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 - MAY 2005 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Welcome to the May 2005 edition of Schofields News. There are the usual plus some new features - President's Notes by Mike Allsop, X-Files X051 (Dassault Mirage F2) by Anthony Coleiro, Airport Security and the ASIC by Paul Daniels, 2004 Kimberley Tour (Day 7) by John Marshall, Beechcraft Duchess Update by Matthew Perkins, 2004 Kimberley Tour (Day 8) by Jacquie Montague, Double Talk (Anonymous), Presentation Night Report by Peter Blackbourn, and The Last Word from Latrodectus. As well, there's the usual administrivia that you've come to expect. So, read on and enjoy! 
MARCH DUTY PILOT DRAW: The Volunteer Duty Pilot Monthly Draw for March ($50 free flying) goes to Peter Blackbourn and Les McQueen. Congratulations!NIGHT CIRCUITS: Take the opportunity to see the night lights of Sydney and at the same time do some circuits with qualified instructors. This is a great way to see if night flying is for you or to keep night current - 3 circuits with an instructor and 6 circuits as a passenger. The fun starts at 6.00pm on Friday, 6th May 2005. We will be stopping for a dinner at 7.00pm when the bank runners come in; flying will resume at 8.00pm. If you would like to take part please call the Club on 9773 3611 to register your interest in your preferred time slot. You should nominate which time slot you would like to fly, either 6pm or 8pm to help with planning the night. Cost $80. Dinner cost will be extra. Names to be in by Thursday 5th May, for food catering purposes. 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 May and June 2005:
BAK & GPS THEORY COURSES: Check the Theory Courses page for upcoming BAK courses that will be conducted at the Club over the coming months. More... BANKSTOWN BRIEFING: A new link has been added below the menu bar on the home page to provide the latest YSBK briefing information, including NOTAMS, GPS RAIM, METAR, TAF and BOD/EOD. There's also a YSSY briefing as well! | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Hi to all our members from your new(ish!) committee. I'm Mike Allsop and following our AGM in mid April I have taken over the reins as Club President from Glenn Hughes. Many thanks Glenn for your 2 years of toil in this job and many more as a member of the committee. Thanks also to retiring committee members Hank Langejans, Gary Sanderson and Jean-Pierre Brochard for your respective years of service to the club. I know you will all still be an active part of our club life. The AGM provided an opportunity to share with members the performance of the Club over calendar 2004 and some of the pressures we are facing. Glenn's report told us that overall our trading performance was satisfactory without being stellar, and this in an environment of tight demand, rising costs and us having to deal with a number of abnormal factors along the way (change of CFI, uncertainty over BAL intentions etc). The Club is in a stable financial condition, and our P&L is set to improve further now that we "own" SFR outright and the effects of a number of our past initiatives kick in.FOCUS ON SERVICE: The key to our survival and growth in my view is a strong focus on service to you, our members, providing you with good product and good value in a friendly and supportive environment. You can already see the benefits in club house presentation, and you will see progressive improvements in the presentation of our fleet as well. As an example, check out our C150 JGJ fresh from its major re-furb programme. This is effectively a new aeroplane, and really looks the part in its new paint scheme. Warrior FTU will be receiving its new interior as you read this. We took the hard decision early last year to sell our beloved Decathlon due to poor utilisation, deteriorating fabric condition and emerging corrosion concerns. It needed the love of a specialist, which it got. The proceeds are now seen benefiting the remainder of the fleet. We hope you will be pleased with the outcome, and that family and friends will be impressed. Utilisation drives this business, and the more hours we can deliver on an aeroplane the more we are able to invest in its continued rejuvenation above and beyond the high standards of routine maintenance they receive. Presentation is important to us all, and to our passengers, so we will continue to refresh our fleet as our finances permit. As they say - keep those propellers turning! YOUR COMMITTEE: At the AGM it was agreed for a variety of practical reasons to reduce our committee size to 9 and quorum to 5. This makes it more workable, but does have the impact of putting a bit of extra load on the committee members. All your new committee members are dedicated "do'ers", and will draw on your help from time to time as specific initiatives are put in place. We have always had a "sub-committee" structure where members with particular skills volunteer to help out from time to time on important aspects of Club business, and this will continue. DIRECTOR PORTFOLIOS: We have made some minor changes in emphasis in the various portfolios we use to oversee the business. The portfolios for 2005/2006 and the respective portfolio leaders are :
In addition to these Director Portfolios, Rodney Hyde our CFI/CP will manage and report on Flying Operations and College Operations. Rodney has a considerable administrative load in preparing for new CASRs and competency based training modules, and he will be using other staff and members of the committee to support him in this where appropriate. This role is of fundamental importance to us in not only a compliance sense but in being able to present a range of new and attractive training propositions to you as customers. Again, if you have a particular interest or skill which can benefit the club and its business, please do not hesitate to contact us. We'd love to hear from you. All of our contact details are now on the web site. In the meantime, safe and enjoyable flying. Mike Allsop President SFC | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
In 1964, The French Government looked for a successor to the Mirage III, Dassault was awarded the contract for the task. The aircraft was to have an emphasis on the low altitude penetration role. A single prototype was ordered. The aircraft was a tandem two seater with a similar fuselage to the Mirage III but with a completely different wing. The low set delta was replaced with a high set swept monoplane with swept all flying tail surfaces.The intended engine for the production F2 was the new SNECMA TF-306 turbofan but the prototype aircraft subsequently flew for the first time with a Pratt & Whitney TF30 turbofan engine on 12 June 1966 for a duration of 40 minutes. The intended engine was installed before its second flight on 29 December 1966 and it was with the SNECMA engine that the aircraft attained a speed of Mach 2. 
A scaled down, and simplified single seat version of the F2 was also built, known as the F1. Due to changing requirements, it ended up being the preferred aircraft. Work on the F2 discontinued.The Mirage F2 also influenced the Mirage G, a variable sweep multi role fighter an aircraft we will look at a little later. ACKNOWLEDGEMENTS The Complete Book of Fighters - William Green Gordon Swanborough The Illustrated Ency. Of Aircraft - Orbis Publication Flight International - 23 June 1966 -Iliffe Transport Publications Ltd. Aircraft - July 1966 - The Royal Aeronautical Society Anthony Coleiro | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
New aviation security laws came into force in Australia on 10 March 2005. These extended the existing aviation security identification card (ASIC) scheme that operates at major airports to cover many more airports. Under the new laws there will now be a requirement for pilots to have an ASIC. I have heard various club members talk about this and there seems to be some confusion, "Do I need one? Where can I go" etc. So in this article I have written everything you need to know as a Private or Commercial Pilot. An Aviation Security Identification Card (ASIC) must be displayed in secure areas of security controlled airports that have regular public transport (RPT) services, such as Dubbo, Canberra, Port Macquarie, Coffs Harbour.If you are visiting a secure area of a security controlled airport, or a member of crew (yes, even a PPL flying a warrior who requires access to a secure area of a security controlled airport), will be affected by ASIC requirements. 
There will be two types of ASIC issued. A red ASIC must be displayed by all people in the security restricted area. A red or grey ASIC must be displayed by all people in the remainder of the secure area. A grey ASIC does not authorise you to enter a security restricted area.Lets look at it like this: if you decide to go to Mascot for a hamburger, and go through an FBO such as Execujet, you will only require a grey ASIC as you will not be in a security restricted area. For us the capital city security restricted areas will be hard to enter as you will need airline swipe cards to gain access airside. However, any regional airport which has an RPT service, like Ballina, there will be a security restricted area. What you need to know as the pilot is "Am I going to need access through the security restricted area" and if you do you will require a Red ASIC. An ASIC does not give you the right to access a secure area. You still need authorisation from the airport operator to access a secure area. The ASIC simply indicates you have been background checked and are suitable to be in that area once authorised. You have the option of an Australia Wide ASIC or airport specific ASIC. An ASIC can either be 'permanent' (valid for 2 years), or 'temporary' (valid for 6 months). Anyone who needs frequent access to a secure area may apply for an ASIC. You can apply for an ASIC through the Sydney Airport Corporation Limited, Qantas and Australian Customs. No ASIC is required at Bankstown. Working closely with other GAAP airports, BAL has successfully lobbied DOTARS to exclude the need for ASICs to worn by all persons working airside at Bankstown Airport. However, if you are a pilot and fly to other security controlled airports you may still require an ASIC for those airports. You can obtain more information about ASIC from the DOTARS website. In the coming months I will tell you all you need to know about CASA photo licences. Paul Daniels Flight Instructor | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Day 7 - Sunday 6 June - El Questro to Mitchell Plateau 
It all started at 12 midnight with the sound of a constipated bee that droned on and on. In my stupor I awoke to a soft snore abruptly broken by a gurgle, then a snort. Bob and I awoke to the tremor of a major bowerbird. I rolled over and peered through the 2 triangles at the tent entry. There was a soft blue haze through the green leaf assortment. David (kiwi kind) met me at the shower (not in the shower) and reminded me to look out for frogs in the toilet. The baked beans that I had consumed earlier ensured that any frog would fail to come up for air. Breakfast beckoned and happily Bill is at his best. He had a gut wrenching experience where he almost provided burley for the crocs. Jenny and David joined us for breakfast. They commented on the excellence of El Questro. World-class scenery and world class food in particular. The Moreton Bay Bugs and kangaroo steaks were a memorable experience. Jenny was "cured". Like Bill, her previous day was uncomfortable.It was bill-settling time. Neil and Hal were chatting as to how their account could be a tax deduction. Whilst waiting for the 9.30 departure, we chatted about our stay at El Questro. Ken commented, "In the morning I need the two Cs - coffee and CNN." He then showed us his three distinct mozzie bites which framed a pink triangle on his proudly British, smooth and silky legs. At 9.30 we loaded our gear and departed for the airstrip. On the way to the strip, our teeth chattered from the corrugations. Outside was similar to a South African landscape but featured here by the Boab and rusty mountains. We slowed to cross Moonshine causeway. 
Take off from El Questro was about 10am on runway 14. We arrived at Drysdale River for refueling around 12.15pm. Carole should be credited for her quick photography - zooming in on one gentleman who was seeking relief against a mini-gum (it died shortly afterwards). Drysdale River is 1 million acres, established in 1962. It has 10,000 -12,000 head of cattle and has been involved in tourism for 15 years.Mustering consists of portable yards and 1 or 2 helicopters. Hessian wings may be erected to direct the cattle in the yards, and LJ50 Suzukis provide back up with buggies. We arrived at Mitchell Plateau at 4pm and the bus started for the campsite once the Cascade was loaded. To increase the pace David Wilson (Ch 9) said, "Bring me a croc and make it snappy." Mitchell Plateau has a magnificent camp creek. It was hell for Hal getting in and out. The toilet was a real concern. Six feet off the ground! The shower has mosaic tiles just like grass and a wall high enough for all to see. The 2nd prize of the day goes to Grahame for removing a spider's web to assist the ladies into the creek. First prize of the day goes to David for the red hanky trick. Camp dinner consisted of delicious roast lamb and mint sauce and was followed by a campfire singsong. When we finally settled for the night you could hear mozzie swatting and groans from those rolling over. An old oval moon shone through the tent window, the stars sparkled. Gradually the eyes closed as the gurgling stream massaged us to sleep. Here endeth Sunday 6th June 2004. John Marshall | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
NEW AVIONICS: At long last IPH has its new avionics suite installed. The new arrangement centres around a Garmin GNS 430 as the primary GPS and Navigation Radio with a Secondary Garmin GPS 155 GPS and Collins Navigation Radio. The Primary NAV/GPS/GS directly drives the primary RMI and the secondary NAV/GPS/GS drives a secondary CDI. Both are coupled to the autopilot and are certified for both GNS/NPA and ILS approaches. This should make IPH an excellent platform to gain multi-engine IFR or add a RNAV GNSS endorsement to an existing rating.SECURITY ARRANGEMENTS: Due to the new government security regulations a security steel wire and lock have been provided. This lock should be fastened in a figure-eight around the left propeller when the aircraft is to be left unattended. The key should be stored in the aircraft bag. I don't have to remind you of the importance of removing this lock before cranking the engine. Keep cowl bungs in place until you remove the lock that way the safety flag can be seen from the pilot's side of the cockpit. Watch future editions of Schofields News for further updates. Matt Perkins | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Day 8 - Monday 7 June - Mitchell Plateau Camp 
After an early morning start we were off to the Heli Pad for our Helicopter flight to the Mitchell Falls and a day of swimming, exploring and photographing. Some were anxious about the flight but most were keyed up with excitement. Mike more so than others as he preferred to hang out the open side of the Bell Jet Ranger! Unfortunately the spectacular flight was over too quickly so Lorna, Gerry, Doug and I decided to take the flight back by Helicopter - a wise choice as it was very hot and quite a hike back.A pleasant but very hot day; a swim in the river was a most welcome relief. Ken had a wonderful day taking photos from every possible angle. On return to camp a swim in the river was a popular choice but I just had to try the Bush Shower. Tea was a BBQ - steak that just melted in your mouth. Later on we sat under the stars around the fire and were entertained by John and Grahame. Then it was back to our swags in our two-man tent for another night in the Great Outdoors. Jacquie Montague | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
You might like to see the notice that British Airways sent to its pilots explaining what is referred to as a "monitored approach" where, on an approach to very low visibility and ceiling, one pilot flies the approach and when the other pilot sees the runway, he takes the plane and lands. This removes the problem of the pilot having to make the transition from instrument flying and, at the last minute, looking outside and "getting his bearings" as the other pilot is already "outside". If the pilot not flying says nothing by the time they reach "minimums" the pilot flying automatically starts the go-around" procedure as he is still on the instruments. Now try this actual explanation of this procedure from the BritishAirways manual:
(Phew!! I'm out of breath just reading it! L.H.) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Our presentation night on 2nd April was enjoyed by some 35 members and their guests. The night was an opportunity to recognise those individual members who had contributed to the club over the year, indeed in some case a number of years. Our guest speaker, Ken Andrews, provided the audience with some views on military, commercial and General Aviation as they have progressed over the years and it was interesting to hear that the state of the art military aircraft he flew as a RAAF pilot, reaching speeds close to Mach 1, top gun stuff in those days, is now a run of the mill TAS with today's commercial RPT jet aircraft.The awards as presented by club President Glenn Hughes and Ken fell into three categories. Details of these and their respective recipients were: SUPPORTING THE CLUB
JUST FOR FUN
It was another good night of fun and as you will see from our Photo Gallery pictures the smiles from our guests shows what a great night it was. Awards for achieving pilot license status and endorsements are recognised at our College Presentation night, and this will be held on Saturday, 25th June. Also as previously reported on our website, the raffle for one hour's dual flying in IPH (kindly donated by owners Matt and Kathy Perkins) was won by club member Allen Hilton. Hope you can join us for our next aviation night on Sat 21st May when Bob De La Hunty, the President of HARS, will be our guest speaker. Peter Blackbourn Director of Club House Services & Events | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
VALE, RUNWAY 18/36! As part of BAL's Master Plan, Runway 18/36 will be permanently decommissioned (due limited utilisation) at midnight on 30 June 2005. From 1 July, it will be designated as a taxiway and will be marked and lighted as such. Like any taxiway that crosses a runway, it should be used with caution - more information in future newsletters.BEGINNING OF DAYLIGHT: From a Day/VFR planning viewpoint, you are permitted to plan to take-off at BOD. This occurs about 25 minutes before sunrise; ground illumination by skylight is usually sufficient by this time to allow operations without runway lighting. What if you don’t think there’s enough light (because of cloud cover, or high terrain to the east)? Then you don’t take-off until there is enough! You’re the person on the spot, and it’s up to you to make that decision. But the longer you leave it, the better it’s going to get. And that’s SAFE! (It’s a fact of life that the sun will eventually rise...) END OF DAYLIGHT: For Day/VFR operations, you are not permitted to land after EOD (last light). From a planning viewpoint, you must allow a buffer period to account for contingencies in your flight (for such things as adverse winds, diverting around weather, etc.) The required buffer is 10 minutes but, depending on the duration of your flight, you might consider increasing it. A useful rule of thumb is to allow a 10 minute buffer per hour of flight time. CALLING READY: Another pet peeve of the tower is when a pilot calls ready behind another aircraft at the holding point. Listen out so you have an overall picture of what’s going on, then call ready when you are number one at the holding point. The only exception is when you have been instructed to call ready in the run-up or holding bay. 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: Wealth is better than poverty, if only for financial reasons - Woody Allen. Until next time. Latrodectus |
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Eddie Trautman Award: The main award for the evening which recognises outstanding, ongoing support to the club is the Eddie Trautman Award. This is not given every year, but we did have a club member who certainly has provided his time to the clubs benefit over the last few years, and our winner was Peter Whiteman. For the last 4 years Peter has maintained our club premises by way of Lawn Mowing, Painting, Gardening and all handyman work we needed from installing a tea towel rail to an air conditioner. He has also been our chief barbecue chef at inhouse functions and is always giving of his time when a need arises.
Have a Chat Award: Awarded to Greg Clark for being always happy to talk about anything and everything to do with aviation...or not to do with aviation. © 2003 Schofields Flying Club Ltd. All Rights Reserved.