Schofields Flying Club Ltd - 1 Tower Road Bankstown Airport 2200
(PO Box 200, Georges Hall, NSW 2198 AUSTRALIA)
Phone: +61 2 9773 3611 Email: mail@schofields-flying-club.com.au
SCHOFIELDS FLYING CLUB NEWSLETTER - JULY 2006
Welcome to the July 2006 edition of Schofields News. There are the usual plus some new features - President's Notes by Mike Allsop, Darwin Flyaway (Part 1) by Bill Larkin, Ask the CFI by Rodney Hyde, X-File X064 (Macchi C.201) by Anthony Coleiro, Flying the Tin Shed (Part 2) by Craig Hobart, On Going Solo by Marianne Searle, Aviation Night (Roulette 7) by Flt Lt Ben Cartwright, Oshkosh 2006 by Latrodectus, Wayne's World by Wayne Russell, To Archerfield in LSG by David Wall, Last Word from Latrodectus. As well, there's the usual administrivia that you've come to expect. So, read on and enjoy!
VH-HQR on the ground at Maitland NEW MEMBERS FOR JUNE: Welcome to Harvey Princi, Artemisia Dany, Clarence Dany, Peter O'Grady, David Bailey, Andrew Palmer, Benjamin Archer, Christopher Millar, Andrew Cameron, Ryan Gunasekera, Harry Souris, Helen Pincus, Josh Cliff and David Cooper.
DUTY PILOT DRAW: The Volunteer Duty Pilot Monthly Draw ($50 free flying) for May goes to Leslie McQueen and Peter Jones; for June it goes to Kimberley Rowell and Peter Edwards. Congratulations!
NIGHT CIRCUITS: Night circuits is an event run by the Club that allows members to experience the joys of night flying. Whether you are night rated and want to update your currency, would like to see what a night VFR is all about, or maybe just simply join in the fun, this is an event for you. Next event is on Friday, 28th July starting at 6:00pm. More...
DIARY DATES: The Club has a number of social and flying activities planned for 2006. You can check full details on our Coming Events page. Below is a summary of the programme for June and July 2006:
| Sat | 01 | July | Interclub Competition | Dubbo |
| Mon | 17 | July | Committee Meeting | Clubhouse |
| Fri | 28 | July | Night Circuits Details | Bankstown |
| Sun | 30 | July | Last Light Drinks | Clubhouse |
| Sun | 06 | August | Club Competition | Warnervale |
| Mon | 21 | August | Committee Meeting | Clubhouse |
| Sun | 27 | August | Last Light Drinks | Clubhouse |
Mike Allsop
Well, what a month! A highlight was the visit by Roulette 7 in his PC-9 for our aviation night, with the aircraft parked proudly out the front and floodlit for the occasion. Many thanks to Peter and Vivianne Blackbourn for the organisation of a most successful event, aided by an enthusiastic band of helpers. You know it is a good night when people who aren't even members of the Club volunteer to wash up! Among our guests was Shelley Ross from Australian Flying magazine who got a good taste of life in GA at Bankstown. Buy the magazine! Peter has made a DVD of the Roulette visit, and also has Roulette promo DVDs for Club members to order. The visit created a stir at YSBK with heads appearing from all corners wondering where this distinctive aeroplane was going. We had to send it back after Flt Lt Cartwright told us it didn't come with a GPS. He did an airshow departure for us to show his disappointment!
Last weekend we had an aircraft washing day as well as our Club comp. I understand nearly every aircraft was spruced up beautifully. Thanks to Grahame Smith for organising and to all the volunteers who put in such a splendid effort. The day was capped off nicely by our "Last Light" Drinks event for everyone who simply enjoys the amenity and conviviality of the Club. It was good to see you all.
We have put in place a new management arrangement at the Club which will prove to be to our great benefit. Reporting to the President, John Lowing has been appointed as General Manager, and all staff will report to him, including the CFI. John will focus on the development of Club business and follow through on various operational improvements in and around the Club. The CP/CFI role still has clear responsibility for flight operations, and reports to John in a line capacity. An announcement will be made shortly regarding the appointment of a new CP/CFI to replace Rodney Hyde, who has signalled his intention to move to the Maldives to fly Twin Otters on floats.Rodney is a consummate aviation enthusiast, simply loving everything that GA can offer - "our" kind, homebuilts, ultralights, floatplanes, aerobatics - you name it. He will go with our best wishes as he develops the next phase of his aviation career.
Speaking of which, if you are a student or recently qualified pilot, we would love to hear from you and get feedback regarding your training experiences at Schofields Flying Club and Sydney Flight College. We pride ourselves in offering the personal touch a pilot factory cannot deliver and the additional "club" environment. We hope this has provided an added dimension of enjoyment to your training experience, whether this be as a start to a career or as a start to the wonderful world of private aviation. Drop a note to our Club Secretary Grahame Smith and let us know.
In the meantime, a crisp clear winter's day is wonderful for flying. Come on out and join us mid-week or weekend. And remember Night Circuits on July 28th.
Until next month, keep flying.
Mike Allsop
President SFC
Our trusty steed, Archer III VH-SFR
T his is a blow-by-blow report by Bill Larkin on the recent Club Flyaway to the Top End. Leaving Bankstown on Saturday, May 20 and returning on Monday, June 12, the route was from Bankstown - Hungerford - Innamincka - Mount Isa - Adels Grove - Mataranka Springs - Katherine - Darwin - Cooinda - Jabiru - Borroloola - Karumba - Longreach - Aldville Station - Bankstown. The total flight time was 44 hours and 26 minutes over the three weeks in VH-SFR, the Club's Archer III. This is Part 1 of a multi-part series!
OUR TERRIFIC TRIO: Me, Bill Larkin, (alias "fat man" - weight 94kg!!), Norwegian Pilot, Kristin Ellstrom (alias Wonder Woman or "Vonder Voman" weight 49kg!!) and Crewman, Kristin's son, Felix Ellstrom - (alias "Crown Prince" of Denmark, on occasions Clown Prince - weight 84kg!! - who helped, entertained, quoted Hamlet and Darth Vader, sang etc.)Why the concern about weight? Well with full fuel, us and baggage, two pilots up front of unequal weight and a single weighty second row passenger we were 1.7kg below gross with a "balance problem". With careful adjustment of the rear passenger and heavy bags on the second row seat, with "everyone leaning forward on take off" we somehow made it into the air each time.
SATURDAY, MAY 20: Our departure on day one, Bankstown to Hungerford, did not go according to plan. We sorted out our balance problem but a flat battery
Bill Larkin and a loose oil cover and an apparent lack of full power saw us return to Bankstown twice. Then the weather closed in, so we had to wait till next day to try to catch up to the other aircraft. They had left Hungerford next day to go to Innamincka so we had to catch them up at Innamincka, a big ask.
SUNDAY, MAY 21: We get going early, cloud on the mountains but it is low so we climb over it. Fog at Bathurst but we know the TAF at Dubbo is CAVOK so we keep going. Land at Dubbo, refuel and off to Bourke, land, refuel and off to Innamincka.
Kristin Ellstrom The progress is slow, the sun is setting in the west - the strip at Innamincka has no lights so we divert to Cunnamulla. Arrive at five past five, deserted field, no mobile phone coverage, we find a damaged phone box outside the terminal shed, get a taxi into town. The taxi driver recommended the Billabong Motel - not flash, but adequate. The restaurant serves a good meal. The patrons at the beer garden are puzzled as Kristin and I pour over charts and re-plan our new route for tomorrow so as to catch up with the Schoies flyers who have now left Innamincka and will be at Mt Isa tomorrow.
MONDAY, MAY 22: We start early, a taxi to airfield, then refuel, get going. The other aircraft will go to Birdsville and on to Mt Isa. No chance to follow them, our plan - go to Longreach (286NM), then across to Mt Isa (315NM). Ambitious yes, the leg to Longreach is OK with cloud building up and showers of light and sometimes heavy rain, we depart towards Mt Isa with serious Cu in front of us, too high to climb over. We try but the tops are 12,000 ft so we go under at about 3500 to 4000. It gets thicker, rain, down draughts, we battle on, we divert and skirt the darkest ones. The clouds take on sinister shapes.
Felix Ellstrom (I can't help thinking of the song, "The ghost riders in the Sky", with the variation "we're tryin' to catch the Schoies crowd across these ragged skies".) We consider diverting to Charleville but the way seem open below the clouds, so we push on. 20 miles out, a big build up blocks our way. We skirt it - decisions! Then the clouds seem to part slightly in the direction of Mt Isa (like Moses parting the waters of the Red sea) we make a dive for the opening (an answer to fervent prayer).
We give an inbound call. We are surprised to get an immediate reply from Mike Chuda - he is in the circuit. Rain is falling, we turn on to downwind, rain on one side window, clear on the other as the rain chases us downwind. A hurried short base and final and we are taxing off the wet runway to join up with the other members of our group. Much rejoicing from the others and much relief for us! We all have a great evening at the Irish Club at Mt Isa (a very big Club, with three dining places and several bars inside, even a Tram Car restaurant!) Kristin says "Ve are on a steep learning curve, hey?" (I think we are more like climbing a vertical wall, reminiscent of two cockroaches scrambling up a kitchen wall pursued by an angry housewife with a can of Mortein!)
CONTINUED NEXT MONTH...
Bill Larkin
Bill, age 74, has been flying for 30 years. After being almost a passenger on three Schoies Flyaways he felt that this time he would fly the trip myself but still needed a co-pilot; Kristin filled that position admirably. He hasn't hung up his headset yet - he's going on the Tassie Tour on Boxing Day, and looks forward to seeing everyone in Hobart!
Rodney Hyde
It is with mixed emotions I must announce this will be my last "Ask the CFI" as I am moving on. I have been offered a First Officer position with Maldivian Air Taxi, flying Twin Otters on floats in the Maldives. The question I was asked this month by on member was "Wow, how do you get a job like that?" Answer: be in the right place at the right time.
Keeping the theme alive of the last article about runway incursions, at least with the seaplane I will not have marked holding points to worry about. This got me thinking, how are holding points on grass runways marked? No, there are no lines painted on the grass.Did you know that Bankstown once had grass runways? Some grass holding point markings are still visible on Bankstown Airport, although not used as a holding point anymore. So what am I talking about, what does this marker look like? Hint: all holding point markings are yellow.
As it is now the colder months,
Maldivian Air Taxi DHC6 I have been noticing that early morning starts have been causing some problems and not just for the pilots. How is your cold engine start technique? You may have noticed that the first parking spot on the left as you exit the club house on the airside is not used much, for this spot gets little sun first thing in the morning, to help warm the engine.
Generally a cold engine needs more priming than a hot engine. About four full strokes on the manual primer are about enough. Caution: too many may flood it and cause a fire risk, especially if you then go and pump the throttle. Please do not go and pump the throttle before cranking over the engine, there are very good reasons why the manufacturers do not recommend this. I set VH-SRY alight doing just that last winter, so please learn from my mistake! For the Warriors and Cessnas the big trick is, when the engine is very cold, do not set the throttle as far open as you did in summer; this is particularly important for that first start of the day. With the throttle only slightly open, it's the closest we can get to simulate a choke. Some will say I am just rubbing it in now, but cold starts will no longer be a problem for me in the Maldives, which straddle the equator.
I wish all the Club members and staff that I have been privileged to know over the years, most of whom I would call friends, the very best for the future. May your skies always be clear and safe.
Rodney Hyde
Chief Flying Instructor
Macchi C.201 Saetta
Near the end of 1938 the Italian Air Ministry organised a contest to replace the Macchi C.200 Saetta interceptor with something more up to date. Mario Castoldi from Macchi endeavoured to have another of his aircraft in squadron service so plans for an updated Saetta were submitted known as the C.201.
The new 'Saetta' retained the same wings, undercarriage and tail assembly from the C.200 combining those pieces with a new, slimmer fuselage that removed the pronounced humpback from the venerable fighter.Initially the aircraft was to be fitted
with a 1,000 hp Fiat A.76 R.C.40 radial engine but due to teething problems this was replaced with the lower powered 870 hp Fiat A.74 R.C.38 radial engine, a similar engine fitted to the C.200 as flight trials were soon to begin. The aircraft proved to be seriously underpowered with the A.74 and only estimations of its maximum speed could be made had it had the intended A.76 engine.Fiat privately purchased a Daimler-Benz DB 601 liquid cooled inline engine from Germany. In a parallel project to the C.201. Fiat had one of these engines fitted to a modified C.200 fuselage to create a completely new aircraft the C.202 Folgore.
Testing of the Folgore found that its performance completely eclipsed that of the C.201 and further development of the C.201 was abandoned.
ACKNOWLEDGEMENTS
- The Complete Book of Fighters - William Green Gordon Swanborough
- War Planes of the Second World War Fighters Volume Two - William Green
Now this a real man's train... CONTINUED FROM LAST MONTH...
Our accommodation was once again comfortable (thanks to my wife Marisa), and we set about looking around in our hire car, a RAV 4, which was perfect for local touring (particularly given the wet). We enjoyed some local cuisine and had a great coffee in the main street of Longreach and booked ourselves in for a QANTAS museum tour and 747 tours the following day.
We spent the remainder of the day investigating the extent of the flooding on the Thomson River and managed to be in around the train station when the "Spirit of the outback" rolled into town, at which time half the town showed up including the local band to celebrate this special event.While there we were also lucky to meet a crew which just pulled in, in a diesel freight train, resulting in us being invited on board to show the boys a "real man's train". We had room service that night after a very long day.
The next day we were up early to enjoy most of the day in and around the QANTAS museum, We all went on a tour of the 747, while I was treated to the "wing walk experience" which took me into areas of a plane only flight crew know about!!
Wing-walking on a B743 The 747 on display was one of the last 747-300 series in service with QANTAS and has steam gauges as opposed to the 400 series which has more computer's and therefore no engineer's console on the flight deck. Great to have a good look around it, and afterwards a lovely lunch in the café restaurant in the museum.
From there we had a quick look at the Legends of the Outback museum before returning to our accommodation for a lovely dinner in the motel's restaurant.
The next morning we awoke to the deafening noise of rain on a tin roof, and I mean rain!! Between 6am and 7am they recorded 40mm of rain. I was quickly on the phone to the weather bureau to work out whether we should pack the room for a scheduled departure or roll over and go back to sleep!!
As it turned out the trough had blown east by 9am and we departed by 10am for Birdsville, 2 hours away. We had a smooth flight with the weather improving progressively before descending into this Australian icon. It was a good chance to practise a RNAV approach as well.
We taxied up to the Pub and walked the 30 paces to the public bar, the gruff, weathered exterior of the hotel had us wondering what to expect.
Joshie waiting for the pub to open It was like walking through a time gate because inside was a clean air-conditioned, invitingly warm Pub. History oozed from every settlement crack and photos lined the walls, all telling a long, tall tale. The beer was cold, the food generous and the company relaxed.
Once the boys were well and truly snoring Marisa and I walked across to the airstrip to enjoy the stars of the outback. The moon was brilliant and full, to the point where I could read the newspaper from moonlight alone. Quite extraordinary. It was great to retire to a generous family room with satellite TV and rooms for each of the boys.
Up early to beat the heat, I wandered out to prep and pack the plane while Marisa tended to the boys. Meeting local pilots on the ramp was a bonus - they live in Murray Bridge and spend a week at a time in the area. These particular pilots were enjoying spending 6 hours at 500 feet tracking back and forward mapping the area for a geological company working for one of the mines.
The planes of choice out here are Cessna 182s, or so it seemed; there were 4 of them, one 172 and our Aztec on that particular morning.
...CONTINUED NEXT MONTH
Craig Hobart
Marianne Searle - Aviatrix
Another fledgling pilot has taken to the sky (thank God He looks after us all) and has completed that first solo. What an experience that is, to look to the right, at an empty seat and realize that there is no one else there who can say those familiar words, I have control! It is just you, your nerves, the adrenalin and your heart beating very, very fast.
I was beginning to worry if the day would ever arrive. 21 June 2006 was the day and just the sort of conditions I am use to, grey sky, clouds and pending rain and, thankfully, no wind. The funny thing is that it is all over so fast, and once you find yourself on final then you realize that, that's it! You, and you alone, must land the plane and, hopefully, with some grace. Thankfully I did achieve this momentous feat.John Lowing has been my main instructor throughout my extensive training, and he has been very patient with me. I was having difficulty in perfecting my landings so it was suggested I go up with someone else, and as I had a couple of early lessons with Rodney, he became the lucky candidate. I did a lesson with Rodney, another with John and then one more with Rodney and we worked out what was the best "approach" was for me.
Marianne Searle - First Solo So as it turned out on Rodney's last day as CFI he was able to send me solo, much to everyone else's relief, least of all John's and mine. Now I can happily go on with my fearless instructor John Lowing and continue my journey.
Now most pilots have a passion for taking to the sky and I must admit after this experience, I too may have been bitten by the bug, but for me my reasons for taking on this mission were not what you would expect. As my beloved husband, Alan, is the 'chief pilot' in this family and I have the good fortune to be his #1 passenger and navigator, it occurred to me that if we were on a flight and he became ill and could not continue to fly at his best capacity then we would be in "dire straits" (and the music would be playing a different tune than to Mark Knopfler). it would be check out time for both of us.
Well, not one for not being in control, this motivated me to take on the challenge of learning as much as I could about the plane and, in particular, how to communicate and use the radio (we girls love a chat) and to land the thing.
So that's one solo achieved and no doubt, there will be more to come. So, to all partners of pilots out there, perhaps a few lessons may be all it takes to save both of your lives and enhance the experience of this very special past time we are all very privileged to enjoy.
Marianne Searle.
Ben Cartwright
Our recent Aviation Night on Saturday 10th June was one of the most successful social events we have held at the club for many years. Despite the cold and damp more than 70 POB enjoyed an evening with Roulette 7 and his PC9, albeit on static display. Good food, good company and a class act - it does not get any better.
We were also pleased to have as special guests on the evening, Shelley Ross (Editor of Australian Flying), Ken Andrews (CASA Flight Testing Officer ex RAAF and ex Central Flying School) and our very own webmaster Latrodectus Hasseltii, not to mention the family and friends who accompanied our members.For those who were unable to join us, you can check out the fine selection of photos on our web, but I am sure of equal interest will be the following article kindly written by our guest speaker Flt Lt Ben "Lucky" Cartwright.
Hello and greetings to my fellow Aviation Enthusiasts. My name is Flt Lt Ben Cartwright and I have been asked by Peter Blackbourn to write a small piece for your newsletter.
 Roulettes over Sydney Harbour Some of you may have been present when I spoke at the Club recently. Firstly, thank you for hosting me and making me feel most welcome. It was great to meet you all and catch up with some old airshow friends. As I mentioned on the night I have been in the RAAF for 13 years now, having joined straight out of school. I attended the Australian Defence Force Academy where I was awarded a BSc (Hons) in Physics before starting my pilot training in RAAF Pearce at Number 2 Flying Training School. Pilot training then was conducted solely on the Pilatus PC9. I love the PC9; it's quick and agile and the Pratt and Whitney PT6 engine has power to spare. A lot of people ask me why the Roulettes fly the PC9 and it is because that is what we use to teach our pilots on course. Within approximately eight months of starting to fly in the air force new recruits will step into the PC9. The initial training is done on the CT4B, the military version of the Victa Air Tourer. Pilot Training, whilst intense, stands you in good stead to fly the various platforms of the Australian Defence Force. Following my graduation from course I was posted to 34 SQN, the VIP transport squadron flying Australia's politicians around the world. At that time we flew the Falcon 900, one of the great corporate jets of the world. As a pilot with only 220 hrs TOTAL this was the experience of a lifetime. I travelled all over the world and extensively throughout Australia and had a great time. To fast forward a few years which included me attempting fast jet conversion and becoming a ground training officer at the Officers Training School at RAAF Base Point Cook I arrived at Central Flying School, home of the Roulettes.  Roulette 7 on the Schoies Line The Roulettes are not a full time aerobatics team, a little known fact. During the week the team conduct instructor training, teaching the next generation of ADF pilots to become Qualified Flying Instructors. It is on the weekends that we volunteer to fly around Australia and perform our various aerobatic routines. The Team is made up of six Instructors and one junior pilot who not only flies the spare aircraft but who also commentates the show. We also have nine technicians who help us maintain the PC9 as well as our very own Search and Rescue Helicopter crew to support our operations. In any given year the Roulettes support up to 35 events around Australia, such as the Melbourne F1 Grand Prix, the Hamilton Island Yacht week as well as a number of smaller regional shows. In this last season we travelled to Gympie in South East Queensland and preformed at their Agricultural Show. The shows that the Roulettes perform are highly choreographed and precisely performed. They demonstrate the full capability of both the team and the aircraft they fly. During the displays the aircraft will perform a combination of manoeuvres separated by a distance of only three meters. One of the highlights of being the commentator for me has been witnessing the reaction of the crowd to the show. Our job is to raise the profile of the ADF in the eyes of the public and recruit the next generation of soldiers, sailors and airmen. When I see the impact of the Roulettes of kids who are only four and five years old, the way their faces light up and say 'that's what I want to do when I grow up' it makes the sacrifice of our weekends worthwhile. I encourage anyone who seeks a flying career in the Australian Defence Force to actively pursue one. It is some of the most worthwhile and challenging flying that you can legally do. The Royal Australian Air Force will always need keen young pilots and I can honestly say it has, so far, been the ride of my life. Blue Skies Flt Lt Ben Cartwright Roulette 7 |
View photos of the event in the Club Gallery: Aviation Night - Roulettes | PC-9/A photos | Video frames
Peter Blackbourn
Club House Services & Events
Aerobatics at Oshkosh 2006
EAA AirVenture Oshkosh 2006 promises to once again live up to its billing as The World's Greatest Aviation Celebration. It happens this year between July 24 - 30. You gotta be there!
The awe-inspiring B1-B Lancer bomber will arrive on opening day of AirVenture Oshkosh 2006 and will be one of the current military aircraft on display at Aeroshell Square.In addition to the vast array of attractions at this year's EAA AirVenture Oshkosh 2006, check out these recent additions to the lineup:
- C-17 Globemaster III at Aeroshell Square - EAA will welcome a U.S. Air Force C-17 Globemaster III to AirVenture Oshkosh this year, the first time the nimble, utilitarian aircraft has been at Oshkosh since 2001. The C-17 will arrive on Thursday, July 27, and depart Sunday, plus perform several flight demonstrations while here. When not flying, it will be on static display at AeroShell Square.
- Women Soar program: Career options for young women - Are you looking for an opportunity to influence your daughter, granddaughter, niece, or neighbor's education and/or career choices? Women Soar at EAA AirVenture Oshkosh will introduce young women in grades 8 through 12 to exciting careers in the math, science, and technology fields; highlight educational resources; and inspire them to explore their career opportunities. And, the cost to attend is reasonable - $10 if registered by June 30, 2006 ($20 thereafter).
B1-B Lancer bomber at Oshkosh 2006 Bring the Kids - they've got to be at EAA AirVenture! - Aviators and EAAers learn early on that the key to their flying and aircraft-building happiness is to involve their families. Mindful of that core aviation wisdom, EAA itself keeps families and young people at the heart of its programs. So as you finalize the last-minute details of your trip to EAA AirVenture Oshkosh 2006, don't forget to bring the kids, because there's just as much for them to do here as there is for you.
Additionally, this year features a one-of-a-kind reunion of the Allied Forces' big bombers - including B-17, B-24, B-25, and British Lancaster aircraft - all performing fly-overs and fly-bys with stunning pyrotechnics. And some of today's most awe-inspiring military aircraft - including the B-1B, C-17, F-16, FA-18, and A-10 - will also roar overhead.
Plus you'll see aviation's brightest personalities and greatest innovations. The daily air show features stunning flight demonstrations and aerobatic performances. Monday's opening-day kickoff will include an evening concert by the one-and-only Beach Boys! And on the following Sunday, Wisconsin-resident visitors will receive a $7 discount off the admission price.
When you see and experience 10,000 aircraft, 2,500 show planes, 800 exhibitors, and 500 forums and hands-on workshops, you'll soon realize the only way to describe EAA AirVenture Oshkosh is to say, "You gotta be there!"
Wayne Russell
Last month I posed the question: why are we taught that whilst doing stalls we have to recover by 3000' AGL? Where does this number come from?
The only correct answer received was from Jean Swain who wins the Krispy Kremes this month. Here is Jean's answer:|
"For decades flying schools have perpetuated the myth that recovery from practice stalls must be completed by 3000 ft. It originated from Tiger Moth and Chipmunk days when the propellers of those early types were prone to stopping during aerobatics and stalling. "Because these aircraft were not equipped with starter motors, the only way to get a stationary prop to turn and start the engine was to dive steeply, often to Vno. Thus the 3000 ft could be quickly used up in the dive leaving not much time and height to plan a forced landing if the engine failed to start. In fact part of the safety checks prior to stall practice was to ensure a forced landing area was within gliding distance. "The minimum height for stall recovery practice is not a regulation. It is whatever height the flying school publishes in its Operations Manual, so it can vary from school to school. But whatever restriction is published in the operations manual becomes the law. "So basically - 3000 feet is a guideline and whatever height is published in the Schoies Ops manual is the height that recovery should be made by." |
So there is no argument, Darren and Jean will each get a box of Krispy Kremes on their next visit to Sydney.
|
THIS MONTH'S QUIZ: Some ADF receivers have a setting marked 'BFO'. What is the purpose of this setting? Correct answers received by Wayne Russell by Friday, 16 July will go into a draw for another 'mystery prize' - winner(s) will be announced in the next Newsletter. |
Flight Instructor
Taking off from Archerfield
My work recently took me to Brisbane, which is a large Australian city north of Newcastle. I decided to make the trip in VH-LSG, one of the T-tailed Piper Arrows on line with the Club, and learned a lot about flying on the trips up and back. The date was 29 May 2006.
For the record, I'm a private pilot, VFR only, with fewer than 200 hours (about half of that as pilot-in-command). The trip to Brisbane and back was my longest to date. What was educational for me may not be too revelatory for you, but I am sharing my experience here for what it's worth. Also, I am submitting this to keep John Lowing from hogging all the bylines in the Club newsletter.I took advantage of flight following on this trip (the first time I'd used it in Australia) and I am glad I did. I recommend it to others planning similar flights. Flight following is a service provided by ATC in which the controller gives you a discrete transponder code to use throughout the trip and follows you for the duration of your route. They hand you off to other controllers as required, so there's no question about which centre controller you're supposed to be monitoring or when to contact someone for airways clearance. There are some things to know about it, however.
At one point on the northbound trip, I descended from 7500 feet to 5500 feet to avoid a large cumulus cloud about 50 miles south of Gold Coast. Lesson learned: while under flight following, you can't change altitude (or track) without telling the controller, even if you're outside controlled airspace.
At another point, south of Grafton on the way back, I got a query from Brisbane Centre, asking if I wanted to continue flight following (the implication being, please say no). My response: Yes absolutely! I had two reasons for asking for flight following: To keep from bumbling into unfamiliar controlled airspace, and to have someone notice if I bumbled into a mountain. Since the line from Grafton to Scone goes over some pretty remote ground (for about two hours), I wanted ATC's eyes on LSG then more than ever. Flight following is a service provided to VFR pilots when the controllers have the spare capacity, so they can turn down a request. But my thinking is that VFR pilots shouldn't hesitate to ask.
One highlight of the trip: the inbound point for Archerfield. Called TARGET, this visual reporting point is a Target department store in suburban Brisbane. The ERSA didn't tell me what it was (it provided only lat-long coordinates), but Brisbane Radar did. I felt like a bit of a dunce, cruising over the Brisbane equaivalent of Parramatta Road at 1500 feet, looking at the shops -- A Woolies, a Kmart, a Ford dealer -- and then seeing the Target store, compete with a giant (GIANT) bullseye painted on its roof, specifically for use by pilots. Of course, I put this feeling aside, changed frequencies, and reported "overhead TARGET" to Archer Tower in my best Bomber Command voice. It's a cheap thrill no pilot should miss.I think my biggest error on the trip came on the way home, when approaching Scone after that long leg from Grafton. I was on top of cloud by that point, and I knew that there were mountains below the cloud. I had planned to find a hole in the clouds -- I'd seen plenty of holes -- and descend after reaching Scone (in other words, after I was over the Hunter Valley). I reached Scone, found a hole, and descended through it as planned, but I think I did it too close to Scone. Though I remained well clear of the Scone CTAF, I reckon I took too much of a risk of encountering someone on climb out of the aerodrome. I'll wait to descend through a hole in the clouds until several miles clear of all aerodromes next time.
Once under the cloud in the Hunter Valley, I encountered rain showers. Not keen to cross the ridge south of the Hunter Valley in low cloud and rain (technically VFR conditions, but without much margin for further deterioration of the weather), I diverted to Maitland. The weather did not improve while I was there (it remained drearily constant), but I reconsidered my route and, after a sandwich, tracked for Warnervale (through a gap), then into the Bankstown Lane of Entry and home. I think it was the right thing to do.
Altogether, I considered the trip a good one: safe, fun, and full of useful experiences.
David Wall
FEEDBACK AND CONTRIBUTIONS: Well, that's your Newsletter for this month. With help (in the form of contributions) it might be possible to continue to produce a newsletter every month. Don't forget to check the latest news on the Club's website at www.schofields-flying-club.com.au. Contributions, comments, feedback, and suggestions to latrodectus@schofields-flying-club.com.au.
THOUGHT FOR THE MONTH: For a minute there I thought I had the perfect solution to baldness - castration! As a bonus you don't have to shave and are happy to ask for driving directions when lost!
Latrodectus
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