastPresident: Robert FraserMob 0429 200 098Secretary: Stanley LewisMob 0414 960 872chapter19@saaa.com.auChapter 22Sunshine CoastPresident: Jamie LeeMob 0401 770 230Secretary:Chris BabaroMob 07 3265 3204chapter22@saaa.com.auChapter 34Far North QLDPresident: John MartinMob 0419 536 668chapter34@saaa.com.auChapter 36Central QLDContact: John GordonMob 0418 458 095chapter36@saaa.com.auSOUTH AUSTRALIAChapter 25Port Lincoln SAPresident: Michael HartTel 08 8682 1977chapter25@saaa.com.auChapter 39AdelaidePresident: Paul HolajSecretary: Patrick PulisMob 0408 008 379chapter39@saaa.com.auWESTERN AUSTRALIAChapter 10South West WAPresident: Peter BairstowMob 0419 048 832chapter10@saaa.com.auChapter 13Albany DistrictPresident: Ian CoombeMob 0428 957 829Vice President: RalphBurnettSec/Treasurer: John RichPh 08 9842 1417chapter13@saaa.com.auChapter 16SerpentinePresident: Bo HanningtonTel 08 9524 2000Mob 0427 044 156chapter16@saaa.com.auChapter 24JandakotSecretary/Treasurer:Peter MulhernMob 0418 923 837chapter24@saaa.com.auNORTHERNTERRITORYChapter 35Northern AustraliaPresident: Vern TaylorMob 0418 898 899Secretary: ChristopherMcKayMob 0418 799 469chapter35@saaa.com.auFor any changesto Chapter details,contacts or to notifyof errors, please emailenquiries@saaa.comNational TechnicalManagerGeoffrey DanesMindarieMob 0417 555 030gdanes@iinet.net.au​MPC/TrainingCoordinatorsNSW AND SAKen Garlandnswstatecoordinator@saaa.com.auMob 0417 244 059VICTORIABrian Hamvicstatecoordinator@saaa.com.auMob 0417 464 866QUEENSLANDPeter Leonardqldstatecoordinator@saaa.com.auMob 0417 758 272WESTERN AUSTRALIAFred Morenowastatecoordinator@saaa.com.auMob 0488 336 905AP Coordinator24 Geoffrey DanesMindarie WAMob 0417 555 030gdanes@iinet.net.auCASA Authorised Persons37 Jim Williams​Albury NSWMob 0408 480 44511 Martin Ongley​Colebee NSW​Mob 0438 014 87705 David Tennant​Warnervale NSW​Mob 0410 491 866​dltenno@hotmail.com19 Peter Lewis​Brinsmead QLD​Mob 0439 714 617skyworthy2@bigpond.com19 Howard Mason​Elanora QLD​Mob 0417 621 65514 Brian Turner​Boolarra South VIC​Mob 0429 172 740​btvair@wideband.net.au27 Darren Barnfield​Hastings VICMob 0408 351 30913 Robert Hannington​Albany WA​Mob 0409 090 493rhh@albanyis.com.au24 Colin Morrow​Como WA​Tel 08 9450 2130colinmorrow@optusnet.com.au24 William Keehner​Mt Pleasant WA​Mob 0417 972 090wkeehner@bigpond.TECHNICALnet.au COUNSELLORSNEW SOUTH WALES1 Rick Harper​BohnockMob 0416 041 007​rjwh@skymesh.com.auKarl Ahamer​Bowral​Mob 0411 290 472​kahamer@bigpond.net.au​4 Chris Byrne​Bowral​Mob 0414 603 644​jack.byrne@bigpond.com4 Ken Garland​Camden​Mob 0417 244 059​ken@garlandaerospace.com.au5 Grant Piper​Coolah​Mob 0438 890 242​grant.piper@wideband.net.au11 Martin Ongley​ColebeeMob 0438 014 877martin.ongley@saaa.com38 Philip Goard​CowraTel 02 6342 9300​Tel 02 6341 1635info@brumbyaircraft.com.au37 James Ball​DeniliquinTel 03 5812 0079Mob 0428 743 450​jtball@iinet.net.au4 Peter Bowman ​Figtree​Mob 0429 130 340​pean.bow@bigpond.net​.au5 Robert RedmanFloravilleMob 0418 570 768rlredman@bigpond.com1 Geoff Shrimski​Frenchs Forest​Mob 0414 400 304​scuba@bigpond.net.au​Andrew SieczkowskiGrafton​Mob 0408 573 130andyski@exemail.com.au26 Lou SzabolicsHawkerMob 0411 850 383szabolics@bigpond.comBarrie Bishton​Kempsey​Mob 0439 864 023​26 Kim JonesMonashTel 02 6291 9377kim_jones@optusnet.com.au7 William CooteLaurietonTel 02 6559 9953bill@becominghealthy.com.au23 Drew Done​Merimbula​Mob 0409 833 646​dj.done@bigpond.net.au23 Rex KoerbinPambula​Tel 02 6495 1296Mob 0408 138 409​rexavia@merimbulaaircraft.com​11 Ian GoldiePort MacquarieTel 02 6582 4343irgoldie@optusnet.com.au40 Tony Middleton​Springvale HeightsTel 02 6922 4990​a.middo@bigpond.net.au​38 Paul O’ConnorTemoraMob 0427 090 087​vhpoc@hotmail.com1 Keith Bridge​Terrey HillsMob 0417 290 814Tel 02 9486 3034kbaero@iinet.com.au40 Malcolm Bennett​Wagga Wagga​Tel 02 6922 4917Mob 0423 101 855​bennettbuilt@internode.on.net40 Peter MiddletonWagga WaggaTel 02 6922 4815Mob 0407 016 429p.middleton2@bigpond.comQUEENSLAND​36 Daryl Grove​Aitkenvale​Tel 07 4775 1604​grovedj@bigpond.net.au​15 Mike Roselt​Applethorpe​Mob 0417 706 827​fay.roselt@bigpond.com​15 Peter Karanges​Sunnybank Hills​Mob 0407 453 933​designt@bigpond.net.au​34 Tony IlyesTully HeadsMob 0408 797 228ilyesent@bigpond.com34 Laure WincenAthertonMob 0408 725 050lauremal@aanet.com.auRobert VealeBokarinaTel 07 5493 5221raveale@optusnet.com.auMatthew AitkenBoonahMob 0429 634 037mcaitken1@bigpond.comGeoffrey HookNorth BundabergMob 0428 652 165gwjh12@outlook.com34 John AtkinsonCairnsMob 0427 534 806long_lej@tpg.com.au34 John MartinCairnsMob 0419 536 668j-martin@bigpond.net.auLance SandfordDundowranMob 0425 715 781lsandford@westnet.com.au34 Darren JonesEdmontonMob 0432 575 824cbar@aol.com.au15 Paul SmithFerny HillsMob 0419 641 853pk.smith@bigpond.net.au21 Martin HoneGatton AirparkMob 0419 368 696aerobiz1@gmail.comPeter McDougallHaliday bayMob 0408 345 507qiepl@bigpond.com19 Brian HunterHelensvaleMob 0416 069 151salbh@qld.chariot.net.au19 Gary SpicerRunaway BayMob 0402 822 907dreamtime950@optusnet.com.au15 Terry GraceKenmoreMob 0488 141 415terry.grace@bigpond.com36 Benjamin BowdenLongreachMob 0427 682 211blbowden@tpgi.com.au15 John GrossMt CottonTel 07 3206 6151johnandjude@bigpond.comSOUTH AUSTRALIA39 Walter OgilvieKingstonMob 0427 689 031wogilvie@live.com.au39 Paul HolajNairneMob 0408 008 379pn-holaj@bigpond.com25 Mick HartPort LincolnMob 0407 424 607mcdkhart@gmail.com39 Bruce DeslandesWhyallaMob 0414 263 180b.des@bigpond.comTASMANIAMick Cuppari​West Hobart​Mob 0400 183 711​cuppari@netspace.net.au​VICTORIAPeter Schafer​Balwyn​Mob 0425 837 055​schaferpj@gmail.com​Brian Turner​Boolarra South​Mob 0429 172 740​btvair@gmail.com​21 Bruce Towns​Braeside​Mob 0408 326 260​brucetowns@bigpond.com​21 Robert Taylor​Ferny Creek​Mob 0428 324 731​rwtaylor@bigpond.com​21 John Stephenson​Hampton East​Tel 03 9553 5075​JFS2@bigpond.com​20 Frank Deeth ​Heathmont​Mob 0408 559 866​tr.9@westnet.com.au​Rod Shearer​HuntlyTel 03 5448 8669Mob 0419 717 212rybuck@iinet.net.au20 Norm Edmunds​Kyneton​Mob 0407 098 242​idgara.aviation@bigpond.com​20 Rodney Thynne​Melton​Mob 0402 277 607​rodneythynne@yahoo.com.au20 Daniel O’Sullivan​Monegeetta​Mob 0417 409 996​bernice.dan@bigpond.com​21 Stuart Trist ​Mordialloc​Mob 0410 561 371stuart.trist@esa.edu.au​20 Len Dyson​Newport​Tel 03 9391 2193​p51mustang@optushome.com.au​Peter AustinOak ParkTel 03 9306 1090​21 Robert Barrow​Oakleigh South​Tel 03 9558 0598​bobbarrow@bigpond.com​20 Peter Pendergast​Ocean Grove​Mob 0418 129 222​ppen@live.com.au​21 Arthur Stubbs​Port FairyMob 0419 357 648​vhxsi@aussiebb.com.au21 Graeme Coates​Richmond​Mob 0417 108 427coatbeam@melbpc.org.au​21 Brian Ham​Templestowe​Mob 0417 464 866​brian.ham@bigpond.com​Rob McAnally​Templestowe​Mob 0418 172 150​rsmcanallyrv6@gmail.com​WESTERN AUSTRALIA13 Brian Holman​Albany​Mob 0429 844 419​bmholman@australiaonline.net.au​16 Bo Hannington​Baldivis​Tel 08 9524 2000​Bo@elbo.com.au​Gordon Johanson​Baldivis​Mob 0419 043 161​gordon-jane@telstra.com24 Peter Nelson​Baldivis​Mob 0418 949 943​peternelson666@gmail.com​24 Mike Fletcher​Bunbury​Mob 0408 090 438​mikefletcher@dodo.com.au​24 Colin Morrow​Como​Mob 0412 069 490​colinmorrow@optusnet.com.au13 Fred Moreno​Denmark​Tel 08 9848 1431​frederickmoreno@bigpond.com​10 Terry Doe​Eaton​Mob 0437 256 229​terrdoe@gmail.com​24 Tony WhiteGuildfordMob 0419 421 632twhite@westnet.com.au24 Andy GeorgeKalgoorlieMob 0418 920 404andy.george@rapallo.com.au24 Paul BlackneyLeemingMob 0417 091 763pblackny@bigpond.com24 William Keehner​Mount Pleasant​Mob 0417 972 090​wkeehner@bigpond.net.au​24 Geoffrey DanesMindarieMob 0428 992 399​gdanes@iinet.net.au16 Shirley HardingMundijongMob 0459 555 025shirley.harding@saaa.com13 Noel Stoney​Redmond​Mob 0447 453 242​nrstoney@bigpond.com24 Peter CashRiverton​Mob 0447 560 928​bee@bee-engineering.com​24 Lindsay Danes​Success​Tel 08 9414 1122​lindsayd@primus.com.au​NORTHERNTERRITORY35 Bill MarkeyAcacia HillsMob 0400 782 313bdtsmarkey@bordernet.com.au35 Albert PoonCasuarinaMob 0417 562 069albertpoon@y7mail.comSAAA Pilot Advisors​Robert (Bob) Redman​Floraville NSW​Tel 02 4947 0768​Mob 0418 570 768​rlredman@bigpond.com​Andy Ski(Andrew Sieczkowski)​Grafton Area NSW​Tel 02 6642 1104​Mob 0408 573 130​andyski@exemail.com.auGary Spicer​Hope Island QLD​Tel 07 5514 2196​Mob 0402 822 907​gary.spicer@saaa.com​Peter McDougall​(Helicopters)Haliday Bay QLD​Mob 0408 345 507​qiepl@bigpond.comJon Johanson​Goolwa SA​Mob 0419 554 656info@flymore.com.au​Aub Coote​Grovedale VIC​Tel 03 5241 1605​Ralph Burnett​Albany WA​Tel 08 9842 8963​Mob 0427 200 673​burnett@comswest.net.au​Gordon Johanson​Baldivis​WAMob 0419 043 161​gordon-jane@telstra.com40 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFT AIRSPORT 41

SHORT FINALHave you flown one yet?THE PERFECT PASSENGERBy Kreisha BallantyneA while back, to make up for my generalslackness in not getting involved in mydaughter’s school, I offered a flight over SydneyHarbour as a raffle prize at a school function. Ithen promptly forgot all about it. Many monthspassed, and eventually I heard from the winner,Although it was a splendid day, and the airwaveswere busy, we received clearance to go straightinto the harbour. Much to Wesley’s delightthere was a huge ocean liner at the quay. After afew orbits, we headed back to base, just as theweather was showing signs of grumbling.Katherine, who had purchased the ride for herThe circuit was busy, with everyone having theson, Wesley.same idea of putting their wheels on the groundI was expecting a child, of course, but youngWesley was in fact only seven. He was, however,the smartest, most well behaved seven year oldI have ever, ever encountered. He asked onlybefore the brewing storm. As we were on base,the wind had backed, and the tower called adownwind of five to seven knots with an optionto go around and change directions. By theintelligent questions; some I truly had to thinktime the call was processed, I was establishedabout before answering, others I really enjoyed,on final, and committed to the landing, which,such as how lift is created, and why we put aas we all know, is the only thing a pilot iscover over the pitot.remembered for. Despite the downwind, I madeWe had truly splendid weather with the air as it a good one.calm as a surgeon’s hands. Young Wesley wasAs I touched down, I heard these joyous wordsinterested in every process of the flight - thefrom little Wesley, “how old do you have to beradio calls, the instrument panel, the headsetsto learn to fly?” and I remembered why I get out- but nothing was more delightful than hisof bed at daybreak to take 700kg of metal upreaction on take off: he shrieked with delightinto the sky.and pointed out how everything was so small.I had indulged him (well, myself really) witha big “wheeeeee” on take off, in case he wasnervous (and because it’s how I do it when solo)and, refraining from a verse of Come Fly WithMe, I continued on with my tour pilot’s job ofpointing things out from the sky.Upon hearing those words, I broke out in goosebumps. I think I may have created my first everfuture pilot! I sang all the way home…Do you have a memorable passenger?Email your story to airsport@saaa.com.au42 AIRSPORT SAAA – THE HOME OF AUSTRALIAN EXPERIMENTAL AIRCRAFTAustralian Distributor: Global Aviation Products | Errol van Rensburg | 0415 072 498 | evrensburg@gmail.comwww.slingaircraft.com.au | Gold Coast, Queensland