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
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SCHOFIELDS FLYING CLUB NEWSLETTER - MARCH 2005 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Welcome to the March 2005 edition of Schofields News. There are the usual plus some new features - VH-DUX, a Little Seabird [Part 2] by Jim Moline, President's Notes by Glenn Hughes, X-Files X049 (YF-12A) by Anthony Coleiro, Just Plane Cleaning by Peter Blackbourn, 2004 Kimberley Tour (Day 2) [Part 2] by Janet Richardson, What is a Runway? by Latrodectus, 2004 Kimberley Tour (Day 3) by Bob Casagrande, Going Around at Bankstown by Latrodectus, Director Profile by Mike Allsop, and The Last Word from Latrodectus. As well, there's the usual administrivia that you've come to expect. So, read on and enjoy! VOLUNTEERS NEEDED! The Club is once again in need of volunteer help. A couple of our duty pilot teams are in need of a few extra helping hands to cover their scheduled weekends. If the teams are full this means half a day about once every two months for each person involved. Are you willing to pitch in and offer your help? Please call Vivianne or Suzanne at the Club on 9773 3611 and have a chat to see what the volunteer duty pilot work is all about. Read Why be a Duty Pilot? by Peter Blackbourn.
CONGRATULATIONS, JANINA! Club member Janina Galliani (pictured, right) qualified recently for her Grade 3 Flight Instructor Rating after a gruelling assessment and flight test with CASA. Janina has extensive experience in glider towing and floatplane flying and is now equipped to impart her wealth of knowledge to others, and is instructing part-time for the Club! In her spare time, Janina is a Flight Attendant with Qantas - she really is the hostess with the mostest! [Photo courtesy of Club Paparazzi, Peter Johnson.]NEW MEMBERS FOR FEBRUARY 2005: Welcome to Shaun Browne, Frederick Fahey, Matthew Bates, Tricia Armstrong, Daniel Weideli and Christopher Sexton. JANUARY DUTY PILOT DRAW: The Volunteer Duty Pilot Monthly Draw for January ($50 free flying) goes to John Young and Jim Cahill. Congratulations! DIARY DATES: The Club has a number of social and flying activities planned for 2005. You can check full details on our Coming Events page. Below is a summary of the programme for March and April 2005:
MAITLAND FLY-OUT & COMPETITION: Come and join in the fun at the Royal Newcastle Aero Club on Sunday, 20 March for a Social Barbecue and Flying Competition (for those so inclined). Maitland (Russell Field) is an easy 50 minute flight from Bankstown so why not come along and share the flight (and costs) with another pilot or friends? More... OUR PRESENTATION NIGHT will be held at the Club on Saturday 19th March. Guest speaker for the evening is Ken Andrews who will share with us his views on military aviation and slant on general aviation up to the present day. We will also recognise those members who have significantly contributed to the club over the course of the past year. More... NON-PILOTS' COMPETITION: Our next round of this popular event will be held at the Club on Sunday 13th March 2005. This is a special 'comp' for those who have never had a flying lesson, such as the husband, wife, partner or friend of a Schoies member. This is a competition in name only and the emphasis is on having fun. More... ANNUAL GENERAL MEETING: The Club's AGM will be held Monday 18 April 2005. We are looking for volunteers to help run the Club and as such would like members to think about nominating as a Director. Please consider the valuable help you could offer your Club - new faces and ideas are always welcome. Download the Nomination Form Pack (9 pages - 74kB pdf). Read and complete all pages and return to the Club no later than 9.00 am Thursday 17 March 2005. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Continued from last month. I used to rent aircraft from the Club to go places. We used to find interesting airports/locations to go for a tour or to visit friends and stay awhile. Sometimes we'd hire a plane to take a long flight for a specific purpose and slowly we realised that we were really only using an aircraft as an alterative to the car, well, because we could. Then we started flying DUX, the little SeaRey bird. Everything changed dramatically. Planning flights at say 60-70 kts (allowing for wind) meant we started looking at different timeframes and therefore routes and THE REASONS TO FLY. The most amazing change came with the first few flights. We were flying slow and low, we could see EVERYTHING, we had no rush to GET SOMEWHERE we were, as they say, enjoying the journey as the destination.Now I look forward to flying over water ALL the time, and the most amazing thing ! - you know how your engine always started to sound like it was running rough when over water? - that doesn't happen any more. DUX looks for water to go and play in, rustle the feathers and go-around a few more times - just because. A new dimension has also made a huge difference to WHY we fly. We fly IN COMPANY now and in formation (where appropriate) and rather than plan straight flight paths may zig-zag our way around all sorts of sights, locations and points of interest, particularly where any excuse will do to alight to have coffee with a waterfront friend, boatie or Café. It's not unheard of for one of the party to say, "Ever alighted in that pond over there? No? well why not do a few circuits, touch and gos, and beach on that sand for a walk?" "Of course, we're not in any hurry." Last week Rob (CRA) & I, (DUX) had an arranged meeting with the editor of a local magazine to "go fly." YSBK - Homebush Stadium - (right over the top at 1000') - Parramatta river 700' - then the helicopter lane east bound at 500' - Ryde Bridge - Gladesville Bridge - South Pylon (below the bridge climbers who are at something like 600' at the top). Oh, by the way, we turned north, west of the bridge, and alighted in the Lane Cove River, step taxied around several bays and moored yachts (at 25 kts) and beached in Woodford Bay for a short photo session. Perfect, smooth-water takeoff and over the bridge to the Heads and coastal northbound with constant chatter on 'the numbers'. 500' past the cliffs of the northern beaches, around an island, alighting in Hardy's Bay, just because it was there and calm, alighting in Saratoga for more photos and demonstrations of flight characteristics. Ho-hum, what's everyone else doing? 
Rob took our guest for a demo flight and I decided to 'play around in the water'. Something like 20 water alightings in and around Brisbane Water, then joined the others for several splashes into "The Pond," a part of the Waters at Kincumber. Over Long Reef - heading for a days splashing about. Moored at Budgewoi - 20 metres from the best waterfront seafood café in town.We alighted on the southern side of Budgewoi and taxied between the channel markers right up to the boat ramp. Alongside we found a sandy bottom, no tide and a perfect place to 'moor' / tie up to a tree. After twenty minutes talking to all the interested people who arrived from nowhere, which in itself is fun, we strolled to the local seafood café. The trip back to Bankstown included Cowan Creek (Hawkesbury) and a beaching at Hallett's Beach to talk to some boaties who were amazed by our little birds and their luck to be included in the photos to show their friends. And that was just a short day for fun. After a days flight I guess you've seen me washing down, oiling, greasing, polishing, spraying anti-corrosion, etc and then putting on all those covers? Well let me tell you, the thrill of the day FAR outweighs any thoughts of this being a chore, if fact, this is all part of the ritual / experience and the love affair with my own baby, hugging and stroking her before I go home. And you know what, DUX loves it. Jim Moline Occasional Duty Pilot and proud owner of ‘DUX' | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The AGM is set down for April, which means it is time to reflect on the highs and lows of the past year, and to discuss the plans and opportunities of the coming year. The year can be reflected as one that had many challengers to promote the social aspects of the Flying Club to its members, to promote flyaways as far away as Broome and also as close as Maitland & Temora. Financial challenges have included dealing with BAL in regards to our rental agreement and compliance with environmental and safety issues. We have succeeded in maintaining our VETAB & CRICOS accreditations after auditing by the authorities and have also achieved approval from TAFE as one of only three organisations to provide flight training to students. The board has been reasonably successful in raising the profile of SFC in general GA and the pilot training field. But the hard work continues. Our recent meeting with BAL chiefs has indicated that the land that we are currently occupying will be the first area for development under the proposed commercialisation of the airport. The board has embraced this in order to foster an early move to a desirable location on the North Side. It is envisaged that a move in the next 3 to 5 years is most likely. Planning and organisation is required to negotiate a suitable location and premise to further SFC's business position at Bankstown. One thing is certain, SFC will continue to be a key operator at Bankstown and our social nature is highly desirable to BAL as one of the unique qualities that should be retained. The coming year will require a business plan and proposal to BAL to assist in their planning and our transition.The AGM also means nominations for Board positions. All flying members of SFC are encouraged to consider nomination if they have a desire to contribute to the club. The board values the variety of business and social backgrounds of its membership and wants those special qualities to be represented in its operations. If you have a desire to contribute, please enquire with the office staff and obtain a nomination form. All nomination forms must be completed and submitted to Schofields Flying Club by 9:00am on Thursday, 17 March 2005. The current AGM will be considering a change in the Club's articles to accommodate a smaller committee. The past 8 months the club has been operating with a reduced committee, as it was unable to sustain or attract sufficient members to fill the 13 positions. The remaining board members have shown their commitment by reliable attendance to successfully obtained the crucial quorum of seven to hold a meeting, but they have had to deal with delays and complex arrangements to obtain that quorum at times. Board members are busy people and have had to put SFC before other important personal obligations. The change to the articles will reflect the true nature of membership involvement and also assist those dedicated members who provide their free time so willingly, to reduce the wasting of valuable time and efforts to discuss and plan for the benefit of all. I encourage all to read the amendments and vote. The board fully supports the adoption of the amendments. It's a short and official report this month. The social occasions are now starting to speak for themselves. So I will leave you and look forward to seeing you at the AGM on Monday, 18 April 2005. Safe Flying. Glenn Hughes President | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
What looks like a SR-71 Blackbird but is not a SR-71 Blackbird? The answer; a Lockheed YF-12A. The SR-71 was a larger and later development of the A-11, a strategic reconnaissance aircraft. From a production line of 18 A-11's, three were completed as single seat interceptor fighters designated YF-12A. The intention was to intercept an enemy bomber before it got too close to continental USA. A fighter capable of Mach 3.35 would certainly do it. To complete its intercept mission, the YF-12A was equipped with four specifically developed Hughes AIM-47A air-to-air missiles housed in two internal bays. Power was provided by a pair of Pratt and Whitney JT11D-20B (J58) afterburning turbo-ramjets capable of 32,500 lb of thrust each fitted with a Hamilton-Standard variable intake nozzle. These engines never having being used in an aircraft before.
Not only the engines were new, but the entire structure and systems of this aircraft. There was no precedent to an aircraft that would have to cope with continuous cruising above Mach 3. There was some experience with the North American X-15 rocket aeroplane and the XB-70 Valkyrie supersonic bomber. The knowledge gained from these aircraft was expected to benefit the YF-12A, but in the end this did not happen. The X-15 was designed for only short periods at high speed and the steel-honeycomb structure of the XB-70 was considered too complicated for this aircraft.All components for this aircraft had to be reinvented. The rivets, hydraulic fluids, the alloy for the skin, the tools, machining techniques and even the fuel were all new. The aircraft had to withstand temperatures of over 1,000°F in certain areas on the airframe, and pressures up to 14 tonnes. The aircraft first flew on 22 December 1964. At that time the world absolute speed record was held by the Russians, 
the YF-12A showed from its first flight that this record could be broken. This was done in fact on 1 May 1965, a speed of 2,070.102 mph over a 15/25 km course at unlimited altitude; it achieved a sustained height of 80,258 feet in horizontal flight.The aircraft had enormous power and established a series of speed and altitude records. The three prototypes was all that came of the project, no production orders were granted. The aircraft were used as research platforms and conducted a variety of tests between 1969 and 1979. One of those tests which this aircraft took part in was to pick up where the North American XB-70 Supersonic bomber left off when that project was cancelled, by assisting NASA in the high speed and altitude research program. NASA was specifically interested in looking into altitude hold at supersonic speed as well as boundary layer noise, heat transfer and the interaction between the propulsion system and the airframe; later the aircraft was used to acquire data for the Space Shuttle programme. Information regarding A-11's, SR-71's and YF-12A's is selective, in fact even though these aircraft are now retired; their engines are still classified. The YF-12A's are believed to be in storage under guard in Palmdale California. ACKNOWLEDGEMENTS The Complete Book of Fighters - William Green Gordon Swanborough The Illustrated Ency. of Aircraft - Orbis Publication Aircraft - November 1964 - The Royal Aeronautical Society Aircraft - February 1970 - The Royal Aeronautical Society AirBP 48 - Journal of the BP Group Flight International - 4 June 1970 - IPC Business press Anthony Coleiro | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
For those members who have email, you will have received our recent "all stations" message about this new activity that the committee is setting up. However we are mindful that a few of our members still rely on the printed word from our newsletter. With this in mind we now reiterate the details of this broadcast, "Just Plane Cleaning". Most members would be aware we have a fleet of 8 club owned aircraft. As with any vehicle the need to clean, wash and polish is an on going task. We all like to see good presentation when we fly and when we take friends and family with us. New members join our ranks to fly well equipped, maintained and presented aircraft.In order to provide regular cleaning the club is setting up a "Just Plane Cleaning" program. The idea here is to have a pool of cleaners under the supervision of our Sunday Duty Directors to wash nominated aircraft on specific days.
THE REWARD: The club does recognize the manual activity associated with this task. To lie on your back and clean underneath the fuselage, gently polish the wings, vacuum the carpet etc. is a bit of work. Therefore, a flying credit of $20 for each cleaning session will be added to the account of each participant. Despite the work, these sessions should be fun for all and will be of great benefit to the club. And we all might learn something along the way!HOW DO I SIGN UP? If you would like to be part of the pool and help the club maintain a visibly high standard of fleet presentation, please give the office girls a call to register your interest. Peter Blackbourn Sub Committee Aircraft Cleaning. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Day 2 - Tuesday 1st June - Halls Creek to Bungle Bungles Destinations: Bellburn, Echidna Chasm, Mini Palms Gorge and Cathedral Gorge Continued from last month. But back to the tour. Our guide Tony a professional and friendly character with terrific local knowledge, a good sense of humour and, we were soon to find out, a great singing voice led us into Echida Chasm. It is so named because of an Aboriginal dreaming that ended with an echidna trying to escape its pursuer (a galah) by clawing its way up the steep sandstone walls. 
The walk into the chasm was moderately easy although I was grateful for my sturdy walking boots as the track followed a dry river bed with rounded pebbles underfoot and we occasionally negotiated larger rocks and boulders from time to time. As the track narrowed and wound its way between walls of deep red and orange cliffs we left the spinifex behind and lush green palms became abundant but soon they too disappeared as the gorge walls closed in around us. The final hundred metres or so needed a degree of sure-footedness, as there was a short ladder climb at the end of the chasm. Also the terrain here would not be suitable for anyone suffering claustrophobia due to the closed-in effect of the close soaring walls and the presence of a few large (previously fallen) boulders hanging wedged overhead the path. Unfortunately it was quite difficult to "get" the full impact of this awe inspiring place on camera - too dark and rock walls too high - although perhaps these are just excuses for my lack of photographic skills! (Ben Knapinski's book "Bungle Bungles" (www.bjk.com.au) is an excellent photo essay of the Bungles for those interested.) After the awe inspiring Echidna Chasm, Mini Palms Gorge although impressive and beautiful, was not as jaw-dropping an experience. Mini Palms is named after the stunted Livistona palms scattered along the track and on the gorge floor. The walk in was mostly easy going, although challenging in parts and again beautiful with the massive sandstone cliffs and variety of plant life lining the route. The track ended with steps up to a viewing platform from where small palms - some only slightly more that seedling size - grew in patches on the gorge floor below. The parent palm population had been wiped out during previous floods and this new growth will take many years to mature to its former glory. 
Then it was back to camp for a well cooked and satisfying dinner washed down with a glass or two of red. What's the word for dozing off to sleep to the sounds of frogs and the occasional night bird in a comfortable mozzie-free tent? Bliss? Next morning it was back into the big 4 wheel drive buses and off to Cathedral Gorge at the southern end of the Bungle Bungles. This was just fantastic. Again the walk in was a pebble and boulder strewn track. But now we were in "beehive country". These incredible beehive shaped rock structures with horizontal stripes of orange and black were unlike anything most of us had ever seen. The domes and surrounding country gave me the same feeling I get when out in gibber plains country - a belly slamming impact of being fortunate enough to be within a natural system that has defied change over millennia. The actual gorge is a large circular amphitheatre - a huge cave overhang carved out of the surrounding sandstone with a sandy "beach" scalloped between rocks and a centrally placed large shallow pool of tepid green water. Amid the awe-struck murmuring of our group, cameras clicked and flashes went off constantly. Then Tony, our guide perched unseen on a rock shelf somewhere on the left hand side of the gorge, began to sing. There was total silence except for his clear true voice. Throats tightened and eyes misted and yes I'm getting "soppy" but it was a beautiful moment and one that all of us will remember. The Bungle Bungles region rates as some of the most spectacular scenery I've ever seen. It's the type of place a nature-loving bushwalker just can't get enough of. Flying over the Tanami Desert scrub one day then walking amongst these magnificent rock formations the next. Flowering plants, beautifully intricate and incredibly adapted to alternate seasons of drowning wet and withering dry line rutted orange gravel roads. Yet palm-fringed water holes lie just beyond. Enough said? Janet Richardson | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
To most pilots, a runway is the black bit of tar with white markings on which you take-off and land your aeroplane. It’s often referred to the 'tarmac', a contraction of the word 'tarmacadam', a road surfacing process named after its Scottish inventor, John Loudon McAdam [and who should not to be confused with the Australian scientist John Macadam (1827-1865), who gave his name to the Macadamia Nut!]. But that's only half of the story. Look at the photo of runway 11L at Bankstown. The tarmac (which we loosely call the runway) is 30 metres wide. The tarmac is contained within a 90 metre wide ‘runway strip’ with 30 metres of grass on each side of the tarmac. I’ve loosely called this grass area the ‘runway strip’ (although, strictly, the runway strip includes the tarmac) and it is graded and mowed to alleviate damage to an aircraft if it runs off the tarmac. I've shown only the left ‘runway strip’, although there is a right strip as well. I've marked the edge of the left runway strip with a red line that is superimposed over the white gable markers that line the edge of the runway strip.The tarmac (black) and the runway strips (in this case grass, but they could be dirt, etc.) form "The Runway" and are "owned" by aeroplanes taking off or landing. No other aircraft should be on the runway (inside the runway strip - where I've marked a red cross) unless it has been given approval by ATC to be there. The holding point is also aligned with the edge of the runway strip and gable markers. When ATC instructs you to "hold short of the runway" or to "hold at the holding point" they are actually telling you to not to enter the runway strip. When holding short, make sure no part of your aeroplane protrudes over the holding point lines - not even a wingtip! The aeroplane in the photograph is holding in an ideal position - well back from the holding point - and the pilot would probably be able to see the holding point lines over the nose of the aircraft. Being aware of this often-misunderstood definition of 'Runway' could prevent you from causing a potentially dangerous 'runway incursion'. Remember that there are only four ATC instructions that will permit you to enter a runway:
Latrodectus | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Day 3 - Wednesday 2nd June - Bungles / Kununurra Another early start, the sounds of the birds before sunrise gets everyone awake. The tents were not the most luxurious accommodation, but its amazing what a shower and a good breakfast can do. Tony and Andrew from East Kimberley Tours will take us to see the southern end of the Bungles. The weather is overcast which is unusual for this time of the year in the Kimberley, but perfectly normal for Schofields flyaways. 
We drive out in two four wheel drive coaches, the landscape of the southern Bungles is different to the northern end that we saw the day before, the rocks have bands of alternating dark and light layers and can form curious shapes, including one that looks like an elephant.The dirt road takes us through a couple of creek crossings and we eventually arrive at a car park, which usually means its time to get out and walk. The walk to Fractured Rock and Cathedral Gorge is a little easier than the day before and we stop on the way to look at the rock formations and termite mounds. Cathedral Gorge is huge and very spectacular, Tony decides to show us some of its distinct acoustic properties by singing John Denver's "Country Roads". We drive back to the Bellburn airstrip for lunch and then some flight planning. The weather has improved slightly with the clouds starting to break up, but the scenic flight around the Bungles will not be possible so we plan to go direct to Kununurra via Argyle a flight of about one hour with Argyle exactly halfway. Some of the other aircraft decide to follow Great Northern Highway which is only slightly further west. We depart on runway 28 because of the downhill slope, and track to Argyle, the cloud cover is broken with a base of about 1000' AGL so we climb above and continue our track to Argyle. The clouds clear by Argyle and the huge 2300m long bitumen runway was covered in sunshine, the airstrip belongs to the Argyle Diamond Mine and must cater for some reasonably large aircraft. 
Further north is the huge Lake Argyle, the weather is also deteriorating with showers moving through the area. There is old aviation principle of keeping navigation simple when the weather is not the best, so we descend and follow the western shore of the lake to the Argyle Dam, and then follow the Ord River to Kununurra. The area is very green, maybe not so surprisingly after all the rain that seems to be around!We land at Kununurra and then taxi to the refuelling area, shortly after the remaining aircraft arrive, all ten of them. After refuelling and parking the aircraft, we go over to Sling Air to say hello to Andrew Edwards a SFC member who is working here doing charter work. He seems to be enjoying his work, he has to fly and actually gets paid for it! The transport arrives to take everyone to the Kununurra Lakeview Apartments. The accommodation definitely seems a bit more civilised here, with a nice pool which we are all eager to try. Later that night we go to the Kununurra Hotel for dinner and are joined by Helen and Carole who came by road with Tony from East Kimberley Tours and had some interesting stories to tell of the trip. On returning to the apartments some of us decided to have a customary sip of port before going to sleep, flyaways can be very tough at times. Bob Casagrande | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Much has been said in a previous column about the "go-around"; it's an important skill that pilots must master, even before they fly solo. Instructors give students plenty of practice and often involve ATC in the initiation of the manoeuvre. 
Bankstown procedures no longer allow aircraft to be on opposite base for adjacent runways. You may request runway centre with your inbound call and be recleared to that runway following your Warwick Farm or downwind call, but ATC still have the prerogative to send you around if there is a likelihood of conflict with another aircraft on base leg or final approach. It's a fact of life - there are now more Tower-initiated go-arounds. When the Tower sends you around, or becomes aware that you have initiated a go-round, they will provide you with relevant traffic information.A common traffic situation at Bankstown these days is helicopter crossings of the aerodrome mid-field at 500 feet. Helicopter activity is on the increase, and it's not uncommon for multiple and even opposite direction crossings to occur. Following a go-around from base or final, the Tower may inform you that "...traffic overflying the aerodrome midfield from left to right at 500 feet is a helicopter..." It is your responsibility to sight and maintain separation from that aircraft. A hazard exists in the case of a self-initiated go-around (because you weren't happy with your approach, for instance). Contrary to the golden rule, "aviate, navigate, communicate", it is mandatory that you advise the Tower if you initiate a go-around. Further, you may have an expectation that the Tower is watching your every move, that they will notice that you have gone around and will provide you with any relevant traffic. This may be the case if you're the only aircraft in the circuit but, in reality, the controller may be scanning about 50 square kilometers of sky around the airport and you may not be the focus of attention (especially if another traffic situation has developed on the other side of the field). So, if you decide to go-around, modify the golden rule slightly to include transmitting a brief message to the Tower. Press-to-talk switches are designed to be pressed while aviating (that is, holding the control column). It doesn't need much thought - just press the button and say "[callsign], going around". It takes less than two seconds. Latrodectus | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Hi there to fellow members of Schofields Flying Club. In the spirit of knowing a bit more about your directors, I would like to introduce myself to you and give you a bit of a flavour of my aviation interests and commitment. I'd be happy to talk with any member or prospective member at any time if I can be of assistance. Here's the quick take : PPL since 1970, multi-engine PIFR 2002, Schoies member since 2001, Schoies Director since 2003, aircraft owner (VH-LSG, VH-SRY both online at SFC), management consultant.I have always had a passion for general aviation from my earliest days. I can even remember as an 11 year old in the Air League writing to Cessna in Wichita for details on their new model range including the then dramatic push/pull C336 Skymaster twin. They sent me back a flood of stuff and referred me to Rex Aviation the Cessna dealer at BK if I wanted more detail on how to buy one! I joined the RAAF Air Training Corps (cadets) in high school, and learnt to fly in 1970 under their scholarship programme through the RACNSW, progressing from first lesson to unrestricted PPL in less than 6 months. I thoroughly enjoyed the Club atmosphere of the RACNSW, and was very sad to see it struggle for survival over many years. I also flew with Navair, Rex and CAS over many years, during which time I obtained my CSU/Retract and twin endorsements. Like most of us, I could not afford to fly nearly as often as I wanted to while at Uni and later when I had a young family, but was still keen to stay right up to date with everything GA through avid reading and being around aeroplanes and pilots whenever I could. I always used a BFR as the best excuse to get back up to speed if I hadn't flown for a while. My focus has been on recreational flying with friends and family, with a strong desire to increase my level of aviation proficiency and attainment over time. I joined Schoies in 2001 at a time when I was really looking for a flying environment which could give me a combination of a good fleet, professional training and a relaxed, friendly environment for myself and my passengers. I did a BFR soon after joining. A little later I took advantage of a Schoies Night Circuits evening and signed up for the NVFR on the spot, it was so fantastic. I eventually took the plunge into the PIFR course - really good stuff - and emerged with a multi-engine PIFR Initial, followed by various Approach FPAs, including GPS. My view on these ratings is that they are a fantastic benefit to safety and flexibility, but you do need to keep in practice. Our instructors understand these things, and are extremely helpful. My next personal goal is the basic aerobatics endorsement, followed by formation at some point not too far off. 
I took a major step a couple of years ago in acquiring my first aircraft - Arrow LSG - and made it available on-line at SFC. I gave it a full avionics refit, including a Garmin 430, which suits it to commercial and IFR training as well as touring. It's been around Australia a number of times already, I just wish I was in it at the time! I bought the C152 Aerobat SRY a year or so later with the view that it might provide a low cost introduction to advanced manoeuvres as well as being a good little basic trainer for the Club. It is NVFR equipped as well. I joined the Club Committee in 2003 with a view to helping build the attraction of Schoies both for recreational and career minded aviators. I am a keen promoter of the joys and challenges associated with the world of aviation at large. In particular I often talk with prospective aviators (young and old) with a view to introducing them to our world. I have been particularly impressed with the combination of professionalism and fun which I see at SFC, along with people who hold a similar passion for aviation as I do. I particularly enjoy meeting members and hearing of their interests and exploits on weekends when I can. I equally enjoy spending time with our instructors and listening to their ideas for how we can further build our role as a first class training organization. Professionally, I am a management consultant with a background in the operations of services businesses, covering both strategy and direction setting, business performance improvement, IT and organisational matters. I have a BE, BSc and MBA. I am very pleased to be able to contribute to the development and operation of the Club and our Sydney Flight College business in conjunction with the staff, instructors and my fellow Committee members. We have a lot of challenges in our environment, but with an appropriate mix of enthusiasm, pragmatism and fun, I am sure we can build our future with confidence and continue to provide the services all our members find valuable. I'd love to have a chat sometime. In the meantime, let's go flying! Mike Allsop | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
BIENNIAL FLIGHT REVIEWS: Unless you have completed a flight test within the last two years then you are required to have completed a flight review before you can act as pilot in command. Pilots with instrument or instructor ratings never get to do a BFR because of the need to renew these rating(s) periodically. The same applies to student and GFPT pilots who operate under the direct supervision of their instructors. But most private pilots will need to undertake an appraisal of their flying by a Grade I instructor every two years. BFRs are not flight tests in the sense that you could fail outright; a possible outcome, however, could be a recommendation for some refresher training on (for example) circuits, forced landings, control zone procedures, etc. The review is in three parts:
The flight depends on the sort of flying you do: formation, aerobatics, cross country or, perhaps, night VFR. But a typical PPL (i.e. unrestricted) BFR flight check would consist of a short cross country flight to (say) Wollongong, Bathurst or Warnervale. It would include a short period of simulated instrument flight, a refresher of emergency procedures, such as forced landings, and with other complications thrown in for good measure (such as low-level procedures, and in-flight diversions). If you fly a twin-engine aeroplane, your review will include a session of asymmetrics. But whatever you do (it’s fairly negotiable between you and your instructor), you should come away from your flight review with a feeling of having achieved something positive. It is logged as dual instruction and an appropriate stamp will be placed in your logbook when the review is completed. 
‘AUTO’ FUNCTION ON AUDIO PANELS is another facility designed to reduce your in-flight workload and generally make life easier, but only if you know how to use it. This facility has also caused communications difficulties in the past and you should ensure you have a full understanding of its operation before using it in the control zone. To set the facility to automatic operation, you should do the following:
In the manual position (i.e. AUTO toggle switch in the middle position), you have independent control of transmit and receive functions. The only problem is that to change frequency (from, say, COM1 to COM2) you have to turn COM1 receiver to OFF, COM2 receiver to ON, and select the microphone from COM1 to COM2. Grab an instructor if you would like a practical demonstration. FEEDBACK AND CONTRIBUTIONS: Well, that's your newsletter for this month. With your help (in the form of contributions, photos, etc.) it should be possible 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 (polite) suggestions to latrodectus@schofields-flying-club.com.au. THOUGHT FOR THE MONTH: I always used to think that carburettor icing was that pink stuff on top of a carburettor cake... Until next time. Latrodectus |
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