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 2007
Roy Fox in his Klemm Flugzeuge GmbH L25-D11 VH-UUR
Welcome to the July 2007 edition of Schofields News. There are the usual plus some new features - President's Notes by Mike Allsop, Ask the CFI by Pat Watson, X-File X076 (Fokker D.XII) by Anthony Coleiro, Aviation Night Report by Peter Blackbourn, APEC 2007 compiled by Latrodectus, Tassie Flyaway Day 5 by MaryAnne Searle, The Future of Warfare compiled by Latrodectus, Know Your Instructor by Sean Kennedy, Synthetic Trainer compiled by Latrodectus, Tassie Flyaway Day 6 by Colin Meade, and The Last Word from Latrodectus. As well, there's some of the usual administrivia that you've come to expect. So, read on and enjoy!
MAY/JUNE NEW MEMBERS: Welcome to Graham Harvey, Julian Dryden, Cheung Hung, Stephen Tritton, Phillip Payne, Robert Close, Hunter Bryce, Cameron Nichols, Robert Ling, Jeffrey O'Brien, Ross McDowall, Cyril Cabanes, Grant Lowe, Paul Krekelberg, Maureen Munro, Geoffrey Baxter, Joel Seaton and Phil Schwan. Prospective new members of the Club can download a Membership Application Form (174kB pdf) here. Note that it is still necessary for new members to attend the Club in person with photo identification before applications can be processed.MAY/JUNE DUTY PILOT DRAW: The Volunteer Duty Pilot Monthly Draw ($50 free flying) for May goes to John Worthington and Matt Bates, and for June to Les McQueen and Ron Koenig. The Club appreciates the efforts our tireless band of volunteers generously gives in helping their Club and this is one small way of saying thank you!
AFR REFRESHER: Is your Aeroplane Flight Review due soon? Do you have some questions on airspace procedures? Just want to "brush up"? Then here is your opportunity. After this theory refresher and some suitable in-flight revision, you'll be ready to undertake your aeroplane flight review. Sunday, 5th August starting at 9:30am. Cost is $130.00 including GST or $120 if you book and pay before 22 July. More...
RUNWAY INCURSIONS INFORMATION NIGHT: On Monday 25th June at 6pm CASA held a seminar/brainstorming evening at Schofields Flying Club and it was attended by about 20 Club members.
Congratulations, Ayako and Tim!
(That's Ayako on the right...) The seminar was more of an information night, where information was gathered on where hotspots occur, why they are occurring and what is being done to address the issue. CASA is holding seminars and filming at five different locations around Australia and Schofields Flying Club is very proud to have been chosen by CASA to feature in their DVD and promotional material. A full report in next month's Newsletter.
AYAKO GOES DUAL! Congratulations to Flying Instructor Ayako Mabuchi who announced her engagement to long-time partner, Tim, following a sojourn in Thailand recently. Ayako and Tim now plan to set up their own 'multi-crew operating environment'. Omedetou! More...
FULL MOTION SYNTHETIC TRAINER with scenery is coming to Schoies! On Sunday, 26 August for one day only, there will be 18 dual slots available. $25 for 20 munutes of dual instruction, plus $5 for BBQ lunch. Get in early - contact the Club on (02) 9773-3611 or by e-mail. More...
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, 13th July starting at 6:00pm. More...
COMPETITION FLYING: The next Club Flying Competition is scheduled to be held at Warnervale on Sunday, 22 July. A full report on the NSW Interclub Round 2 held at Moruya on 7 July will appear in next month's Newsletter. More...
DIARY DATES: The Club has a number of social and flying activities planned for 2007. You can check full details on our Coming Events page. Below is a summary of the programme for July and August 2007:
| Sat | 07 | July | NSW Interclub Competition Round 2 Details | Moruya |
| Fri | 13 | July | Night Circuits Details | Bankstown |
| Mon | 16 | July | Committee Meeting | Clubhouse |
| Sun | 22 | July | Club Competition | Warnervale |
| Sun | 29 | July | Last light Drinks | Clubhouse |
| Sun | 05 | August | Aeroplane Flight Review Course Details | Clubhouse |
| Mon | 20 | August | Committee Meeting | Clubhouse |
| Sun | 26 | August | Club Competition Last Light Drinks |
Warnervale Clubhouse |
Mike Allsop
Fellow members, I spoke too soon last newsletter about record flying hours. Record rain and wind in June has pushed our hours flown record in the other direction, but the good news is that we still put in some solid days flying for you. Where is the silver lining? The simulator of course! It has been going gang busters. So much so in fact that one user (name with held) left it on inadvertently and produced the longest single trace you could ever imagine from a GA aircraft, even if it had ferry tanks! Pity it doesn't vibrate when "on" and "go quiet" when off. Even instructors have difficulty with that!
Our relocation work is a quagmire, but is still progressing on the services earthworks and security fencing. If you go over to the site you can now see the boundaries of the building site and general clubhouse area. Slab work is imminent. We have secured an extension of time to take occupancy, but are still pressing for early completion by year's end if the weather gives us a break.As has been said before, we are looking forward to the new location in close proximity with lots of other like-minded GA activity (private owners, specialist operators like the Red Baron, big training schools, etc). Our niche is pretty unique, and we look forward to working co-operatively with our new neighbours.
We will farewell our little Jabiru in July as mentioned last month. Thanks very much to the number of members who wrote to me with their comments and observations on it and on 2 seater training in general. Your positive outlook and comments were extremely helpful. It is unfortunate that the Jab had some water penetrate beneath the varnish on the prop leaving it stained and out of balance. The prop is being repaired at present (maybe replaced - they are pretty cheap) so it sits there prop-less looking a bit forlorn. To the defence of its pride came the nickname from one of own - "The Jetiru"!
John Lowing A HOPEFULLY BRIEF ADIEU: Ever popular instructor John Lowing has decided to retire from delivering flying training so that he can enjoy the variety of pressing commitments that no doubt we would all look forward to in our retirement. As some of you may know John retired from an executive position in the corporate world to do these things, but became a flying instructor instead and found him self busier than ever! John will continue his association with the Club and when time permits I hope we can entice him back in harness on a part-time basis. Hopefully when it is a bit warmer. John is a quiet stalwart of the Club, and is passionate about us continuing to grow in our training business. Through his business background he has always applied "the corporate eye" to the things we do, especially training. He urges us to continue to enhance our ground training services toward the standardised "corporate-training" model while retaining our personalised touch in flight training.
His piece of advice for us? Increase our focus on the customer even further - that is all of us - and make Schoies the professional envy of all training organisations in Australia. Thanks John, we agree entirely. A hopefully brief adieu, and we look forward to having you back in due course.
Ah well, it has been wet but at least there is healthy humour to be had around the Club when you drop by. Join us for Night Circuits on the 13th.
Mike Allsop
President SFC
Patrick Watson
Last month I expressed concern about the large number of incident reports we have been getting lately. The article had barely reached our newsletter editor when another two reports arrived. We are going to have to do something drastic. I have decided initially to list all of the Incident reports in the newsletter.
This is NOT a "name and shame" exercise - no names will be mentioned and the reports will be deidentified as much as possible. The purpose of listing and briefly describing the incidents is so that you can be aware of the type of occurrence, hopefully learn from it and be alert to the possibility of it happening to you and so you can plan remedial actions in advance. The Aviation Safety Digest prints all accidents and incidents for exactly that reason. Here are the incidents so far this year: |
Failure to comply with an instruction from the Tower, requiring another aircraft to go round. |
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Emergency Operation. |
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Violation of Controlled Airspace (VCA). Pilot observed at 3000 feet in the Bankstown Lane of Entry (LOE). |
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Failure to comply with ATC instruction. |
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VCA, Pilot observed in R555. (Holsworthy Army restricted area). |
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Failure to comply with Tower Instruction, aligned with wrong runway on final approach; wrong "go around" procedure; near collision with helicopter; failure to maintain sequence in the circuit; overtook another aeroplane; failure to maintain correct circuit height. |
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Entered and taxied along a runway without clearance. |
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VCA. Pilot observed at 4000 feet in LOE. |
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VCA. Pilot observed contour hugging in Victor 1. |
I'd like you to ponder these incidents, ask your self if any could happen to you, and finally plan your flight to ensure it doesn't.
RUNWAY INCURSIONS: On Monday 25 June, CASA visited the Club and hosted a seminar to get ideas for an upcoming video / DVD on Runway Incursions. They wanted as much input as possible from pilots at all levels and about 20 Club members attended. I will provide a full report in next month's Newsletter. On Thursday 28 June, CASA conducted filming at Bankstown for a forthcoming Runway Incursions video. One of our instructors (a photogenic one) and our aircraft will star.
TAXIING IN A CROSSWIND: In the March newsletter "Ask the CFI" I wrote "when taxiing in a crosswind ... if the wind is blowing from the left rear, the control column should be forward and ailerons left". That was a mistake - a typographical error. It should read "If the wind is blowing from the left rear, the control column should be forward and ailerons right". One of our members, Richard Purdy, based in New York, spotted the error and brought it to my attention.
CROSSWIND OPERATIONS: In the last few newsletters, I have been writing about crosswind operations. This newsletter was to be the final in the series where I wanted to do a "Mythbuster" article. I'm afraid the calendar has beaten me and I have been unable to complete it in time so will hold it over until next month.STAFF MATTERS: Instructors Mat Ingram, Chris Hilton-Beck, and Peter Kestle have decided to leave the Club and find greener pastures. Peter has a job with Rex. Congratulations, Peter! Instructors Janina Galliani and Scott Coakley have now qualified as Grade Two Instructors.
LAST MONTH'S QUESTION: Last month, I posed this question. "You have taken the Arrow away for a weekend trip. During the trip away, you find that there is an undercarriage problem such that you are unable to raise it. The undercarriage is stuck in the down position. The Club's engineer says it will be fine to return to Bankstown in this condition, however suggests you fly in the maximum range configuration and speed". The question was "how does the maximum range speed with the gear down compare with the maximum range speed with the gear retracted? Is it higher, lower or the same? Why?"
The first correct answer was from Wayne Russell. However, he answered intuitively without a good reason. Most others who attempted the question answered correctly. Some touched on the correct reason. None gave a good reason. The answer is "...the maximum range speed is a lower value with the gear extended". The reason? See below.
A study of the lower graph shows the parasite drag has increased due to the extended undercarriage. The total drag curve has consequently moved up and to the left. Therefore the maximum range airspeed with the undercarriage extended is a lower value and the total drag has increased. Because of the higher drag more power is required and so the range is reduced.THIS MONTH'S QUESTION: A friend of mine has a regular charter flight in a Cessna C310 from Sydney to a country aerodrome. The total flight time in still air is 5 hours. He always loads exactly the same quantity of fuel regardless of wind. He argues that the time, hence fuel, will always be the same. He argues that if he has a headwind component on the way out, it will be a tailwind on the return making the total time the same. Is he correct?
Again, first correct answer with a reasonable explanation gets mentioned in next month's Newsletter, and scores 10 points. Second, 5 points and third, 2 points. Whoever has the most points at the end of 2007 gets a prize at the end of year Christmas Party. You may email your answers, or see me in person.
Until next month, Happy Flying
Patrick Watson CP/CFI
After service evaluation of three modified Fokker D.XI fighter in the USA, Fokker decided to design an aircraft tailored to the needs of the United States Army Air Service, which they called the D.XII. From the outset, the aircraft was to be powered by a 440 hp V-1150 Curtiss D-12 water-cooled engine which the Americans loaned to Fokker so that they could develop the aircraft for them.While having the standard Fokker construction of a steel-tube fuselage and wooden wings, it had nothing in common with its predecessor the D.XI. The aircraft flew for the first time on 21 August 1924. Initially, the aircraft had the same sesquiplane wing plan as the D.XI, but this proved to be unsatisfactory under test and the wing plan form was extensively revised and rigidity was increased by the replacement of the V shaped cabane struts with N type. The maximum speed the aircraft attained was 250 km/h and could cruise at 220 km/h. Despite the extensive modifications, the aircraft still proved to be unacceptable and further development was abandoned. ACKNOWLEDGEMENTS
Anthony Coleiro |
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The wind may have abated but the rain came down by the bucketful. Despite the return to real winter, members and their guests filled the clubhouse for our recent aviation night. This was a joint event combining our mid year aviation night with the presentation night that was to be held last February. Power supply testing by BAL at that time required us to reschedule. Of all the nights in February they chose this one to pull the plug!
The presentations awarded on the night recognised those members who have been successful in attaining a milestone in their flight training with our training arm Sydney Flight College.
Despite the return to real winter, members
and their guests filled the clubhouse From first solo to GFPT and onto PPL up to CPL, they all got a mention.
Our guest speaker was club member Roy Fox. Being an avid aviation enthusiast and restorer of vintage aircraft, he shared with us his venture into aviation and some of the unique experiences in restoring and maintaining vintage aircraft such as the De Havilland 89 Rapide shown in our event flyer (pun intended). Having 2 de Havilland Gypsy Six in line engines at 200hp each, providing a maximum speed of 136 Kts with 1 crew and up to 8 passengers, this was state of the art back then. Many of Roy's aircraft were designed and built not much more than 20 years after the Wright Bros first flight. Quite an advancement given this relative short period.
Roy also spoke about some of the challenges in dealing with the bureaucracy for maintaining such aircraft. An example being the Tiger Moth that has 20 inspection points built into the fabric wings. This allows inspection of wing struts etc each 2 years and all 20 ports require resealing until the next inspection.
De Havilland DH-89 Rapide in our event 'flyer' The good news is this DH82 will be available to the club for online use next year. So for those of us with tail dragger endorsements (remember SSX) or who would like to enjoy the experience of stick and rudder flight in an open cockpit, this is great news. Not sure we will have the traditional Second Aid kit mentioned by Roy on board - bottle of port and 2 glasses. CASA would not be impressed.
Viv's kitchen again provided the tucker we have come to enjoy on these nights. As one of the BBQ kings along with Peter Whiteman, it was a unique experience to cook 60 scotch fillets, 60+ chicken kebabs and 60 lots of prawns in our humpy. Yes I call it a humpy as we had erected a tarp to protect from the rain. Apart from a few leaks providing memories of a boyhood cubby house it did the job, and all this within 20 minutes from the starter's flag.
Special thanks to our support crew consisting of committee, their partners as well as instructors and club members who helped on the night. A real family affair that makes us the unique club we are. Don't forget to check out the pictures of the night in our Photo Gallery.
Hopefully you can join us at our next major social event being the Xmas party and possibly farewell to Tower Road bash on Saturday 15th December. Keep an eye on our web site for details.
Peter Blackbourn
Director - Clubhouse Events & Services
T he APEC Economic Leaders Week (AELW) will be held in Sydney during September 2007. AELW, along with the G8 Summit, are expected to be the two largest gatherings of world leaders during 2007 and the Sydney AELW will be the largest ever APEC summit.
Asia-Pacific Economic Cooperation (APEC) is the premier forum for facilitating economic growth, cooperation, trade and investment in the Asia-Pacific region.
The NSW Police is the primary security force for AELW and the Australian Defence Force (ADF) has been tasked with providing various support measures for APEC 2007, including the provision of airspace security during AELW. Airspace security measures include:
- Establishment of a Temporary Restricted Area (TRA) encompassing the Sydney Basin;
- Controlling access to the TRA through a pre-registration and approval process;
- Providing Defensive Counter Air capability and improved surveillance of Sydney airspace to enforce the TRA;
- Supporting NSW Police activities in the TRA.
The HIDACZ (R901) will be limited to KSA traffic and emergency services operations in support of life-threatening situations. However, some exceptions, such as some media and some genuine commercial activities will be permitted,
subject to the requested activity being compliant with airspace security measures.AIP SUP 23/07 details the approval and operating procedures. All aircraft planning to operate within 45NM of Sydney (Kingsford-Smith) Airport (KSA) Airport below FL280 during APEC 2007 AELW will be required to obtain approval. This major event will increase Australian Defence Force and New South Wales Police Air Wing aviation security activities in the Sydney basin area during the period 30 August 2007 to 10 September 2007.
Although security agencies will endeavour to be as permissive to civilian flying as the security situation allows, operators should be cognisant of the increased likelihood that diversions could occur as a consequence of a contingency response. Non-essential flying should plan to avoid the HIDACZ, and may also be denied access to R902 (Sydney Basin) in entirety during the key event timings. Police personnel will be present at airports in the Sydney basin to monitor compliance with these requirements. Severe penalties, including fines and imprisonment, may apply to operators that do not comply.
Generally, traffic will function as per normal within R902 except for limitations within the HIDACZ and strict limitations throughout R902 during key AELW events. During key events, only KSA and emergency services traffic will be permitted. Exceptions may be granted for other traffic, such as operations over and south of Wollongong, but few non-essential aircraft will be permitted during those key times. Access to the TRA may be denied at any time if a security emergency warrants such action. Obviously, all measures will be taken to deal safely with aircraft effected by such an emergency situation.
Existing ATC services shall apply within R902 according to the normal airspace classification. However, all aircraft must operate in accordance with AIP SUP 23/07 (including being pre-approved, flight planning, operating on the correct frequency and operating a serviceable transponder).
Pilots that operate to/from KSA, and non-KSA aircraft that avoid the HIDACZ and the key event times, will not be significantly disrupted by AELW airspace security measures unless the measures become necessary. Nevertheless, these measures will assist the ADF in maintaining an appropriate level of safety for civil aircraft in the TRA.
Note that the registration procedure has been extended to 5:00 pm on Friday, 13 July 2007 (YMMM NOTAM C3003/07 refers). The application form is appended to the AIP SUP.
Day 5: 30 Dec 06 - YFLT TO YCBG
Awake at 6.30am to a lovely day with a relatively clear sky, people up and at it in readiness for the day ahead. Left by 8.00am with Gerry McPhee and Fiona McKenzie and we were among the first at the airport.
First plane to depart was Richard and Helen Pincus in PTT, the fastest green frog in the south.
Al & Maz's Tassie Tour Next, Rae and Ange Cauchi in KTN, followed closely by our fearless leader and crew, Wayne Russell in AZN. Then the new kids on the block, that's us, Marianne and Alan Searle in FTU.
Once clear of the runway the instructions were to turn left and track to St Helens and go to 5,500ft and maintain that height. As we approached 5,500ft it was obvious that there was a very large bank of cloud stretching out before us. Stacks Bluff at 5,012ft was off to our left and there were a lot of mountains all around.
Even with the charts to tell us how high the mountains are it was still "unfamiliar territory" and the look of the cloud did worry me. As Alan is NVFR rated it was an option for us to go up and over the cloud, but I was nervous about doing this. As we listened to the chat frequency 123.45 we heard Rae and Wayne discussing the situation, and importantly that there was 30-40 nautical miles of cloud out in front, and "were there any holes" to come down through the cloudbank. "Negative, Wayne" came the reply back from Rae. This confirmed that we would be wise to stay under the cloud base, but this meant crawling under the cloud and over the mountains at 3,500ft. It was looking very grey and I did not like it at all.
As I was not comfortable, and Alan pleases me no end, he made the decision to divert south and fly plan B, which he had ready. We headed south for Avoca and found two valleys stretching out before us. By now the visibility was much better and we could see the mountain range and hills and the water in the distance.
Al turned south and tracked along the
coastline towards Tasman Lighthouse The valley to the right was the better option, as that track would take us to Oyster Bay and the coastline. Also the mountains were around the 2,500ft level, a lot more comfortable for VFR flying and the view was absolutely spectacular, well worth the diversion.
Upon approaching Oyster Bay, Al turned south and tracked along the coastline towards Tasman Lighthouse. Wayne Russell called in to say that he was above us on top of the clouds and looking for a hole to descend through. One opened up over Maria Island large enough for the IFR planes to descend through. It really is wonderful to have the chat frequency as we can hear where we all are and what is happening, and can advise each other as to the conditions.
By now the clouds were clearing and the visibility excellent, so we headed all the way down to the lighthouse at Tasman Point and past the entrance to Port Arthur and then tracked directly for Hobart / Cambridge.
We saw the last remaining yachts competing in the Sydney to Hobart race coming up the Derwent River, which is why we went that way.
Smooth landing and taxied off the runway with the Tasmanian Aero Club assistance directing and marshalling the traffic into the parking area and the fuel bowser.
There was a great buzz around the place as they were waiting for all these pilots from Schofields Flying Club to arrive. Photos were taken as we landed for the Aero Club's newsletter and "Al & Maz's Tassie Tour" on our plane, caught the eye of the local newspaper camera man.
BBQ lunch at the Aero Club of Southern Tasmania So we got our 15 minutes of fame with some photos and an interview, being taken for the local Hobart Sunday newspaper. Turned out to be quite a good little article. The group photo was taken with all of us smiling dutifully for the camera looking resplendent in our team colours.
The Tasmanian Aero Club put on a wonderful BBQ lunch, and with a beer, wine or soft drink, everyone certainly appreciated and enjoyed the hospitality. Thanks go out to the Club President, Don Prairie, and his wife Carol for all their organization, the ground marshals Mark Nichols and the boys for directing the traffic, as 18 planes is a lot to organize in one go.
The ladies, Sue Davis and Suzie Smith (and helpers) were in charge of the banquet and did a great job. Barry Smith, John Davis, Ellen, Jac, Rebecca, Andrew and David on the BBQ, the bar boys, Pat Cliff-Hickling and John Doys, and not to forget Sally as well. Everyone appreciated the time and effort of the club and will repay in kind any one who comes to visit us at "Schoies".
Mini buses then took us all off to the Wrest Point Casino where we all diverted to our rooms. Some people went to town, others for a swim or off to the casino, and the rest just enjoyed their down time. We popped the complimentary champagne, which was a nice surprise, and enjoyed the evening, as I am sure everyone else did as well, as it had been a big day.
Marianne Searle
Global Hawk UAV: The pilot controls it from
a nice warm control panel at Edwards AFB
T his is a photo of the Global Hawk UAV (unmanned aerial vehicle) that returned from the war zone recently under its own power (Iraq to Edwards Air Force Base in California). It wasn't transported via C5 or C17. That's a long way for a remotely-piloted aircraft. Think of the technology (and the required quality of the data link to fly it remotely). Notice the mission paintings on the fuselage. It's actually over 250 missions.... (and, supposedly, 25 air medals).
Not only that but the pilot controlled it from a nice warm control panel at Edwards AFB. Really long legs - can stay up for almost 2 days at levels above F600.The Global Hawk was controlled via satellite and it has flown missions that went from Edwards AFB to upper Alaska and back non-stop.
Basically, they come into the fight at a high Mach number in military thrust, fire their AMRAAMS, and no one ever sees them or paints with radar.
There is practically no radio chatter because all the guys in the flight are tied together electronically, and can see who is targeting who, and they have AWACS direct input and 360 degrees of situational awareness from that and other sensors. The aggressors had a morale problem before it was all over.
It is to air superiority what the jet engine was to aviation. It can taxi, take off, fly a mission, return, land and taxi on it's own. No blackouts, no fatigue, no relief tubes, no ejection seats, no POWs and, best of all, no dead pilots. Pretty cool!
Sean Kennedy
Having grown up near and played sport in Bankstown all of my junior life watching light aircraft buzzing around YSBK in the 70s and 80s , its slightly ironic that I'm now doing the buzzing around in some of those very same aircraft!
Charlotte Isla Kennedy
After too many years working in IT both here and in the UK, I decided on a career change to pursue my dream of flying in late 2002. I achieved my CPL in 2003, MECIR and FIR in 2004 and have been instructing at YSBK since early 2005. I've almost got the hours for Grade 1 and am currently completing my Twin Training approval. Instructing is one of those things that you're not sure if you'll enjoy until you actually try it. I've found that not only do I really enjoy it, but I'm much better at it than I was at IT!
My wife Samantha, new daughter Charlotte and I live in Gymea which isn't too far from Bankstown. I look forward to meeting, socialising (I love a beer - remembering the 8 hour rule of course!) and flying with as many club members as I can.
Sean Kennedy
Flight Instructor
SYNTHETIC TRAINER WITH MOTION AND SCENERY - COMPILED BY LATRODECTUS
Based on the Beechcraft Baron B58
You might have been told that a full motion synthetic trainer with scenery is coming to Schoies for a one day demonatration in August and that members will have the opportunity to "fly" the trainer on the day. The unit is an Australian manufactured Flight Simulators Asia Pacific (FSAP) 58B that simulates a B58 Beechcraft Baron.
This company was incorporated in 2005 to design, build and support Synthetic Flight Trainers and Flight Simulators for the Aviation market. The founding principals of the company have all been actively involved in aviation and aviation electronics for a many years and recognized the need for a lower cost, more functionally rich pilot training system that would position Australian pilot training schools at the leading edge of training facilities to meet the growing demand for aviation pilots, whilst improving training productivity on a lower cost base.The initial product offering based on the Beechcraft Baron twin engine piston aircraft, the FSAP58B, has been accredited by the Civil Aviation Safety Authority (CASA) under Regulation 60, Part B, as a Synthetic Flight Trainer and, with the appropriate syllabus, entitles all trainees to the credits available under this regulation.
"The Eagle has landed..." Due to the design principles employed, the system can be manufactured to simulate just about any aircraft type flying within the general aviation market today in addition to providing access to thousands of airport landscapes.
FSAP designs, builds, supplies and supports synthetic flight trainers and simulators to the aviation market and its products are of the highest quality, offering superior graphics, hydraulic motion 3 to 6 (DOF) degrees of freedom, haptic feedback through pneumatic control on rudder, aileron and elevator, and a 2+2 cockpit with dual controls and internal or external instructor console.
The FSAP58B has high resolution near photo realistic visuals, providing correct eye view point referencing for both crew seats. Having an additional two observer seats, one of which may be utilized as an internal instructor seat during multi crew training, the cockpit (flight deck) provides a realistic training environment designed to enhance simulator transference.
This device will be at the Club on Sunday, 26 August for one day only, there will be 18 dual slots available. $25 for 20 minutes of dual instruction, plus $5 for BBQ lunch. Get in early - contact the Club on (02) 9773-3611 or by e-mail
Day 6: 31 Dec 06 - Hobart - Brunny Island
Vertiginous vertical cliffs...
An early coach departure from Wrest Point saw us in good time to catch the ferry to Bruny Island, for an eagerly anticipated 3 hour 50km boat trip to the southernmost extremity of this Tassie flyaway, South Bruny National Park with its 280m high cliffs, caves and abundant wildlife. Time for tea, which some of us took on the balcony despite a cutting wind, which would have a role to play later in the day!
Our guide for the day was Willy, owner of the tour company, and brim-full with enthusiasm for his adopted home, having resettled his family from Germany. First stop on the island was "The Neck", a narrow isthmus of land connecting the northern drier and southern lusher parts of the island.Refreshments taken on board at Willy's café in Adventure Bay, we slowly wandered along the beach and rocks to the jetty to await our boats. Those who had not had enough at lunch shucked huge oysters from the rocks as we went. Then the boats arrived ... and what BOATS! Newly built, with three outboards each generating 275HP, the signs were that this would be no tame cruise. The crew informed us there were 3 classes: bumpy at the back, very bumpy in the middle, and airborne up the front: there were much-needed lapbelts in the first four rows. Those of you who have ever flown inverted will know what I mean when I say the harness couldn't be tight enough as we pounded over the waves ...
Schoies tour group relaxing on Friars Rocks Formations such as The Monument, The Cathedral, caves and rock arches were pointed out to us. The vertiginous vertical cliffs and powerful boat meant we could get within touching distance of most of them, the smell of kelp and salt thick in the air. On to Friars Rocks and a colony hundreds-strong of Australian fur seals.
Turning North for home we realised we had been running downwind until now. Wave-bashing upwind is an altogether different proposition, requiring great skill and foresight from our captain, though you could feel his disappointment at having to slow from 30+ knots to only 26 knots for the return trip ...
One stop remained, at Breathing Rock. We got up close to the horizontal blow hole, with a few people in the bow just within reach of the waterplume. Only 5 metres from the cliff-face, all went quiet. The Captain's 'Oh, s*@t' [Oh, darn!] indicated a triple engine failure ... that wouldn't happen in a plane! As he continued his restart checklist we "nudged" the rock quite hard. All of us were within range of the blowhole now and got drenched a few times before the engines fired to life. Shipwreck avoided, we escaped with just a bruised nose.
Tight stomachs and tired, wet bodies re-boarded the coach for the trip back to Hobart. We arrived too late for the complimentary cocktails at the hotel but I don't think many minded. It was each to his own for New Years Eve but about 30 gathered for an impromptu Indian meal before the fireworks and the end of a memorable day.
Colin Meade
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: The real art of conversation is not only to say the right thing at the right time, but also to leave unsaid the wrong thing at the tempting moment.
Latrodectus
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