The Flying Tigers Recreational Aviation Club

Brian's beautiful Savannah was flipped over by a micro gust at Avalon earlier this year and badly damaged. See photo below.

Well Brian has been laboring away to fix his aircraft and this week it returned to the hanger at Boonah and is now being reassembled.

Photo of Savannah on its back at Avalon.

The rebuilt Savannah at Boonah, July 2009.

Brian constructed many of the required parts himself.

This is an interesting innovation. Previously the tie downs were attached to the strut, and the force of the gust at Avalon actually broke the strut itself.

Brian has now mounted the tie down fittings directly to the main spar. See photo above.

To cover the inspection hole Brian has installed a LED camping light .

Another innovation is the trim set up. See above. This is covered by tip comings.

The SW Spitfire at Boonah. Rumor has it that is the new "clipped wing" version

Club member Errol and his aircraft at Boonah

Drifter 404 with its new engine. It will still only fly at crow speed, but it can now takeoff with someone in the back seat.

Seven Club aircraft made the trip to Inglewood this year. When we arrived we found the grounds the best ever. The airfield and camping area were freshly mowed. There were portable shower and toilets and excellent food available.

There was also a person available to do fuel runs into town.

Two club Drifters. The red one belongs to our NZ member, and I think he is trying to dry out his bed linen by draping it over the starboard wing.

There is no shame in bed wetting Kiwi. These things happen sometimes when you reach middle age.

One of the Kilcoy guys arriving.

Grummo and his lovely lady "Olwin" arrive in style.

There was a large turnout of Savannahs this year.

Since Brian's Savannah is in "fix it mode" he came by recovery van, and all the comforts of home.
Unfortunately, Brian was unable to fit into the van his usual "fly away" complement of stores he is able to squeeze into the Savannah.

Some of our members sheltering under the Drifter wings.

One has is eye on the cake. Brian is looking at the flying wire attachment on Kiwi's Drifter, and JJ in the background is counting flies.

Long time member, and daughter in law of the blog author, arriving with her brood. The bundle on her belly is covering up my brand new Granddaughter.

JJ cooking pancakes for the bunch on Sunday morning.

Will you look at this.

While the rest of us "Slip, slop, slap". "Batman" gets personal loving treatment from his child bride. That is $1,000 a bottle (or is it $10,000) Estee-Lauder anti wrinkle, anti aging, and 30 plus UV moisturizing cream being so lovingly applied to his face.

And look at this also. Even "Batman's" dog gets special treatment on camping fly aways.

Some of the Drifters.

A cool Breakfast time on Sunday morning.

Or is it a church service put on by the cleric in the background.

John G's Savannah with his new bicycle garage.

John is trying real hard to beat Brian in who can make a Savannah carry the most gear.

Mama and Papa Chook also flew in in the "Chicken Run" Savannah.

Two of our members doing their best to add to our greenhouse problem, and to the medical profession retirement fund.

Poor Kev. That Rotax still won't go. I think Brian is taste testing the coils???

Praying won't fix this one either Gary.

We currently have four club aircraft out of the air. Five, actually, but we don't count Bill F's. And John B's Modified Drifter. We need to be realistic here, and only count those aircraft that can be returned to flying condition within a 5 year time frame. So their aircraft is out. But I think the "Bush Pig" will just scrape it in, so is included in the stats.

Our wonderful scone lady again making her magic this Sunday. We all love her scones, and we soon see which members have self control and not eat more than 4 in a sitting. Thank God Brian was late arriving today.

The "Bush Pig"showing some progress in its conversion back to a tail dragger. Note the engine air inlet. The 6 cylinder Jabiru engine is going to be able to "breathe" this time around at full throttle.

Below is Brian's new mode of traveling.

And there is still room for Brian and the dog to sleep inside.

The new Savannah. Although I wonder what airstrip he has been landing on, after looking at that propeller.

Two of our club members at the Weekend meeting

The lovely Olwin, Grummo's Much, much, much, much better half.

And this is Grummo.

Ian being very brave jump starting Grummo's Jab, and in bare feet too.

Our overseas traveler, about to prop start the CT.

SERIOUS POST

Hi All,

Please read the following memo and let the RA-Aus know your views.

Dear Sport & Recreational Aviation Standards Sub-committee Members,

CASA is proposing to remove the formal exemption in the sport/recreational aviation CAOs relating to CAR 252A (carriage of ELTs) as part of its present CAO review. It is proposed that the general exemptions, and the exclusions built into CAR 252A, would continue to apply.

ELT prices continue to fall and the benefits of ELT carriage are gaining acceptance in the sport/recreational aviation community, CASA proposes to continue to monitor developments in this area whilst applying CAR 252A to the recreational aircraft sector without exclusions that go beyond those already beyond those already stated in the CAR.

This means that two seat aircraft operated under CAO 95.55 (RA-Aus aeroplanes), 95.32 (RA-Aus and HGFA trikes) and 95.12.1 (ASRA 2-seat gyroplanes) would be required to carry an ELT for all flights beyond 50 nm from takeoff.

Whilst CAR 252A excludes single-place aircraft, aircraft travelling within 50 nautical miles of their starting point and some other aircraft classes including balloons and gliders from being required to be equipped with an ELT, there have been exemptions extant for aeroplanes and gyroplanes under sport/recreational aviation CAOs.

Exemptions from ELT carriage have existed in sport/recreational CAOs since the time that such aircraft were confined to small areas either by aircraft capability or by restrictions inherent in CAOs as they existed at that time. Aircraft capabilities have increased over time and so have the freedoms allowed by more recent iterations of the CAOs. With these new freedoms comes a responsibility for people who wish to access the freedoms.

Increased cross country capability of sport/recreational aircraft, the breadth of general exemption available in the CAR and radically decreasing costs of ELTs/PLBs means that CASA now has difficulty justify exempting such aircraft from this requirement. Also considered are the risks to search and rescue personnel of conducting a rescue and the costs to society as a whole for a rescue.

CASA proposes the CAOs wording be future proofed by the requirement for an ELT or CASA approved alternative. This would allow CASA to broadly approve alternate technologies for operators of aircraft under an instrument or provide specific approvals to operators to use alternate equipment as circumstances dictate. It is proposed that operators of aircraft covered by this new requirement would have until 31 May 2010 to comply with the new requirements.

CASA has contacted the organisations whose members will be affected and now seeks wider aviation community feedback on this proposal.

The extract below is provided for the purpose of informing this discussion but the regulation should be read in its entirety for operational purposes and is available at this link www.casa.gov.au/wcmswr/_assets/main/download/act_regs/1988.pdf

252A Emergency locator transmitters
(1) The pilot in command of an
Australian aircraft that is not an exempted aircraft may begin a flight
only if the aircraft:
(a) is fitted with an approved ELT:
(i) that is in working order; and……………

(2) Subregulation (1) does not apply in relation to a flight by an Australian
aircraft if:
(a) the flight is to take place wholly within a radius of 50 miles from
the aerodrome reference point of the aerodrome from which the
flight is to begin; ……………

exempted aircraft means:
…
(e) a balloon; or
(f) an airship; or
(g) a glider;

single seat aircraft means an aircraft that is equipped to carry only one
person;

Please provide any comments by cob Friday 1st May by reply to this message or by email to megan.barby@casa.gov.au.

Regards,

Greg Vaughan

The weather was not the best this year, with heavy rain occurring on the Saturday, and then continuing for the next three or four days.

Black clouds coming over on the Saturday.

Most of the lectures were well attended, with the more popular ones attracting around 100 members.

Interesting looking powered parachute

The new Savannah. Looks like he had a prop strike!!!!

All of us, including "Misty", Brian's dog, in the recovery trailer, trying to keep dry.

Note. The trailer leaked.

Kiwi and Tony at the dinner on Saturday night.

Stopover at Tony's and Gail's on the way home.

Kiwi drying out his clothes. Nice undies Kiwi!!!!!

John's rooftop tent, which kept him dry and up out of the wet ground and mud.

Brian and the recovery trailer.

SERIOUS POST

All owners of the Zodiac CH-601XL are advised to read this NTSB report, released 2 days ago.

Note. 1.The fatalities do not include the 4 deaths in Australia from two recent 601 accidents.

2. There appears to be issues other than just canopy ones with the 601.

http://www.ntsb.gov/Pressrel/2009/090414a.html

Brian has decided that the best option to get his "Poor little Savannah" home is to build his own recovery trailer.

These photos were taken on Sunday April 5, when a few club members dropped in on Brian to lend a helping hand.

Brian finding it is hot, hard, and sweaty work watching all the guys and and one Gal work on the trailer construction.

Jab driver extraordinarie, (Because he was Drifter trained) Grummo; demonstrating to his lovely partner Olwen, the building doctrine of "Measuring once and cut many times to get something right." and when all this fails. "Add patches over the mistakes."

Ed note. Some trades persons subscribe to the other lesser knowing doctrine "Measure twice, cut once"

Two of the club members admiring their work, with one of Brian's ring in friends.

Drifter Training for Trumpet Player

After learning that you will never, ever, ever, really make it as a totally accomplished aviator unless you have Drifter training. Famous trumpet player, James M, decided he needed some Drifter training to really make it as one of that select band of pilots who have Drifter training.

After checking out the different schools and what was on offer James came to Greg's school at Boonah to gain those very special skills possessed only by Drifter trained pilots.

Ed Note. Australia's first and only, "Red Bull" pilot. Our fast jet military pilot who saw combat flying F18's over Iraq, got his initial flying skills from being Drifter trained.

Flying school CFI Greg, and James with the school Drifter. (James is the intelligent looking person with the trumpet.)

Now Greg is the one with the trumpet.

There is a very old Chinese proverb.

"Perhaps can teach Trumpet player fly Drifter. No ever possible teach Boonah CFI play Trumpet"

KIWI wants a BUSHCADDY

Yes. That's him above.

He needs the name tag to check on his name. (He really can read upside down) But it is mostly for people who find him wandering to send him home.

The "Bush Pig" above when it had a nose wheel. (Now being converted to a tail dragger)

Important news has just come to hand.

That mouth from the east. That sheep lover from across the Tasman. That defamer of my poor little Bushcaddy (Calling it the Bush Pig) But also one of this clubs most active, hard working, and valuable members. (Ed note. I had to add that last bit in the interest of balance and ethnic fair play, even if it is about a Kiwi national). Has secretly informed your scribe that his next aircraft will be none other than a Bushcaddy.

He loves the room (It can carry a number of sheep, plus some hay)

He loves the visibility for an enclosed aircraft. All the better to perv on sheep as he flies over those western sheep properties at low level.

He loves the flying ability after only one short flight. STOL ability, and off airport capability. He can just "pop in" to an open sheep paddock. Just to say hello mind you, and catch up with any rellies.

And he loves the all metal construction and the strength. Frightened sheep can't kick through the fabric, as in say a Lightwing, or a Piper Cub

Will we now hear he may even get to love Subaru motors??????

Above Australia's second Bushcaddy, owned and built by John B. from SA. This aircraft has a converted Subaru car engine installed, and as such has a different cowling to one fitted with a Rotax engine like the aircraft below.

This is how a Bushcaddy should look. - A Taildragger, and not a nosewheel. (Picture taken at Oshkosh 2008)

The photos above and below were taken by John B. from SA. John is the owner of the second flying BC in Australia and sent me these photos showing some of the "off airport" capability of these aircraft.

These were taken March 2009 at the junction of the Murray river and Murrumbidgee river, where John landed and camped for the night.

John B's Subaru powered Bushcaddy at his camping spot on the banks of the Murray river.

Ed. Note. (Serious) For those other than club members reading these posts please note that unless posted as "Serious". All posts are just light hearted banter. If any member finds anything at all offensive or distasteful in the post I will remove it immediately.

It is Monday morning, and Avalon 2009 is over. Kiwi and Ian flew out their Drifters, taking off in about 25 knots of cross wind.

Brian had a local friend come over in his ute with a trailer and we loaded the Savannah onto the two vehicles and headed off to Peters farm, where Brian was to store the poor little plane for later recovery.

One wing being loaded on to John's truck.

The rest of the Savannah went onto Peter's ute and trailer

A green light and it is all go, off onto the freeway.

Is this the lowest the Savannah has been to a road???

Lunch break out in the bush.

Kiwi arriving at Peter's farm and driving through the gate.

We spent the night at Peter's place and were well looked after and fed by his trim taught and terrific wife.

The next day it was off to Temora where we were again put up, fed, and spoilt rotten by the blond workaholic. Carol and Hubby have a airpark block so the Drifter boys were able to drive right up to the back door.

It was a long drive for John and Brian and they left before the Drifters and arrived at Temora well behind them, and in the dark.

The two Drifters at Carol's back door.

On Wednesday it was off to Tony's grain farm. (Tony is called Batman by the Boonah guys, because he once landed his Drifter on some power lines, did a couple of forward outside loops, and hung upside down for some hours until the power could be turned off. Not real smart. Most Drifter drivers know instinctively not to land on power lines unless they know for certain that the power is turned off.

Ian coming out of "Batman's" hanger.

Boy o boy we get well looked after here. However on the return trip from Avalon the "Child Bride" was missing, and was missed by all the flyers. Tony had to send her off on a holiday as Kiwi was with us on this trip and did a stopover with us at Tony's on the way down. Poor Gail.

Generally the locals drop in for a chat. Some are in this photo above. The young lady in the foreground with her back to us is joint owner of the wheat farm that had a large section "trashed" by Kiwi in his feeble outlanding attempt during wet weather on a previous visit.

Since the guys were going to spend a couple of days here flying around the local farms "Constable Spook" thought he would fly down from Boonah as well.

Will you look at him. He has just arrived and it is out with the 500 mega pixel camera, with a 1500mm lens, complete with FLIR and the latest IR image processor , plus an image stabilizer. Even on his day off he has the camera out.

I think I have just jumped to conclusions. Maybe it is not his day off. Maybe he is really working.

Serious Section

Oh! what a disaster.

A wild weather front tore through Avalon airport late Saturday afternoon and caused some severe destruction to tents and light aircraft. One of the army tents blew away and one of the tent poles traveled a great distance through the air, over the high fence and speared into a new Mercedes. How can you fathom this. Of all the cars in the VIP car park, the car speared with the tent pole just happened to be the staff car belonging to the chief of the Air Force.

But the worst disaster happened to us. Of the 6 aircraft turned over onto their backs one was Brian's lovely Savannah. It was very badly damaged and probably will never fly again.

Our camp with our trashed gazebo, and damaged tents.

Our camp before the storm.

The Savannah on its back.

Oh Dear. Brian's lovely Savannah.

A Skyfox also on its back.

This Foxbat was flung into the air and came back to earth on its tail. This photo was taken the following day after it had been put back on its wheels.

Light Hearted Section.

Brian discussing the advantages of his new upturned wingtips.

Brian has decided to copy some of the military designs and reduce drag by removing the draggy tail section.

Serious Again

The news is barely out and already Brian has had a number of people offer to drive to Melbourne to help him get the little Savannah home. Thanks to all those who offered, but at this stage the wings have been removed and Brian has been able to borrow a trailer and the little Hilux will tow it home.

On closer inspection today both Ian and Kiwi had damage to their control system from the violent flogging they received during the very brief passage of the severe microburst.

Thursday morning started very early for John. He went off for a pre dawn shower to miss the crowd in the portable truck showers. The water was freezing but John wanting to clean up after sitting next to those other Boonah guys in the bus really needed a good bath, or shower, even if it was cold. On toweling off afterwards there on the wall was a big sign how to get a hot shower if you are the only person in the truck. The moral. Read the signs first.

The refrigerated trucks that were converted into showers and toilets.

The sign that was in front of John's shower that he neglected to read an as a consequence had a cold shower. The instant gas hot water system needed a minimum flow rate to light the burners, so at least two showers needed to be turned on.

B1 Bomber

The A380 justs fits under Kiwi's wing

Ian and Kiwi pleaded with Brian not to eat those 35 Chili Dogs and onions in the one sitting

Sprung!! (Caught eating an ice cream)

Also sprung. Scoffing ice creams.

Ian under the new Virgin Boeing 777. Brian was the only one of us to go on board and after telling the hostess he knew Paul (she had also flown with Paul) Brian got the VIP treatment, invited to sit in the business class seats and given hot beverage drinks while chatting to the Captain.

The sign is a little hard to see but this aircraft is registered under our experimental rules, as is the Boeing wedgetail that the RAAF is still waiting to commission.

Some pop gun out of the F18.

More of the military display section.

John trying to make a personal phone call, and get away from Kiwi and his camera.

Just what or who is oversized?

The Savannah on display.

The two Drifters in the display area.

Friday night is always the special night display, unfortunately a low fog came in from the south with a ceiling of around of 150 feet and most of the flying display was cancelled. The Military could still operate in this weather with their IR and their special radars. The F111 Did a spectacular dump and burn in the clouds.

After spending a very pleasant night in a motel at Shepparton we departed for Lethbridge on Monday morning. The flyers flew to Lethbridge in one go via Bendigo and Ballarat with a 3 hour flight time. I drove the truck via the country roads of Victoria.

The three Boonah aircraft and a Bushcaddy from SA. tied down at Lethbridge airpark/

John's truck fully loaded with all the gear from the three flyers. Once these guys knew there was a support vehicle available they produced all manner of gear to go to Avalon. Brian put 5 bags in the truck and still kept his 5 metric tonne pod loaded to the hilt.

The second flying Bushcaddy in Australia over from South Australia. At least two people in Australia know a good aircraft when they see one. Drifters rule for open cockpit, and the Bushcaddy is the best enclosed bush plane.

Brian presented Kiwi with a memento from Lethbridge. A working sheep property, as well as an airpark. The owner was pre-warned by Brian about our sheep lover from the east, and he keep his girls locked up in the back paddock at night. On previous visits the sheep are allowed onto the airfield at night.

We all went into Geelong on Tuesday to do some shopping and then to Rays Camping shop for Kiwi to buy a mattress, and Brian to look at the latest torches.

Wednesday morning we flew into Avalon after a one hour delay due to low cloud at Lethbridge. (Lethbridge has an elevation of 820 feet)

More later.

Four of the Boonah pilots set off for the 2009 Avalon airshow. They were Brian flying his Savannah, Ian flying his Fisher Drifter, Kiwi flying his certified 503 Drifter, and John driving his Hilux truck with all the mountains of gear belonging to the flying members.

Kiwi, being the slowest, started two weeks earlier by flying his Drifter direct down to Tony's farm at Gunnedah. Brian and Ian left on Thursday May 5 and had two stops, Inglewood and Moree, on the way to Tony's.

Breakfast at Tony's on Saturday morning. Day 2. Brian is on a diet so is on light rations.

The trusty Savannah in with the farm machinery.

Kiwi wondering where to put the pallet of food in the Drifter.

Day 2.

We departed Tony's around 1030, the flyers going via Narromine and then straight to Leeton. John drove down the highway. Around 6 hours flying time and 10 hours driving time.

Day 2, we overnighted in Brognah. John and Ian drove into Leeton for food, and Kiwi ordered 4 McDonalds hamburgers. Being very naive, we thought he was getting one for each of us. NO! Kiwi ate all four by himself in one setting.

Day 3

John got a start on the flyers by leaving Brognah (Leeton) about one hour before the aircraft left. Ian and Kiwi flew straight to Shepparton, Brian went via Tocumwal because he needed to top up with avgas.

We spent Sunday night first class, by booking into a motel, after finding the caravan park booked out.

On Saturday February 28, the club hosted a L1 workshop. Around 25 people attended the workshop which was presented by our Brian.

The workshop was a basic introduction for pilots in maintaining their own aircraft. However the emphasis was on pilots seeking help if there was any doubt in their maintenance ability.

Special thanks to CASA for providing the funding to run these courses. Attendees were charged $15 by the club for lunch and morning and afternoon teas.

Brian giving his theory lecture.

The Kilcoy guys turned up in force.

Hanger talk discussion during a break.

These guys were doing their own "hands on" thing, while the rest of us were listening to lectures.

Yesterday was our first club meeting for 2009, with a good turnout.

Our wonderful club member Dorothy with her much loved scones.

Our hard working club member Phil, doing the club Bar-b-que. Our military defector member claims that his greatest contribution to the club, was to introduce Phil to us. Thanks for all the effort you put in Phill.

I always thought the "Mouth from the East" got his name from certain words and phrases of endearment he utteres from time to time. Perhaps I have been wrong.

Airfield CFI, Greg, about to adminster public punishment to the Military Defector for some minor infringement.

Some of the nine or so club aircraft taking part in the charity flyover. Look to the right front of the cowl.

President and Senior VP, testing the lifting ability of a Savannah. If you need to know. Brian is a lot heavier than John. In fact it would take two of John to equal one Brian. (In weight guys. In weight.)

Kiwi and Liam on return from the flyover. My God you are such a brave lad Liam. One might even say totally fearless to fly with Kiwi.

The Bush Caddy suffered more cooling issues during its test flying with the rebuilt Jabiru engine. It was found that the right hand bank of cylinders was overheating again and I took to the cowl with tin snips to increase the air intake. This resulted in an immediate improvement, and I decided to take the plane home, turn it into a tail dragger, make a new cowl, and put a window in the roof.

The "bush" improvements that resulted in an immediate improvement to the cooling issues.

The "poor little plane" with wings removed and waiting for the truck to take it home.

Low level, (approx. 3 feet AGL) wingless flight through Ipswich.

Turning into the home paddock.

Just before the New Year we had a GA aircraft suffer engine problems on take off from Boonah. It was a Lake Buccaneer, and the pilot managed to emergency land it in a paddock just to the East of the airfield. I arrived shortly after the incident, and observed the Care Flight crew adminster first aid to one of the crewmembers in front of the clubhouse.

Now enter Paul Bibby from the Sydney Morning Herald. (See link below) He wrote the most disgracefull piece of rubbish about "US". Australia's Recreational Aviators. Please remember this man's name, and watch out for more rubbish coming out of his head, and into the newspaper that employs him.

It is my belief that when this sort of rubbish is reported we must react, and not just accept it and roll over. I believe we need to do all we can to expose the purveyors of this type of deceitful reporting.

http://www.theage.com.au/national/light-plane-deaths-up-more-than-50-20081229-76ty.html

See below the reply by our CEO, Lee Ungermann.

Mr Paul Bibby,

RE: http://www.theage.com.au/national/light-plane-deaths-up-more-than-50-20081229-76ty.html

I do not believe you tried very hard to verify any of the facts presented in your article. This article was a deliberate attempt to link non-related aircraft deaths with our weight increase proposal and yet another example of non-truth made to fit a good story. Had you have bothered to verify the facts you presented in the article then you would have realised that your article was not only wrong in many respects but also extremely damaging to the SMH and the Ages credibility. Had you taken the time to contact the office, myself or our President on numbers readily available on the newsstand or on our website, we would have been more than happy to present facts for you to use in your article.

Recreational Aviation Australia Inc.(RA-Aus) has always tried to build credible relationships with the media, however when first principles of journalism are not adhered to, such as establishing fact, it is difficult for any organisation not to be reactionary.

Here are some facts you may wish to take note of:

1. Recreational Aviation Australia Inc. does not register Glider or Gryo Pilots.

2. The proposed weight increase does not include Gliders or Gyros.

3. Recreational Aviation does not administer Crop Dusters, CASA does.

4. There is not a significant number of Ultralight aircraft represented in the accident statistics.

5. In the past twelve months(2008) only one fatal accident occurred involving an aircraft on our register.

6. 2008 was one of the safest years in the last ten years, despite being the greatest growth area in General Aviation in Australia.

7. Aircraft weighing 600-2250kg are administered by CASA or other self administrating organisations, not Recreational Aviation Australia Inc.

8. The Recreational Aviation Training Syllabus is approved by CASA and is based on the Day VFR Syllabus.

9. A Lake Buccaneer is regulated by CASA and is not the responsibility of RA-Aus.

10. RA-Aus is a member based organisation that receives minimal funding from CASA to administer our aircraft and safety.

a. Our members financially support:

i. Our office structure.

ii. Safety Programs.

iii. Accident Investigation.

iv. Flying School Standards.

v. Our presence at Regulatory Development meetings (CASA)

b. Is a non-profit organisation conducting work on behalf of CASA.

11. Recreational Aviation Maintenance safety outcomes are proportional to General Aviation and no safety case exists that owner maintenance is a significant risk to person or public.

The point is Paul , that RA-Aus is administering the largest growth area of aviation in Australia and is doing it safely in comparison to many other areas of aviation in Australia. Your accident statistics demonstrate that there was an increase in fatalities, so I have no issue with your title or your motivation for the article, but to contact me and falsely claim that the article is about our proposed weight increase is not only deceitful but is a large impact on an area of aviation that is improving its safety record. To report otherwise, without fact, is doing a dies-service to yourself, your readers and also your employers.

The manner in which you sent this email at 8pm the night before(as the article went to print) is also not acceptable and the fact that no contact or indeed a genuine attempt was made with our organisation prior to the articles printing also demonstrates a disregard for the SMH code of ethics. http://www.smh.com.au/ethicscode/index.html . With this in mind, please respect the disclaimer at the bottom of this email.

Right now, 9,000 readers are unhappy with your portrayal of RA-Aus http://www.auf.asn.au/ , the Sydney Morning Herald and the Age. If you are interested in doing what is morally right, I am happy to discuss the facts with you, so that this kind of ambush editorial does not discredit you or your employers in the future.

If the SMH or The Age as your employers are interested in adhering to their code of ethics, I would be pleased to discuss this with them also.

Regards

Lee Ungermann

Chief Executive Officer

Recreational Aviation Australia Inc.

0428282870 / 02 62 804700

These are a general collection of photos taken over the Christmas period, and placed in no particular chronological order

Kevin's Lightwing decided to also take a Christmas break and refused to start. Kiwi and Phil try to give a helping hand

The "Svannah Fly in". I think we had the most Savannah's ever on the field at the one time.

John G. showing his Savannah Mods. 1786 & 1787 to a Tigers club member.

I am sorry, but every club seems to have one. This is ours.

Maybe we have two. It is 5 am, and 10 deg C.

Kiwi exploring the flight envelope of 404 with extreme aft CofG.

Grummo ready to depart on another adventure flight.

Radio and TV personality "Bear" talking to Brian after a flight with Grummo. Sorry, it must be before the flight. He is looking and acting "normal"

The "peanut gallery" watching the workers again.

The lovely Olwin supervising Kiwi with Warwick looking on.

A past Tigers President paid us a visit.

Some visitor after a long wait for a flying lesson. Someone should have told her Greg had shut for the Christmas Break.

We have had a small reprieve on the compulsory introduction of ADS-B into the lower airspaces where it would have a devastating effect on the way we operate Recreational Aircraft. Remember this is only a short term reprieve, and we must continue to fight the compulsory introduction of ADS-B into the lower airspace.

See below the letter to our CEO. Click on image for a larger view.

The Blog Author's recently purchased Bushcaddy blew an engine shortly after its arrival at Boonah. Piston no 5 on the Jabiru 3300 engine had a hole burnt right through it which sent metal bits through the bearings. Club members Brian and Kiwi kindly offered to rebuild the engine for me.

Kiwi at his best. Ripping mechanical things to bits. Club member AO can't bear to watch.

The damage to no 5 piston. All the other pistons were fine.

On December 20, 2008 the engine was reinstalled in the plane and the aircraft prepared for its test flight.

Take a good look at the following series of photos.

Photo one. Here we see Brian and Kiwi working on the engine. But notice Constable Spook in the background under the starboard wing. Club member CS has had almost a year now working for the Government after a stint in private enterprise, and he has studied the Government way of doing things well.

Photo 2. Notice the way CS has now brought in comfortable chairs to sit in, and corrupted Brian into joining him as a non working works supervisor.

Photo 3. CS is showing excellent leadership potential. Notice the way he has, in short order, increased the number of observer supervisors, leaving just Kiwi working.

Last Friday the club had it's 2008 Christmas Party at the Beaudesert RSL. There was a good turn out and I am sure most people enjoyed themselves.

Two of our newer members, Sue and David. Sue is still getting over a broken arm and David has had to help Sue get dressed for work. He tackles this task with some relish. Sue said she has had to use the command "Hands Off" quite frequently lately. (For those non flyers, Hands off refers to when the second pilot in a tandem seater removers their hands off the control stick. Somehow I don't think Sue is using the aviation meaning)

This is an act of cruelty by the Kiwi. Those in the know will see the harm it can cause one who is trying to move the C of G towards the rear of his aircraft.

Steve and Norm

President Brian, and his lovely wife Bev.

"Batman and his Child Bride made the trip up from Gunnedah

One of our tables. Mike and Kev in the starboard foreground.

Kev, Mike, Warwick and daughter.

And then there is always the feral ring in.

Some of our club members may not be aware that our Kiwi club member has been striving for a year now to upgrade Drifter 404 to a 582 power plant.

The reasons for the power upgrade are obvious. This hard working club member is now entering middle age, and another birthday is due on December 6. It is a time of life when Kiwi's belly starts becoming larger, his personal MTOW becomes significantly greater, and his need for comfort on fly aways greatly increased. See bottom photo. When Kiwi eventually turns 60, in the not too distant future, he will need to upgrade yet again to something in the order of 100 plus HP and install a 10 metric tonne pod under his Drifter. Just like Brian has had to do on his Savannah on entering the 60's)

Some Kiwis don't like to show their face in public. I mean, it is not something you would want to advertise too much in Aus. Would you?

This is 404 fitted out for a one day "Fly away". Now that Kiwi has moved into middle age, he really requires those little extra comforts that people of advanced age require. Of course the extended (weekend) fly away kit is significantly larger, and often requires Kiwi to ask other club members to carry some of his gear with them. These personal comforts also include a personal fan in his tent. (see below). And I have it on good authority that on cold nights one can even find an electric blanket in one of his tents.

The personal fan in Kiwi's tent. Now that he is old. Old for a Kiwi that is, Kiwi requires lots of personal comfort items.

Anyway, the reason it is taking Kiwi so long to do the conversion over to the 65 Hp 582 is MONEY, or lack of same. Well I have just come across a means for our Kiwi member to get bulk amount of cash dollars quickly. He just needs to go down to Queen Street in Brisbane, for perhaps only one weekend. All he needs is one small poster, a large plastic rubbish bin, and copy the sign the Kiwi beggar below uses.

Please read on.

Bruce and Trevor are beggars.

They beg in different areas of Bondi.

Trevor brings home a suitcase FULL of $10 notes every day, drives a Mercedes, lives in a mortgage-free house and has a lot of money to spend.

Bruce says to Trevor “I work just as long and hard as you do but how do you bring home a suitcase full of $10 notes every day?”

Trevor says, “Look at your sign, what does it say”?

Bruce's sign reads “I have no work, a wife and 6 kids to support”.

Trevor says “No wonder you only get $2 - $3 per day”

Bruce says... “So what does your sign say”?

Trevor shows Bruce his sign.... It reads, -

“Home sick Kiwi. I only need another $10 to move back to New Zealand”.

xxxxxxx

Don't forget. --- Andrew Thomas Dunning (Kiwi) has a birthday on December 6

On Sunday November 16 2008, we had the club AGM There was a good turnout and the old executive was returned for another year.

Two of our really, really, old pilots. Both in their 90's I think. However not as old as Brian really is, or as old as Kiwi looks.

Some of our members with their pets. I meant pet (the little brown and white one on the floor)

Two executive members and visitors

Two of our hard working members. A special thanks to Phil and Kev for their efforts at the bar-b-que on our club meeting days. These two guys do an excellent job.

Past President Brian, and soon to be returned President. I think he is reflecting on the election outcome. Has Kiwi done enough work to rig the vote?. Being serious, Brian was re-elected unopposed. He and his team have done an excellent job of making this club renowned as being one of the most friendly flying clubs in the country.

Grummo and his lovely lady Olwyn. But do I sense Grummo has perhaps done something wrong, like not taking Olwyn for a fly. Normally you could not slide a playing card between their seats.

Sykesy's very well presented aircraft on AGM day. The female decal is not that of long lost girlfriend, but that of his lovely wife Janelle.

Yea, I know Kiwi. You would have a sheep on the front of your Drifter if you could only draw.

Below is part of our submission to CASA for a weight increase. Both new and older members may be interested in this section as it details our history and safety stats.

Sorry, I can't seem to bring over the graphs.

John McK

JUSTIFICATION FOR CHANGE

HISTORY

CAO 95.10 was introduced in 1976. The rules were draconian, because it was all about control in the name of safety. In those early days the participants were not allowed to fly above 300' and they were not allowed to use two seat training aircraft. The engines were single ignition two strokes, (at the very beginning converted mower engines) so it is little wonder that untrained pilots who suffered from a sudden loss of noise, stalled at low altitude or had little option but to land straight ahead regardless of terrain and where only limited by the current days rules and red tape.

The fact that anybody survived those first few years is a credit to man's ability, fortitude and ingenuity. The fact that people insisted on re-inventing the wheel was a price that had to be paid to achieve the innovation in regulations, materials, engines and electronics that the movement enjoys today.

HISTORIC FACT

It is also now a historic fact that those very rules, which were put there to "protect" the public in fact, took a heavy toll on the participants.

Explanation of RA-Aus Membership Vs Fatal Accidents.

The repositioning of weight and performance barriers has had no impact on the general public over the history of RA-Aus but has meant huge safety benefits for the pilot/participants.

Ø 1985 CAO 95.25 "Flight Below 300" was raised to 500' and legalised two seat training approved. MTOW was increased to 400 kg. Within two years there was an improvement in the accident statistics. 1985, Fatality to membership ratio 1: 230, two years later 1: 480.

Ø 1990 CAO 95.55: Height limit was raised to 5000', (Higher with operational justification) MTOW 450 kg. Once again within the two year period we see an improvement in the fatal accident record. 1990 1:480, 1992 1:600.

Ø 1993 CAO 101.55 amended to allow 480 kg MTOW in accordance with energy formulae. The improvement trend continues with an improvement in the safety statistics. 1993 1:825, 1995 1:1800.

Ø 1998 CAO 95.55, Introduction of Amateur Built (Experimental), 544 kg MTOW. This was the start of a membership number increase, which has continued until the present day. There was a spike in the accident rate 2002/2003, (almost parallel to the increase in participant numbers), however a perusal of the accidents does not reveal any obvious pattern. They appear to be random events and since then, the trend is once again showing a continuing improvement in safety. The introduction of 544 kg. has allowed the use of four stroke engines and the legal carriage of both extra fuel and passengers.

Ø 2006 CAO 95.55, Introduction of LSA 600 kg. MTOW.

Ø 2006 Introduction of RA-Aus formalised Accident Investigator Training.

Ø 2007 Introduction of Human Factor Training to RA-Aus Instructors.

Ø 2008 Mandatory introduction of Human Factor Training for all Pilots, Instructors and Students.

In the 25 years that RA-Aus/AUF have been keeping records, no member of the public outside the aircraft has suffered any injury caused by an RA-Aus registered aircraft.

This graph is based on an average of 25,000 Class two medicals for both 2005 and 2006 and 6000 RA-Aus members in 2005 and 7000 in 2006.

2005 Private& Business Fatalities = 13 Source ATSB web

ratio 25000: 6000= 24%

24% of 13 = 3.1

2006 Private & Business Fatalities= 20 Source ATSB web

ratio 25000: 7000= 28%

28% of 20 = 5.6

Note:

The use of fixed wing statistics rather than including weight shift statistics is to use similar types of aircraft to get a fair comparison and is based on CASA 1988 Regulations, which delineate between the two groups for licensing purposes. (Group A and Group B ultralights) 2007 -2008 statistics on class 2 medicals was not available at the time of writing.

It should also be remembered that members of Recreational Aviation Australia Inc. members are informed participants in their chosen activity. Thus meaning that any participation is under taken at their own risk and that they are aware that the operation of aircraft involves and element of danger.

In the opinion of Recreational Aviation Australia Inc. an increase in the MTOW from 600kg to 760kg mitigated by the limitations of 2 occupants only, a stall speed of 45kts in the takeoff configuration and being limited to Day VFR conditions in the opinion of Recreational Aviation Australia Inc. does not constitute an increase in risk to the Australian Public or indeed to RA-Aus members themselves. In fact, the greater useable payload that the aircraft is able to legally carry can in fact increase safety in terms of greater carriage of safety related systems (Ballistic Rocket Systems), emergency rations and safety equipment, not to mention the safety benefits of increased range.

Conclusion

Recreational Aviation Australia Inc. supports Option 3a without any changes. RA-Aus believes that this option gives the maximum amount of flexibility, authority and autonomy to an RAAO to administer recreational aircraft up to 760kg MTOW.

Option 3a also enables Recreational Aviation Australia Inc. to carry out administration of aircraft up to 760kg MTOW using its current practices, without altering operational procedure to administer aircraft between 600-760kg MTOW under Part 91.

Recreational Aviation Australia Inc. proudly supports the view that past increases in MTOW that have been granted to AUF/RA-Aus over the 25 year history of the organisation have systematically enabled greater safety and personal freedoms to many RA-Aus members. Recreational Aviation Australia Inc. regards the weight increase to 760kg MTOW as a further extension of this safety and personal freedom to our membership, whilst giving a section of traditional General Aviation the choice of administration.

Recreational Aviation Australia Inc. has established itself as a capable leader in aviation self administration of aviation in Australia and looks forward to the challenges and safety benefits that administration of aircraft up to 760kg MTOW will bring.

In testament of the anticipated safety benefits of the increase to 760kg MTOW, attached as per CASA’s request, is a listing of members that agree with the position of RA-Aus in relation to the weight increase to 760kg. This listing is supplied to assist CASA in the correlation of the results of the DP from RA-Aus and is in addition to the hundreds of responses already received by CASA.

Lee Ungermann

CEO

Recreational Aviation Australia Inc.

New rules for pilots operating at non-controlled aerodromes
New rules relating to minimum required calls by pilots operating at and in the vicinity of all non-controlled aerodromes will be finalised and introduced in the first quarter of 2009.

The rules will replace current regulations which stipulate mandatory calls at designated non-controlled aerodromes, known as CTAF® aerodromes, and for straight-in approaches at all non-controlled aerodromes.

The rules will ensure pilots of radio-equipped aircraft operating at and in the vicinity of all non-controlled aerodromes make the radio broadcasts that are necessary to ensure ongoing safety.

These rules will be designed to establish safety outcomes and provide consistency in radio use. The decision to finalise these rules has been made following extensive consultation with members of the aviation industry and a thorough analysis of current operating arrangements.

The decision also follows recommendations made by a study commissioned by the Office of Airspace Regulation to look at the relative safety benefits of CTAF versus CTAF®.

The study has made several recommendations pertaining to operations at non-controlled aerodromes, including the recommendation that a limited number of radio calls be mandated.

The CASR Part 91 Control Board was also asked to review recommendations relating to radio calls, made as part of a National Airspace System (NAS) 2c post -implementation review conducted in 2006 to provide advice to CASA on what radio calls should be made.

CASA also sought advice from the Standards Consultative Committee (SCC) through two sub-committees: the Operational Standards Sub-committee and the Airspace and Infrastructure Users Group.

CASA’s priority is the safety of passenger transport operations. CASA is confident the decision to mandate minimum required radio calls in the regulations will provide guidance and consistency to pilots and ensure passenger safety is maintained.

From early 2009, pilots of radio equipped aircraft will be required to make the radio calls that are necessary for safety purposes when operating at or in the vicinity of a non-controlled aerodrome.

At a minimum, radio calls will be required:

When the aircraft enters the "vicinity of an aerodrome"
Immediately before joining the circuit pattern or, in the case of a straight-in approach, at least 5 nm from the threshold of the runway
Immediately before, or during, taxiing
Immediately before entering a runway.
Regarding aircraft that are operating in the “vicinity of an aerodrome,” a call will be required at 10 nm or eight minutes flying time from the aerodrome, whichever occurs first.

This rule will apply not only to aircraft that are inbound to the aerodrome, but also to aircraft that are overflying the aerodrome or simply transiting through this airspace, if the aerodrome is depicted in the aeronautical charts and the aircraft is flying at a height that could put it in conflict with aerodrome traffic.

The regulations, aeronautical information publications and industry education publications will all be updated to ensure they contain consistent requirements and advice on radio broadcasts at non-controlled aerodromes.

A Notice of Final Rule Making (NFRM) will be issued as soon as legal drafting can be completed, with the expectation that the new rules will be introduced in early 2009.

CASA will provide extensive training and education for pilots on the new rules, prior to their introduction.

Also, feedback is now sought from industry on the remainder of the recommendations from the CTAF versus CTAF® study. Written comments on those recommendations are sought by Monday, 1 December, 2008.

You can contribute your feedback either by e-mail to: info_oar@casa.gov.au or to The Office of Airspace Regulation, GPO Box 2005, Canberra ACT 2601.

The RA-Aus had a presence at the Amberley Airshow on October 4th and 5 th. The Boonah guys are what made it happen. My special thanks to those club members who flew their aircraft into Amberley, manned the stand, and answered the thousands of questions.

Also you showed great restraint while the general public first head butted, and then poked and prodded your aircraft, while their kids peed on your seats, pinched your knobs, and turned on all your switches.

A special VIP guest at the stand. Air Vice Marshall Mark Skidmore, Air Commander Australia, tries out the Tecnam for size.

New Technical Manager, Steve Bell at the display tent. President Brian in the background.
Steve really earned his keep, not only ready to answer questions, but pitching in and helping with the setup and dismantle of the display.

Number one Grandson was also at the show with his Dad Paul. Look at Sammie's eyes. All eyes are on the Winco.
If other kids can flail the stick around and rip off the knobs in Sike's plane, why can't my Grandson?

Boonah CFI and budding photo man, tries out the left seat of the C17.

Some ring in Feral trying out the right seat of the C17, and pretending to know what the pistol grip sticky thingie does. It must be broken as it never went "pow-pow" when he pulled the trigger.

Just as well we never had that Drifter flying sheep lover with attitude with us. There were genuine sheep skin seat covers on the seats.

Sikse's plane attracted a lot of attention. Being truthful here it was only the good Shade, and the busty graphic on the nose that caught peoples attention.

The display before the gates opened

The display after the gates opened

Brian's aircraft also provided some shade, and his fuselage provided a handy back stop for one "gentleman" and his metal folding chair. I never realized that when you rock back on your chair against a secured light aircraft it is "elastic" and the spring back provides a rocking horse movement to your chair. Real cool.

Next time Brian ties down his plane at Boonah we should all have a go and see who can get the best rocking motion going.

Two visitors came in looking for shade, and stayed. Brian and Ian seem very pleased. Just look at their faces and cheesy grins.

A Full House around Greg and his aircraft. Can you even see his aircraft?. Greg is now going to need another 20 training aircraft and 50 more instructors to cater for the demand. Then again then these people could be just "tire kickers" or ghoulish people coming to see for themselves those little planes that kill people all the time. In fact they must believe we kill thousands of us every year. Even I became scared when I heard some of the talk, I had no idea we were so dangerous.

Being serious, I hope we gave good and practical advise, and countered some of the myths.

John McK

New RA-Aus President. - The RA-Aus has a new President. Eugene Reid from Tasmania. Eugene is not new to the Job having spent a number of years as President in the past.

Changes to CAO's

Project OS 08/13
Early implementation of certain proposed CASR Part 103 standards via CAO

CASA are going to bring forward some of the privileges we were to get in Part 103.

The main items for us are access to CTA/Restricted airspace, and the removal of the 5,000 ft ceiling for RA-Aus aircraft.

The HGFA will also get access to airspace above 10,000 ft for their hang gliders (provided they are on O2) , thus giving them privileges similar to the GFA

This scribe has just returned from 10 days skippering a Power Catamaran around the Swain Reefs. So what has this got to do with the Flying Tigers? Well, if you bear with me a little, there is a little human interest story here about club President, Brian. (Rambo Brian)

For years, while sitting sitting under the wings of our little aircraft on flyaways, Brian has told the story about how in the early days of the Vietnam war when he was a young and fit "Rambo Warrior" (Stop laughing Kiwi. Brian was young and trim and fit way, way, way, back in the 1960's. ) Anyway Brian would tell this story about a time when he was with an American Platoon that was ambushed by a great number of warriors from the other side. The young, and inexperienced, US Platoon Commander in charge, called in an Artillery Strike on the enemy. This Fire Support was to be provided by a Kiwi Artillery Battery. (Yes back in those days NZ actually had a small army with real guns) Anyway the young Yankee Platoon Commander called in the Artillery on to his own co-ordinates and not those of the enemy. The Kiwis sprung to life and dropped their high explosive shells right down on Rambo Brians platoon. The result was a number US soldiers were killed, and our Brian was blown up, and woke up in hospital some days later. (And you used to wonder why we pick on Kiwi so much)

President Brian, with a look of glee in his eyes, after he had taken a pair of side cutters to the "toys" in my Drifter. (A weight reduction exercise)

I am getting to the interesting part. One more minute.

Well while walking down the marina finger to the boat for this trip I ran into "Kiwi Paul" and hence my memory was jolted for this story.

Kiwi Paul, who I recently ran into again. Note the name on the boat.

A couple of years ago I delivered the Power Cat I was about to take to the Swains, to Rockey from Brisbane, and the owner had asked "Kiwi Paul" to come along as crew. Well on the trip, while sitting up on the flybridge with Paul and the boat on autopilot, Paul and I were talking about our youth and he mentioned he was a gunner in Vietnam. I asked him if he knew about the incident of the Kiwi Gunners blowing the American and Australian soldiers by mistake. Well he said to me. "Do I know about it. What a terrible thing. I was the Gun Sargent in charge". Well I looked at my mobile. It had 2 bars of signal so I rang Brian and said. " Brian. Remember that time when the Kiwi Gunners blew you up in Vietnam" He said "Yes" I said, "Would you like to talk to the Kiwi Gunner who bombed you" and handed the phone to Paul.

What a small world.

Just in case you are wondering, there is no animosity here with Brian. They were Kiwis, and Kiwis "Don't know what they do"

Here is a little update on the happenings at Boonah lately. This weekend we had a very informal fly in Drifter Breakfast. The weather was not the best with very strong westerlies and a lot of mountain wave rota.

Two very welcome visitors from over the border. Mama Chook and Papa Chook flew in in the "Chicken Run" Their trips over the mountain range were apparently quite rough. A reliable source (That sheep loving mouth from the east) Reported that fellow Kiwi Papa Chook was quite terrified on the way home, and it took all the skills from from that very calm, lovely, and capable, high time right seater, Mama Chook, to keep him calm enough to negotiate the mountain wave safely.

The "Chicken Run" Savannahat at Boonah 6/9/08. This aircraft is the "Home away from home" for Mama and Papa Chook.

Why is this aerial vehicle called "The Chicken Run" ? It keeps the chooks away from the foxes - Silly.

The "Chicken Run" has recently returned from a long distance outback cruise through three states and across the Simpson Desert. They also sought lodging, at great risk, in the underground dug out (fox holes) at White Cliffs township.

Some of the Boonah pilots soaking up the sun. I am not quite sure just what Brian said to Kiwi, but by the looks of it, he is taking it quite hard. Ian had to look away to stop further embarrassment to Kiwi. Member KM overheard the conversation han has looked uo in utter shock. Oh Kiwi. What have you done now?

Could this be Michael Jackson in a Drifter? Or perhaps it is the "Invisible Man"

This creature has also been seen regularly around the Boonah airstrip. There are reports that this is either Santa on a fact finding mission about the bad behaviour of a certain member (No Chrissie present this year Kiwi), or he is from a local Yowie clan.

The August club meeting. (Not too many here) I took a photo of that wonderful, scone provider club member, but it turned out blurred. I will try to snap her again next time. However we all really appreciate those wonderful scones.

This "nameless" member is sleeping it off after some serious interview sessions with four potential right seaters for the trusty Lightwing . This latest interview and selection session was quite compressed, onerous, and very tiring. It was completed in one, full on, 13 hour period.

However there may be light at the end of the tunnel. The member advised your scribe just yesterday, that interviewee number 19 is looking quite promising.

This guy just can't help himself. Here he is getting stuck into the "Bush Pig" trying to rip off the exhaust manifold without removing all the bolts. He even took a block of wood to the exhaust.

Sometimes manufactures put some bolts at the back where you can't see them. In Australia this little fact is taught first up, to the first year apprentices who don't already know it. Most Ausie kids have already learn't this from their Fathers by the age of two. Apparently in NZ, the thinking is "If you can't see it, it ain't there" The Kiwi mind can't fathom something being there if it is not visible.

I took my first trip to Oshkosh this year, absolutely amazing, but that is another story.

While there I went to a presentation by the FAA on ADSB. First I was surprised by the poor attendance at the presentation and I can offer no explanation why this would be so. Perhaps Americans are apathetic, perhaps they think 2020 is a long way away, or perhaps they don't understand the term "The devil is in the detail"

The FAA and other authorities are well into the roll out with contracts for ground stations signed and work progressing. The FAA asked for industry and pilot submissions and feedback and received over a 90 % NEGATIVE response. But as the roll out was so far advanced I personally got the distinct impression that this "consultation process" was purely only lip service so they could claim "We consulted with pilots and the industry" After the presentation I personally went up to the FAA presenter and talked to him privately. I asked him were there concerns about the extremely negative response. He told me "NO". He said there were 1271 negative and 101 positive submissions. He said they expected much more. Perhaps the American GA pilot fraternity may regret not responding more aggressively on this in the future. It could also be that, say an organization like the EAA with tens of thousands of members responded in the negative, and the FAA classed this as one negative response.

Now to the technical side of things. There are good and bad here. The "good" is this will not become compulsory until 2020 and like in Australia only the uplink (out) will become compulsory. It will only become compulsory above 10,000 ft and it will only apply to "high usage" airports listed in their document 41 CFR part 91

Now the bad. The compulsory (out) must be TSO'd (certified) and maintained by certificated technitions. It must be hard wired (with seal?) and must not be able to be turned off by the pilot. The current cost of available units by approved manufactures (Garmin being one) is US$10,000 PLUS instillation. Instillation alone is many thousands of dollars.

ADSB is to be considered a "primary" and it will also be compulsory to keep and maintain a "secondary" mode C transponder. New aircraft, or those wanting to fly in the ADSB airspace must fit and maintain both ADSB out and Mode C.

Also the current control "steps" will go and a wall will drop down from 10,000 feet to the surface with a radius of 30 miles. Here is some of that "devil in the detail" Those pilots who think they will be able to fly around the US at 1,000 to 5,000 ft and stay out of ADSB airspace by flying under the steps are in for a big shock. If you look at a US aviation chart and put a 30 mile radius around their "RPT" type airports you don't get much "free" airspace left, except in the desert, and the military have a big chunk of that.

Now for the "conspiracy people." Currently there is a big push in the US for "user fees" The Government wants to charge a $25 per flight user fee. This is being strongly resisted by the GA people and is currently held up in Congress and the Senate, but not defeated. President Bush has threatened a veto if some form of user fee on GA is not passed. With ADSB that can't be turned off their Airservices people will be able to not only charge a per flight fee but also a charge per mile fee. As the safety factor for pilots is the "IN" component, the conspiracy people may have a point here in that this is all about tax revenue and surveillance.

Everyone I spoke to including the FAA people privately acknowledge that the primary reason for ADSB is surveillance and income generation, and cost saving on new Radars.

The "conspiracy people" also believe (and this is something I never considered myself before) that it will allow the different US Government agencies to make extensive use of UAV's to fly all all over the US. For what purpose I am not sure.

I also saw ADSB "IN" working. You can currently buy ADSB IN and OUT for $20,000 However the manufactures said that the "IN" component will get very cheap due to competition and the fact that it doesn't have to be certified. It seems to me that if it has to be certified it becomes a license for the manufactures to print money. The massive extra amount they charge for a certified product seems to me, way out of proportion to the extra work of compliance.

We must be very vigilant here in Australia and be prepared to be very political. Once the Government installs a tax income stream it is very hard, if not impossible, to remove. If you don't believe this consider how hard it would be to get the State Governments to remove speed cameras where they are shown to have no safety benefit.

John McKeown

Club member John (me) went to Oshkosh this year. (my first visit).

What an amazing place. Over 14,000 aeroplanes flew in for the convention, One hundred Bonanzas, that is 100 Bonanzas flew in in one massive group. There were 40,000 people camped on the airfield. There was too much walking, but you could catch one of three different area trams, or a number of buses to get around. There were so many planes on the northern tie down area that they even had express buses that made their first stop at row 600. That is right row 600. and that is just the northern area. There was central and southern areas as well. Over 600,000 visitors were expected at the show, and there were over 800 trade booths. Just huge.

At the entrance gates

There were a number of very light personal jets for sale

There were also little ultralight "pure" helicopters

How about this. A Jab look alike on steroids, with a fat belly.

There was room for a camping table and a double bed in the back.
.

There were two new CT's built for the US market, one composite and a metal one for those people who would only buy metal. They came with a number of changes, including a bigger cabin and longer fuselage. Of interest is you could buy the base model (steam gauges) for under US$90K, and under US$100K for a glass cockpit.

This also intrigued me. These people are getting in very early for the afternoon airshow. There is just a painted line on the grass near the main runway. There are no fences or barriers, and I never saw one person or child cross that line. Can you imagine that in Australia.

This is a great concept. Another version of a flying car.

If you worked for the Feds you had to have a gun. I think even the tea lady might wear a gun.

The Bushcaddy stand. They had both a tail wheel, version and a nose wheel version. One item of note is the cabin is now 2 in higher.

I found I was attracted to bush aircraft with big wheels. (And no. This has no relevance to what you are thinking Kiwi.)

This was a bit disturbing and I personally thought a bit over the top. This was one of a number of crashed planes you could buy, but this one came complete with heavily blood stained seats and "other bits". I probably should be politically correct here. The seats, to my untrained eye, appeared to be heavily bloodstained.

John G has published some photos of his trip to the Camel Cup at Marree.

Click on Camel Cup to go to the link.

After being delayed one day the boys eventually got away and over the range.

Lake Moogarah looks good with a bit of water in it after such a long time nearly empty.
Camped over at Mitchell on the first day. The guys were well looked after by Rod. Except some of the guys claim he gave them all colds.

The guys doing a fuel run into town at Surat.
Camped over at Surat
Brian in the Swag at Lightning Ridge
Most nights were very cold with ice on the aircraft most mornings.

Set up camp in the airport lounge at Millmerran
Bob cooking breakfast Millmerran
Photo of Cunningham,s Gap on the way home.

Hi All,

Have a look at this site. There are some fantastic photos by Shaun Lunt, a young doctor from California, taken during a flying holiday to Alaska in 2007.

Sadly Shaun was killed just a few weeks ago during a similar trip. He was with a flying friend when he did some low level orbits around a beached whale. He stalled the aircraft and spun in. A terrible loss for someone with so much zest for life.

Click on the words "site" and "stalled" above, or copy and paste the links below.

http://shaunlunt.typepad.com/shootings/
http://www.ktuu.com/global/story.asp?s=8447163

Hi All,

All RA-Aus members will soon be getting a CD copy of the new Ops. and Technical Manual with the July Magazine. Included will be a "Bonus Section" of John Brandon's excellent Tutorials, an electronic version of AC43.13 "Aircraft Inspection, Repairs and Alterations" and AC90-89A "Amateur Built Aircraft and Ultralight Flight Testing Handbook, and a copy of CASA Visual Flight Rules.

The new Ops. Manual will become effective on August 1, 2008.

PLEASE, don't ring the office about questions straight away. Even if only 10 % of members ring in that is nearly 1000 inquiries and will totally overwhelm the office staff.

We, the board and office staff copped a lot of flack by a very small minority of members by going electronic here, but we have saved your organization tens of thousands of dollars that can be better spent elsewhere, and have given you a bonus section that would be cost prohibitive to send out in printed form. If you are a special case and don't have access to a computer you can request a printed copy of the manuals only. You won't get the bonus section in print form.

A special thanks needs to go to board member Lynn Jarvis from SA who voluntary did a lot of work on the bonus section.

John McK

Four Boonah aircraft managed to get over the range yesterday (Sunday July 6) on a 7 to 10 day flyaway. After being held up for one day, the aircraft managed to get over the range and away from most of the rain and low clouds.

Kiwi,s Drifter was one of the four.

Ian's Fisher Special Drifter was another of the four. The other two were Grummo's Jab and Brian's Savannah.

The first stop was Chinchilla, and then on to Mitchell for the night, where they were met by a fellow Drifter pilot who gaqve them accommodation for the night.

Monday's plans are to back track to Roma, and then fly south to Surat.

Paul McKeown, a founding member of the Flying Tigers, and the original CFI at Boonah when the Tigers was formed, gained his Command Appointment with Virgin Blue Yesterday. Many long and hard months of training, study and simulator testing, was followed by a rigorous two days of extensive flying line checks.

Yesterday afternoon (1/7/08) and only a few weeks after his 33 rd birthday, Paul, having passed all the extensive lead up exams, simulator tests, aircraft "type" exams and command tests on his first attempt, passed his final flying line checks, and was given a command appointment. He was presented with his four bar epaulets yesterday afternoon.

Paul, in his youth, was the youngest AUF/RAA CFI (Chief Flying Instructor) and had to get special approval from CASA. (The government body)

Paul was also the Youngest Chief Pilot in Australia when he worked for Pearl Aviation in WA, and also needed special approval from CASA

I admit I am biased here, but this blog author is one mighty proud Dad. Well done Paul

Paul at his old day job (Right Seat) Although Paul has been doing a lot of Left Seat flying lately, it has been command flying "under supervision" From today Paul flies Left Seat as "Pilot in Command"

Paul, his "Super Mum" wife Kath, and children, Georgia, Sammy, and Harry.

Paul about to go for a fly in Ian's Drifter. For Paul, flying is a passion. It is a Job, a lifestyle, a sport, and a recreational pursuit.

But, being realistic in these matters, we need to get back to basics here. The basic and real over riding fact is Paul is DRIFTER TRAINED. As all the important pilots know, if you really want to fly with the eagles you need Drifter training.

If you don't have Drifter time you just won't ever really cut it as a top pilot.

Having respect for Bev, I have published this as a separate post even though it occurred at Bev's birthday party.

One of the performing artists was Marilyn Munro. I for one, and I am sure all the other Tiger members were quite shocked when MM felt such an attraction for that sheep lover from NZ that she came down from the stage and actually planted a big sloppy kiss on his forehead.

I myself was even more shocked that our NZ member loved it. Why, it was only the previous day that I had to protect my Ugg Boots from his amorous advances.

Could it be that this member actually finds the Homo Sapien female attractive? Perhaps it is by choice that we have never seen him with a girlfriend (or boyfriend) Maybe he just hasn't found the right Homo Sapien to fall in love with.

Until now I never knew MM was sexually attracted to the odour of lanolin. But there you go, you learn something new every day.

Bev, the lovely wife of our club president, celebrated her 60 th birthday during the week, and here she is celebrating at a special lunch at the little theater restaurant.

Happy birthday Bev from the blog author and all the the Flying Tiger Club members.

We all think you are a very special person to be able to accept and put up with Brian and his aviation habits, and in particular his weird collection of aviation friends.

May the next 10 years be very special for you. Once again, Happy Birthday.

Bev on stage winning the general knowledge quiz, proving, even at 60, she has still "got it" Well done Bev.

One of the highlights of the birthday party was the appearance of "Elvis" doing a special presentation for the birthday girl.

This Lightwing is one the clubs most immaculate kept aircraft. Owned and flown by Kevin M.

Club member Kevin M. and his immaculate Lightwing

Club member Gary taking a lunch break out from installing a new Rotax four stroke engine in his Quicksilver.

Gary had an engine seizure with his previous 2 stroke engine and has decided to go with more power and reliability with a new Rotax

The new 80 hp 912 Rotax installed

The time has come for John to sell 746, and in preparation for sale he needed to send 746 to Jenny Graig, aka Brian and Kiwi, to lose some weight.

Just look at the faces on these two weight reduction zealots. Provided they inflict their methods on others they are full of destructive glee.

Kiwi taking the side cutters to the wiring powering John's "toys"

I am actually embarrassed about this. All this "optional extra" gear came out of the Drifter. The dive weights were needed for weight and balance reasons.

Being serious, it just goes to show how things can compound on you. All in all, 16 kilos came out of the Drifter. In my pitiful defense I can state some of the gear was safety related like two water bottles, a first aid kit, a litre bottle of two stroke oil, and a basic tool kit.

That mouth from the east, that sheep lover from over the Tasman, has also stated publicly that John could easily pull out another 20 Kg from the the front seat of the Drifter or any other plane he flies by removing "extraneous" weight from his belly. The sad truth is I agree with him.

We all know how much Grummo and some of the other Jab drivers complain about their cold morning start problems. Well after coming across a book by F. Potts " A Guide to Bush Flying" he has a chapter about cold starts in Alaska.

Grummo and others, you have it so, so easy. In fact you have it so easy, you don't even have a problem.

Extracts from "A Guide to Bush Flying"

Section I: Equipment and Environment

Part IV, Chapter 12: Preheating Equipment and Methods

Engine Compartment

“Aviation fuel is distilled with a much lower vapor pressure than automobile fuel so that during the climb to altitude engine failure will not be experienced due to vapor lock. What this means from an operational point of view is that once temperatures get down to -9 degrees C, the engine will require preheating so the fuel can properly vaporize for ignition.” (Aircraft using mogas will experience vapor lock at a much higher temperature) Take note here guys. JM

Compounding the problem, at about -21 degrees C most oils (the exceptions being synthetics like the discontinued Mobil AV-1) become too thick to lubricate the cylinders and bearings properly, and if you could manage to start your engine at this temperature (by heavy priming, or a bit of mild preheating), the wear that would take place until the oil began to flow would probably be equivalent to more than 50 hours of normal operation.

(Mike Busch, the Cessna Pilots Association's engine specialist, claims that one cold start at the lower temperature extremes can cause as much wear as 500 hours of normal cruise operation)

There are no convenient ways around these problems, and, like the FAA and taxes, they are a fact of aviation life

The best bush preheating rig is one that uses a simple old-fashioned gasoline blowtorch that can be operated on avgas taken directly from the airplane's fuel sumps

Blowtorch and stovepipe method. The equipment list for this system consists of a small fire extinguisher, one or two gasoline blowtorches, three lengths of 3" stovepipe, an insulated engine cover, and a two- or five-gallon metal gasoline can. Here is how the system works:

1. After the last flight of the day, the oil is drained from the engine into the gasoline can. Quick-drains should be installed on all airplanes in the fleet to facilitate this daily chore.

2. The can of oil is taken inside your office or home, where it is placed near the stove so it can be kept warm until needed again.

3. When the airplane is to be called into service, the can of oil, with the lid removed, is placed on top of the stove and heated to about 122 degrees F/50 degrees C.

4. While the oil is warming, take the three lengths of 3" stovepipe and fasten them together. Place one end inside the engine compartment and temporarily rest the other end on the ground. The best place for the pipe to go into the Super Cub's engine compartment is on the right side by the brace to the exhaust stack. With the Cessna 180/185, it is best to drop the right cowl-flap and place the pipe there (see illustrations 28 and 31).

5. Carefully light the blowtorch away from the airplane, and when it is operating properly place the nozzle into the lower end of the stovepipe.

With the Cessna 180/185 and 206 you should use two blowtorches, and these must be placed in the same pipe (see illustration 31). Never use two pipes, one going to the right side cowl-flap and the other going to the left side cowl-flap, because of the danger that one of the blowtorches might go out, while still spraying fuel into the stovepipe. The second torch could then ignite the fuel inside the engine compartment. With both torches in the same stovepipe this danger is averted.

6. Adjust the insulated engine cover over the top and sides of the engine compartment so the right cooling air-inlet, behind the prop, is covered and the left air-inlet is open (see illustration 28). This is done to allow the heated air to pass over the engine and out the far side, taking the cold with it. Remember, heat-circulation is the name of the game. When using combustion heaters, if both air-inlets are blocked, it will take longer for the engine to reach starting temperatures.

7. When the engine is warm enough that the prop moves freely and the carburetor or fuel-injector is able to vaporize fuel correctly (about 45 minutes at -4 degrees F/-20 degrees C; 1+20 at -40 degrees F/-40 degrees C), the blowtorch(es) can be turned off and set aside to cool. At this point the hot oil is poured into the engine, three or four shots of priming are given, and the engine is turned over four to six times by hand. It is now ready to go, and should start on the first turn of the prop.

Battery

Cold also affects the battery; at seriously low temperatures it will not have enough power to start the engine. In the bush you must either remove the battery and take it inside for the night so it can be kept warm, or you must handprop the airplane for the first flight of the following day."

And we think we have it bad on cold mornings.

The RAAF are putting on an Airshow on the 4th and 5th of October. There will be a civilian component where the RA-Aus will have a presence.

Nick Sigley and I will be the organizers for the RA-Aus component, and I in particular would like anyone who has some special ideas on how we can make our group really stand out to pass them on to me on. (0438728311) or send me an email.

I would also be looking for a tribe of helpers so if you think you can assist in some way please let me know. ( I already have a number of the Boonah people in mind)

John McKeown

Gold Coast Sports Flying Club

The Gold Coast Sports Flying Club, Heck Field, Jacob's Well, we would like to invite you and those around you that may be interested, to a CASA presentation that is being held on Saturday the 31st of May. Safety topics to be covered are operations at non-towered aerodromes and situational awareness, areas that we all need to be familiar with. The seminar will start at 11:30 am and will be presented by a number of aviation safety advisors including Charles Galea. Mike Poole, the Recreational Aviation Australia Operations Manager is also planning to attend subject to the vagaries of his position.

For those who are driving, the venue is located at 1638 Jacob's Well Road and for flyers, Heck Field is situated just south of the Jacob's Well (JCW) VOR and is displayed on both the Brisbane and Gold Coast VTCs. Runways directions are 10/28 and 18/36. On the Sunday there will also be a get together and BBQ commencing at 9:30 am. If you are thinking of coming (on either day) or for further details, please contact the club president, Peter Johnstone on 0430 466 288 or kityhawk@iprimus.com.au . The clubs website, containing some aerodrome information is www.gcsfc.org.au .

Our operations Manager Mick Poole will also be in attendance.

If you are real lucky you might even see a real flying Kiwi with red feathers.

Much to everyones surprise, although we should know better by now, Brian had the Savannah fixed and going again in record time.

However I am not sure if he went with the slats colour due to a loyalty to the Mother country, an each way bet because he supports both the Reds, and the Blues in football, or thats just what he found lying around in someones hanger. Rumor has it that it was a throwaway by the Casino gang.

Notice also the new prop. (Not as "tough" or "manly" as the last one though. In fact compared to the previous rugged 4 blade one, this one looks sort of "sissy")

In all seriousness, a magnificent effort Brian.

One of our members has been spied on

I am sad to have to report that one of our NZ members has been spied on and his private life exposed to the world. This is just not cricket guys.

I would like to believe this secret video was not taken by one of our own ex force members. Const. Spook could be a suspect, as could that retired Federal Copper with all the dogs. Bill has been showing some jealously lately towards a certain NZ member who has been getting a lot of flying in compared to himself.

The Flying Tigers Recreational Aviation Club

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Project OS 08/13Early implementation of certain proposed CASR Part 103 standards via CAO

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Monday, 30 June 2008

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Section I: Equipment and Environment

Part IV, Chapter 12: Preheating Equipment and Methods

Tuesday, 27 May 2008

Tuesday, 20 May 2008

Friday, 16 May 2008

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