Schofields Flying Club Ltd - 60 Birch Street Bankstown Airport 2200
(PO Box 200, Georges Hall, NSW 2198 AUSTRALIA)
Phone: +61 2 9709 8488 Email: mail@schofields-flying-club.com.au
SCHOFIELDS FLYING CLUB NEWSLETTER - JUNE 2008
Welcome to the June 2008 edition of Schofields News. There are the most of the usual plus some new features -
President's Notes by Mike Allsop,
Ask the CFI by Patrick Watson,
X-File X086 (PZL p.50 JastRzab) by Anthony Coleiro,
First Solos compiled by Latrodectus,
Darwin Harbour, photographed
on a recent Schoies flyaway Sydney's Flying Boats by Peter Fitzsimons, Angelflight by Lindsay Hawkins, SARTIME Reminder contributed by Latrodectus, Sport Flying by John Hook, Changes to TAF Format contributed by Latrodectus, Inertial Navigation Systems contributed by Latrodectus, 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!
Darwin Harbour, photographed
on a recent Schoies flyaway Sydney's Flying Boats by Peter Fitzsimons, Angelflight by Lindsay Hawkins, SARTIME Reminder contributed by Latrodectus, Sport Flying by John Hook, Changes to TAF Format contributed by Latrodectus, Inertial Navigation Systems contributed by Latrodectus, 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!
NEW MEMBERS: Welcome to April new members Colin Rodgers, Edward Terry, Rashie Winata, Richard Graham, Annie Bracken, Ravi Kaliandasani, Ian Hope, Paul Summers, Doug O'Connor, Philip Ferreira, Belinda Austin, Mohamed Nasr, Andrew Duncan, Mark Lee, Shane Williams, Ian Morrison, Marcel Fleitas, Peter (Xin) Zhang, Gary Fenelon, Nicholas Swinton, Race Treloar, Imre Paulini, Philip Cornwell, Jaspreet Singh, Paul O'Hanlon, Mark Hamilton, Noeline Petith, Mark Petith, Martin Russell, John Lightfoot, Michael Lawrence, Leslie Chung, Matthew Reid and Michael York.
Welcome to May new members Capri Ford, Garry Eason, Loutfik Malkounian, Abraham Khouri, Deya Motawie, Eric Steinhaus, Chad Walker, John Ward, Glen Garousse, Prasanga Palihakkara, Dave Law and Julian Burson. 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.
DUTY PILOT DRAW: The Volunteer Duty Pilot Monthly Draw for April ($50 free flying) goes to Shane Paterson and Stephen Penfold. The Volunteer Duty Pilot Monthly Draw for May ($50 free flying) goes to Bob Casagrande and David Hunt. The Club appreciates the efforts our tireless band of volunteers generously give in helping their Club and this is one small way of saying thank you!
DIARY DATES: The Club has a number of social and flying activities planned for 2008 and you will be able to check out the full details on our Coming Events page in the next few weeks.
| Mon | 09 | Jun | Public Holiday (Queen's Birthday) | |
| Mon | 16 | Jun | Committee Meeting | Clubhouse |
| Sun | 29 | Jun | Club Competition Last Light Drinks |
Warnervale Clubhouse |
| Sun | 05 | Jul | Interclub Competition | Mudgee |
| Mon | 21 | Jul | Committee Meeting | Clubhouse |
| Sun | 27 | Jul | Last Light Drinks | Clubhouse |
Mike Allsop
Well they tell us that May was the driest on record, which explains the bumper hours that were flown during the month, an all time record for us by the look of it. Our Club business has had significant growth in midweek hours along with solid weekend work as always, and the fleet is standing up to the load quite well. The interesting knock-on from this increased level of activity is that regular aircraft maintenance comes due more frequently (eg 50 hourly inspections, 100 hourly inspections) as does the inevitable "break-fix" requirement. These activities cannot be compressed since the work needs to be done to the consistent high standard we insist on. The impact then is that we are seeing aircraft "out" for service more frequently which then becomes a bit of a throttle on our ability to meet demand. At our current volumes this has not caused too much of an issue, and we do have a number of aircraft (Warriors, Archers) more or less on permanent standby to meet any overflow. A lot of effort is put into scheduling what is now a fleet of over 15 aircraft.
On the instructor front, we have welcomed Craig Chapman on board as a Grade 3 in the last month and we are still looking to boost our instructor numbers especially on Sundays through appropriate scheduling. Danial Martin will be joining us in a full time capacity in mid June, bringing his Grade 1 multi-engine IFR training skills to our ranks and helping Pat Watson to bring our instructional services to the next level. Welcome aboard Craig and Danial!
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In closing, and Pat may well reinforce the point, with winter approaching we are often blessed with crisp, clear skies and great aeroplane performance as a result. We can also be challenged by fog, low freezing levels and an inability to "get out of Sydney". So plan well, stay safe and above all enjoy your flying once the first two factors are taken care of.
Until next time, keep flying.
Mike Allsop
President SFC
Pat Watson
A few notes this month on Altimetry. I recently asked a number of IFR pilots to interpret a TAF and tell me the QNH at their expected arrival time. None got it right. Which means they haven't read or don't understand their amendments.
Correct QNH is vital for an IFR pilot. When he or she arrives overhead the destination in IMC, one of the first things they do is set the QNH (forecast if no Tower or AWIS). They will rely on an accurate height when they do an instrument approach so that they don't collide with the ground. CFIT is what it's called these days - Controlled Flight Into Terrain.
Some of the instrument approaches available today take the flight very close to terrain - an accurate altimeter reading (hence accurate QNH) is vital. Consider the following TAF.
ORANGE (YORG)
TAF YORG 280447Z 280214
07008KT 9999 LIGHT SHOWERS OF RAIN BKN008 BKN080
FM12 14005KT 9999 SCT015
PROB30 INTER 0610 3000 THUNDERSTORMS WITH RAIN SCT015 SCT030CB
T 11 04 03 02 Q 1023 1022 1024 1026
Your ETA at Orange is 0400 UTC. What QNH should you set before commencing an Instrument Approach? Those who answer 1023 are incorrect. The correct answer is 1022.
The TAF validity period is from 0200 until 1400 UTC on the 28th day of the month.The first QNH line in the above diagram suggests the QNH at time 0400 will be 1023. That would be the correct answer before July 2007 when the AIP was amended. The amendment made the times which were traditionally the start of a 3 hour increment - now became the middle of the period. So 0200, instead of being the start of the 3 hour QNH period, now became the middle, making QNH 1023, 90 minutes either side of 0200 UTC.
We then had a situation where the beginning of the TAF was before the TAF commencement time! To resolve that problem, a further amendment in about July 2007 made the first QNH period only 90 minutes (instead of 3 hours) long, the remaining 3 periods each 3 hours long. That is the current situation. See AIP GEN 3.5 - 32 Par 12.17.3. Line 3 represents the current amendment. From the above diagram it is plain to see (line 3) that the QNH for the arrival time 0400 UTC is 1022 hPa.
Make sure you are reading what is meant to be read. Lots of pilots have mistaken 5000 feet for 6000 feet. Why? Because they're used to looking at a clock. The clock on the right at first glance looks a lot like 1800 feet.Do you know the Altimeter accuracy requirements? As you taxi, you should conduct taxi checks which include instrument checks, including the Altimeter accuracy check.
If you are conducting a VFR flight, the Altimeter should read the elevation to within 100 feet or 110 feet if above 3300 feet.
If you are conducting an IFR flight - including PIFR - the altimeter must read the elevation within 75 feet at your first departure aerodrome and within 60 feet at subsequent aerodromes. Other requirements apply to flights that require two altimeters.
You must not use area or forecast QNH for the accuracy test. Finally, there are usually a number of surveyed points on an aerodrome that you can use for accuracy checks.
INCIDENT REPORTS: I think it is worthwhile and educational to discuss Incident reports, after deidentifying them of course, to save embarrassment.The first one received this month involved a pilot departing Runway 11 Right and proceeding North. The radio procedure states that you will report "Departing Crosswind". You are taught that CROSSWIND is perpendicular to the runway, yet the track to Parramatta is at an oblique angle - so I can understand (and sympathise) the confusion. This particular incident, the pilot turned downwind, then turned right (tracking perpendicular to the runway) at the downwind threshold and maintained 1000 feet. What he should have done was climbed on runway heading to 500 feet, after lowering the nose to check all clear, continue with a climbing left turn to 1500 feet and a track direct to Parramatta.
These procedures are fully detailed in the Sydney Basin Flight Guide. All pilots should have one of these, it is full of valuable detailed information - not only about Bankstown -but all aerodromes in the Sydney Basin. You can get one free from CASA, or download from the CASA website at http://casa.gov.au/pilots/pilotgde.htm.
CASA has also recently released another valuable information guide in the form of strip maps detailing full procedures for Victor One, and two Harbour Scenic flights. The General Flight Guide (GFG) is distributed as part of the Sydney VTC package. Details of the two Harbour Scenic flights will also appear in the September issue of ERSA.The second incident report this month concerned a pilot who conducted a missed approach then climbed to 500 feet and turned crosswind to rejoin the circuit. That used to be the way we did things - not any more. There are helicopters crossing at 500 feet and the environment is a lot busier than in the past. If you go around for any reason, immediately notify the tower, they will tell you when to turn crosswind. See AIP ENR 1.1 - 56 for full details.
I get many pilots who - when conducting a missed approach - move to the "Runway Dead Side". That is not correct. There is no "Dead Side" at Bankstown and many other aerodromes. At Bankstown you must move to the circuit live - or active - side. By the way, I don't hear too many pilots (or instructors) calling "dual" or "solo" with their "Ready" call! (AIP ENR 1.1-52 30.2). If you are uncertain about any of these procedures or requirements - see me or your favourite instructor who will be more than willing to advise.
LAST MONTH'S QUESTION: Our captain would have to straddle the International date line to satisfy all the conditions in the question. The time would be 1200 UTC on 31 December 2000.
'Til next month - happy flying.
Patrick Watson
Chief Pilot - Chief Flying Instructor
Anthony Coleiro
In 1936 plans were drawn up to modernise the Polish Air Force. Part of this modernisation was the development of fighters. It was felt that two types of fighters would be needed, a heavy two-seat long-range destroyer and a light single-seat, single engined interceptor.
PZL went about giving priority to the twin-engined fighter but failure of the intended engines of which the aircraft was built around meant that this project was abandoned. Instead the single-seat fighter specification was revised so that this aircraft could take on some of the destroyer role. From this revised specification evolved the P.50 Jastrzab (Hawk). It was all-metal in construction with a semi-monocoque stressed-skin fuselage with retractable undercarriage.
The highest priority was placed on this fighter to replace the obsolete aircraft then in use. The Bristol Mercury VIII radial engine was being licenced built in Poland at the time and this engine was chose for the prototype. As the situation in Europe deteriorated, the Polish government placed an order for 300 of these aircraft off the drawing board.
PZL P.50 Jastrzab It was anticipated that the prototype would fly in September 1938 with production models being delivered in the following year.
Due to delays the aircraft did not get off the ground until February 1939, some five months later than expected. When it did take to the air the results were not encouraging. The aircraft proved to be underpowered even before the armament of four 7.7 mm machine guns were fitted. With the Mercury engine the aircraft had a maximum speed less than 500 km/h and a range of 750 km. Its manoeuvrability was poor and so was the climb rate. Extensive modifications had to be made and a second prototype was fitted with an 870 hp Gnôme-Rhône radial engine but this made no improvement. More power was needed to exploit the full potential of the airframe. The production order was temporarily cut back to 30 aircraft until the problems could be ironed out.
Agreement was reached to licence build the 1,375 hp Hercules engine for installation into this aircraft and talks were underway to obtain Pratt & Whitney Twin-Wasp engines. A third prototype aircraft was being readied to be fitted with either engine, which ever came first but German forces overran Poland before this aircraft was complete and none of the production fighters ever flew.
There was an attempt to fly the first prototype aircraft to Romania but the aircraft was shot down by Polish gunners mistaking it for a German aircraft.
ACKNOWLEDGEMENTS
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The Complete Book of Fighters - William Green Gordon Swanborough |
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War Planes of the Second World War - Fighters Volume Three - William Green |
Anthony Coleiro
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Finally the time had come where CINDI HEMMILA had to take-off and land, without jumping out of the Aeroplane! Being a highly experienced parachuter and instructor, the landing phase of the flight was not so common to Cindi. It didn't take Cindi long to be 'kissing' the Cessna 152 onto the runway - and after some great circuits I informed Cindi it was time for me to get out, and watch her fly one herself. Well done on a fantastic Solo! Instructor - Lindsay Hawkins.
ANDREW DUNCAN has spent most of his career down the back end of the aircraft and wanting to head up the front. He is a highly ranked CSM for Qantas, and has decided to trade in the PA system for some epaulettes. Andrew had completed every single GFPT sequences by the time his SPL finally arrived in the mail. After making a full stop landing I proceeded to take off my seatbelt and tell Andrew it was his turn now, a quick reply of 'are you sure??' followed! There was no doubt about him being ready - and my point was proven shortly after with a very smooth circuit and landing! Keep up the good work! Instructor - Lindsay Hawkins.
SHANE WILLIAMS was SFC's first arriving fast track student. Fast track has him on target to reach ME/CIR in 22 weeks. Like name, like nature he was flying solo only days after his first lesson! When it comes to flying Shane makes it all look too easy. By the time this makes it onto the web, Shane will have completed all his solo nav training. It won't be long now until you're signed out solo in a Dash 8! Keep up the good work! Instrructor - Lindsay Hawkins.
IAN MORRISON was the 3rd Fast Track pilot to join SFC. When Ian hits the starter he seems to start up the bad weather with him.
Michael Cassidy After his first two sessions of circuits, he had experience all the gusts, wind shear, and crosswinds the gods had to offer him! By the time his 3rd session of circuits came around with VRB/05 winds, he was landing like he had flown for years. When it comes to flying, Ian dots all his I's and crosses all his T's. His consistent flying was awarded when he blitzed the landing on his first solo. Congratulations! Instructor - Lindsay Hawkins.
Let it be known to all that MICHAEL CASSIDY is out ripping up the circuit solo - his slack instructor : ) is yet to get a photo. But next issue there will be sure to have a photo and blog of Michael's 1st Solo. You have not been forgotten! We just need a Kodak moment!
MATT HOLLINGS was sent first solo on Saturday afternoon, 3rd May at 4pm in JNB. Matt is has excellent natural ability and flies the aircraft very well. Matt was ready to go solo a number of weeks ago but had to wait for the issue of his student licence. Instructor - Peter Newman.
ANGUS WONG was sent first solo in JNB on 23 April by instructor Tom Blazevic. Congratulations! JAMES PICKETT joined the ranks of first solo achievers after Tom Blazevic sent him on his way in IJK on 15 May. Well done! And last, but not least, MARK HAMILTON achieved this milestone by soloing in JNB on 26 May. Instructor - Tom Blazevic.
Fasten your seatbelt, warns Peter FitzSimons - the story of the flying boat in Sydney is one of intrigue and suspicion. I know there's something about the water around here. It's just so very ... eastern suburbs. And yet, genteel appearances, that particular stretch of water in Rose Bay marks the spot where something that all of Australia took place. You see, that is the sopt where the famed Flying Boat Base used to be.
PBY Catalina on final approach And now ... picture the scene. It is the sunny afternoon of August 26, 1949, and a big, beautiful Qantas Catalina VH-EAW has just arrived after a flight from Noumea.
Its well-heeled passengers are unloaded, the plane is cleaned and refuelled for its next trip to Lord Howe Island. As darkness descends, the giant plane rocks gracefully on the swells caused by passing cruisers and late-night ferries. Soon, though, all falls quiet as Sydney sleeps and the only sound to be heard is the odd swish or a passing car and the tiny lap-lap sound of the harbour caressing the Catalina's floats until ... the plane explodes.
AT 2:22am on that early morning of August 27, people as far away as Bondi and Darlinghurst suddenly sat bolt upright in their beds as what seemed to be a roll of dirty thunder blew through their bedroom windows. What was going on?
At Rose Bay, harbourside residents were nearly blown out of their beds by the shock waves, and looked out their windows to see ... smoke on the water ... fire in the sky. What had been the Qantas plane was now a massive ball of flame. The blaze remained so intense that the fire-crews couldn't get close enough to do anything and it only sizzled out when the whole mess sank, 20 minutes after the explosion.
What had happened? Exactly. It was the very question that all of Sydney would be asking for years to come. At least half the answer was provided when they got the remains of the Catalina to the surface and discovered a crude ignition device consisting of an alarm clock, a battery and a coil attached to a piece of wooden fruit crate in the engineer's compartment. The fuel flow gauge had been smashed so that when the device was triggered, the coil would throw a spark, igniting the fuel-filled cockpit. But who had done it?
After an investigation, Bryan Monkton of a rival flying boat airline, Trans Oceanic Airways, was sensationally arrested and charged with sabotage. Sydney was agog and followed the 1950 trial closely. Monkton's alibi was that he and his wife had been dining that evening at their Bellevue Hill home with P. G. Taylor, one of the most esteemed aviators in the country. Taylor and his wife Joan had left the Monktons at midnight, and his lawyers argued that it would have been impossible for Monkton to travel to Rose Bay and plant the device in time. The jury agreed and Monkton was acquitted. The crime remains unsolved. But I reckon someone out there knows the truth, and it must be time to 'fess up!
Peter FitzSimons
Lotus, Lindsay and Teddy
From the day I was handed my PPL licence I could not wait to get up the command hours necessary to become an Angel flight pilot. Obviously coming up with the plane was the next big hurdle! With the very generous support of our SFC director Peter Edwards, who kindly offered me his trusty Arrow VH-FFL for the cause (Thanks again, Peter - you're a Star!). With the ball now rolling, I was assigned a mission for a little girl in Armidale, who suffers from a condition commonly know as 'Brittle Bones' to fly to Sydney to see a specialist. With 3 days to go I got a phone call saying she had broken her leg - and the trip would not go ahead (very dissapointed!) - Only 3 weeks later I got the call that she was ready to fly again.
It had been a long long time since i had pulled out the maps, drawn the lines, written up a plan, completed a weight and balance etc etc - I realise now how lucky I am in my job that I get to leave all the time consuming planning to my students : ). I set off early morning on April 26th to Armidale, getting a clearance BK-RIC-ARM direct at 8500ft with quite a strong head wind, which meant the flight home was much quicker indeed! A very straight forward flight.
There I met my little angel, Lotus Walker, only 2 yrs old - this would be her 33rd trip and more frequent flyers under her belt than all of our members put togther!!!! In her short time on this Earth, Lotus has broken 19 bones - her last being the 4th time she has broken her femur! Unfortuantely I couldnt offer Lotus and Sarah a ride in the Citation II as she once had for a previous flight, but being the seasoned traveller, she flew the whole flight with a little grin on her face and teddy tighly under her arm.
Arriving at Bankstown 1.5 hours later, we were met by Earth Angel, Liz Hope, who was a veteran compared to me with 96 missions versus my 1! It was a fantastic opportunity, and it rates as high in my memory and logbook as my first solo! I highly recommend all Schoies pilots combine their passion for flying with a great cause like Angelflight! For more information, see www.angelflight.com.au.
Lindsay Hawkins
Flying Instructor and Angel Flight Volunteer
A SARTIME reminder
Chances are the first thing you look for when you head home after a flight are your car keys or your mobile phone.
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What is SARTIME?
SARTIME is the time nominated by a pilot for the initiation of a search and rescue action if a report has not been received from the pilot by the nominated Airservices Australia unit. Although you don't have to submit a SARTIME, it makes sense to let someone know where you're going, and when you're planning to get there.
Your SARTIME is logged with the centralised Airservices database, CENSAR. If a flight is over the designated SARTIME, the first step is for ATC to put out calls to aircraft in the area to keep a lookout for the missing aircraft. Fifteen minutes after the SARTIME has elapsed, the information goes to AUSSAR (Australian Search & Rescue), and a formal search is initiated.
Why should I cancel it?
The majority of searches happen because of failure to cancel SARTIME, leading to a massive waste of time and resources. It's easy to lodge a SARTIME and then, at the end of the flight, become distracted with all the necessary checks and procedures, and forget to cancel SARTIME. So, attach this tag to your key ring or mobile phone, so you don't forget. As well, the Club now has a yellow SARTIME reminder tag fitted to the key ring of each of our aircraft.
Contact CENSAR on 1800 814 931 to cancel your SARTIME.
Schoies Club Competitions
Schoies Club competitions got off to a great start on Sunday March 2. Whilst your Clayton's organiser was experiencing free flight for the first time across the Tasman at Taupo, Peter Cunningham and Alan Drury organised a competition for 6 at Warnervale.
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BAL and BK TWR were happy to help out with our second competition at BK on April 13. A lucky number for new competitor, Peter Slybacon, who came 1st and won the Blind circuit. Alan Drury was 2nd second and Mike Allsop 3rd with David Winter winning the Glide Approach. Special thanks to our breakfast chefs, Allan Bligh and Peter Whiteman. Also competing on the day were Ray Hand, Paul Harrington and John Hook.
Unfortunately, our competition scheduled for 25 May was cancelled because we couldn't find an instructor to act as air judge. SFC do pay our instructors for the competitions and whilst we could organise some practice with an air judge for those with a current PPL, having an instructor along allows an opportunity for those less qualified to fly and also those who are not current to regain currency whilst practicing their skills. So, I appeal to any SFC instructors reading this to consider giving us a go and coming in to support our next competition on June 29th - just 1 week before the next NSW Interclub.
NSW Interclub Round 2 - Mudgee Saturday 5th July
I've just been talking to Bob Casagrande who's organising the SFC accommodation for Mudgee. What a great city to go to for an Interclub. An opportunity to visit some vineyards for those who can fly in the morning - or for those who drive in and fly in the afternoon, there's Sunday. We welcome newcomers to the Interclub at which the competition will be Forced Landing, Spot Landing, Instrument Climb and Streamer Cut. Yes - how much fun it is to throw a roll of toilet paper out the storm window and then attempt to slice it as many times as possible before reaching safety height cut-off. This will take your flying skills to a new level. If you'd like to join us, please email me at johnhook@acsmail.net.au or phone me on 0409-774-986 and we'll try to help with accommodation and advice. The competition suits all levels of ability and there's a BBQ on during the day and a presentation dinner on Saturday night where, typically, organiser John Ciardi will tell some of the best jokes you'll ever hear. We would especially welcome an instructor to this event to help out with judging on the day - it's a volunteer effort and a great destination for a navex with some student pilots.
John Hook
Claytons Competition Organiser
CHANGES TO AERODROME FORECAST (TAF) FORMAT - CONTRIBUTED BY LATRODECTUS
T he Bureau of Meteorology is planning changes to its TAF format, to take effect from 00 UTC on 20th November 2008. These changes are being made to comply with the format specified by the International Civil Aviation Organization (ICAO).
Most of these changes are due to the world-wide introduction of a TAF with a 30 hour validity period for some aerodromes required by long-haul operators In Australia, the 30 hour TAF will be provided for Brisbane, Sydney, Melbourne, Adelaide, Darwin and Perth. However, the new format will apply to all Australian TAFs.
The changes are as follows:
Validity period groups will be given in the format DDHH/DDHH which gives the day of the month and the time in hours UTC for both the beginning and the end of the validity period, e.g. 0100/0206.
New maximum and minimum temperature groups will give the expected maximum and minimum temperatures along with the day of the month and the time in hours UTC at which the temperatures are expected to occur, using the format TXTT/DDHHZ and TNTT/DDHHZ, e.g. TX35/0106Z.
The groups FM (from) and TILL (until) will be followed by a six-figure group in the format DDHHMM, giving the day of the month and a four figure time group to the nearest hour UTC, e.g. FM 010400.
New change group BECMG (becoming) will be used to forecast changes where the meteorological conditions are expected to reach or pass through specified threshold values at a regular or irregular rate and at an unspecified time during the time period. The time period will be given in the format DDHH/DDHH which gives the day of the month and the time in hours UTC for both the beginning and the end of the change period, e.g. BECMG 0100/0101.
The abbreviations COR, NIL, and CNL will be introduced to the format and will be used to:
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correct a previously issued TAF (COR) |
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indicate that a routine TAF will not be issued (NIL) |
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cancel a current TAF (CNL) |
The group VVnnn (vertical visibility) will be introduced to the format and will be used when the sky is obscured due to obscurations other than cloud, e.g. bushfire smoke. The estimated vertical visibility will be given in units of hundreds of feet, e.g. VV010 indicates a vertical visibility of 1,000 feet. When the vertical visibility cannot be estimated, nnn will be reported as ///.
From the Bureau of Meteorology
Cluster of laser ring gyros
An aircraft knows where it is at all times. It knows this because it knows where it isn't. By subtracting where it is from where it isn't, or where it isn't from where it is (whichever is the greater), it obtains a difference, or deviation.
The Inertial Navigation System uses deviations to generate error signal commands which instruct the aircraft to move from a position where it is to a position where it isn't, arriving at a position where it wasn't, or now is. Consequently, the position where it is, is now the position where it wasn't; thus, it follows logically that the position where it was is the position where it isn't.
In the event that the position where the aircraft now is, is not the position where it wasn't, the Inertial Navigation System has acquired a variation. Variations are caused by external factors, the discussions of which are beyond the scope of this report.
A variation is the difference between where the aircraft is and where the aircraft wasn't. If the variation is considered to be a factor of significant magnitude, a correction may be applied by the use of the autopilot system. However, use of this correction requires that the aircraft now knows where it was because the variation has modified some of the information which the aircraft has, so it is sure where it isn't.
Nevertheless, the aircraft is sure where it isn't (within reason) and it knows where it was. It now subtracts where it should be from where it isn't, where it ought to be from where it wasn't (or vice versa) and integrates the difference with the product of where it shouldn't be and where it was; thus obtaining the difference between its deviation and its variation, which is a variable constant called "error".
Baby Emily Clark
(photo: Bill Henson) EMILY CLARK: Congratulations to Club member, Greg Clark and wife Cherry who welcomed baby Emily into the world at 1:32am on Sunday, 1 June 08 at the Sydney Adventist Hospital, Wahroonga. Emily weighed in at 3.64 kg (8lbs) and 'stands' 50.5cm tall. This is the second offspring for Greg and Cherry. Greg's busy flying Barons and C402s out of Broome these days and apologises for not being at the Club much lately. Well done!
AIP CHANGES: Some changes have appeared in the 5 June 08 amendment to the AIP that members should be aware of:
AIP ENR 1.6 para 7.1.3: The table of non-discrete SSR codes used in Australia has been updated to include code 0100 (flights operating at aerodromes in lieu of 1200, 2000 and 3000), and code 2100 (ground testing by aircraft maintenance staff).
AIP ENR 1.1 para 11.2.2 (and other references): ICAO have removed the phrase 'GO AHEAD' to avoid the possibility of it being misconstrued as an authorisation for an aircraft to proceed. To comply with ICAO, 'GO AHEAD' will no longer be used in Australia. An invitation for the calling station to pass their message will now be made using the aeronautical station's callsign followed by the answering aeronautical station's callsign. For example:
Pilot: Sydney Radar, JRY. ATC: JRY, Sydney Radar.
THAT CLIMB QUESTION: Since it was posed several months ago there have been very few members willing to attempt it. The original question, in the November 2007 Newsletter, asked:AIP ENR 1.1 para 11.2.2 (and other references): ICAO have removed the phrase 'GO AHEAD' to avoid the possibility of it being misconstrued as an authorisation for an aircraft to proceed. To comply with ICAO, 'GO AHEAD' will no longer be used in Australia. An invitation for the calling station to pass their message will now be made using the aeronautical station's callsign followed by the answering aeronautical station's callsign. For example:
Pilot: Sydney Radar, JRY. ATC: JRY, Sydney Radar.
"It is a fact that, if you lower any flap, both lift and drag increase. Drag always increases more than lift. Therefore the lift/drag ratio decreases. The take-off Performance Charts for the Cessna C152 show 10º flap and 54 Knots. The Manual and performance charts state that for best angle of climb, you should climb at 54 knots and use 10º flap. If the use of flaps decrease the lift/drag ratio, how then can we get better climb gradient with 10º of flap extended?"
Here is a suggested answer. Comments and feedback would be welcome.
| 1. | The Fowler flap design fitted to the C152 achieves an increased CLmax by increasing camber, delaying boundary layer separation and providing an increase in wing area. It therefore lowers VS. |
| 2. | VX (the ratio of vertical speed to horizontal speed) is achieved at the speed where there is maximum surplus thrust and is close to VS. In most Flight Manuals, VX is the best safe angle of climb speed and is higher than the theoretical VX. Safe flight requires both speed and height; low and slow reduces the available options is there is some sort of failure. |
| 3. | Using 10º of flap in a C152 lowers VS, lowers VLOF (lift-off speed) and shortens the take-off run. It enables a safe climb at speed a little above VLOF until clear of obstructions from where a normal (flapless) climb can be continued without vegetation (or worse) attached to the underside of the aeroplane. |
I guess the point to be made is that a short field, obstacle-limited take-off with 10º flap in a C152 doesn't give the theoretical maximum angle of climb. However, it allows the climb to commence slightly earlier (because the take-off run is shorter) and provides an additional margin of safety because of the lowered stall speed. There might also be a visibility benefit from the slightly lower nose angle.
FEEDBACK AND CONTRIBUTIONS: Well, that's your Newsletter for this month. You should 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: 'Political Correctness' is a doctrine, fostered by a delusional, illogical minority, and rabidly promoted by an unscrupulous mainstream media, which holds forth the proposition that it is entirely possible to pick up a turd by the clean end.
Latrodectus
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