Schofields Flying Club Ltd - 1 Tower Road Bankstown Airport 2200
(PO Box 200, Georges Hall, NSW 2198 AUSTRALIA)
Phone: +61 2 9773 3611 Email: mail@schofields-flying-club.com.au
|
SCHOFIELDS FLYING CLUB NEWSLETTER - MAY 2006
|
|
Welcome to the May 2006 edition of Schofields News. There are the
usual plus some new features -
President's Notes by Mike Allsop,
How to get a Free Lottery Ticket (Part 2) by John Lowing,
X-File X062 (Fiat G.56 Centauro) by Anthony Coleiro,
Know your Committee by John Young,
My Career in Aviation (Part 2) by Paul Blackshaw,
Next Aviation Night by Peter Blackbourn,
GNSS Update by Latrodectus, and the
Last Word from Latrodectus. As well, there's the usual administrivia that you've come to expect. So, read on and enjoy!
The origin of the term "mudmap"
CLUB COMMITTEE 2006: At the AGM on Monday 10 April, we welcomed John Young to the Club's Management Committee. In welcoming John, we also recognise the outstanding contribution to the Committee of retiring member, Mathew Ingram. Thank you Mathew! We wish the new Committee well in the challenges that face them in the coming year.
NEW MEMBER: Welcome to Bunim Haxhnikaj who joined the Club as a new member in April 2006.
FLY & BUY DAY: A special Schofields Flying Club Factory Outlet shopping tour on Saturday, 6 May 2006 has been arranged for all those partners who usually stay at home or keep themselves otherwise amused waiting for the flying day to come to an end.
More...
LUSKINTYRE FLYOUT: The Maitland Flyaway planned for April has been moved to Saturday, 6th May 2006 when Luskintyre has an open day! This will give partners of the Fly & Buy participants somewhere to go, so don't sit at home on Saturday 6th May, waiting for the "Fly & Buy" shoppers to return - come with us to fabulous Luskintyre! We'll leave Bankstown at about 9:00am bound for Luskintyre to engross ourselves in Tiger Moths for the day!
More...
NIGHT CIRCUITS: Night circuits is an event run by the Club that allows members to experience the joys of night flying. Whether you are night rated and want to update your currency, would like to see what a night VFR is all about, or maybe just simply join in the fun, this is an event for you. Next event is on Friday, 12th May starting at 6:00pm. More...
DIARY DATES: The Club has a number of social and flying activities planned for 2006. You can check full details on our
Coming Events page.
Below is a summary of the programme for May and June 2006:
|
| Sat |
06 |
May |
Fly or Buy Day Details |
Clubhouse |
| Sat |
06 |
May |
Luskintyre Flyout Details |
Luskintyre |
| Sun |
07 |
May |
Club Competition Details |
Maitland |
| Fri |
12 |
May |
Night Circuits Details |
Clubhouse |
| Mon |
15 |
May |
Committee Meeting |
Clubhouse |
| Sat |
20 |
May |
Darwin Flyaway departs |
Bankstown |
| Sun |
28 |
May |
Last Light Drinks |
Clubhouse |
|
| Sun |
04 |
June |
GPS Workshop |
Clubhouse |
| Sat |
10 |
June |
Aviation Night - Roulette One (and his PC9) |
Clubhouse |
| Sun |
11 |
June |
Darwin Flyaway returns |
Bankstown |
| Mon |
12 |
June |
Queen's Birthday Holiday |
|
| Sun |
18 |
June |
One Day Flyaway |
TBA |
| Mon |
19 |
June |
Committee Meeting |
Clubhouse |
| Sun |
25 |
June |
Club Competition |
Warnervale |
| Sun |
25 |
June |
Last Light Drinks |
Clubhouse |
|
HIRING CONDITIONS: You can download the standard Hiring Conditions for Club aircraft outlining the responsibilities of the Club and those of the member hiring the aircraft. Updated 7 March 2006. (18kB pdf).
NEXT CLUB COMPETITION: Imagine flying close to the hills when suddenly you're caught in cloud. The pilot panics, reduces power, pulls back on the controls and stalls the aircraft. As you hear the stall warning you wonder if you'll get out of this alive. Could you take over from the right-hand seat, recover from the stall and fly the aircraft out of the cloud? Participate in our next Club competition at Warnervale on Sunday, 7th May and find out! More...
LAST LIGHT DRINKS is a new social activity introduced by the Clubhouse & In-house Events sub committee for members and their guests to join together with some of our committee members on the last Sunday of each month. It is an opportunity to discuss flying at an operational and social level and see the changes that are taking place at the club. Drinks are available from our newly licensed bar, with complimentary savories served. It's a couple of hours of social intercourse with an aviation theme we can all enjoy. From 17:00 to wind up around 19:00. Come and join us on May 28.
|
|
|
PRESIDENT'S NOTES - MIKE ALLSOP
|
BANKSTOWN DEVELOPMENTS: Some of you may have read an article in the latest Australian Aviation magazine about growing discontent among tenants at Bankstown Airport regarding rental imposts by Bankstown Airport Limited - the landlord.
Mike Allsop
In particular the reporter (Bob Bell) quoted one of our members commenting on our behalf, quite incorrectly. At no stage were officers of the Club approached for comment, which is a shame since we could have presented our balanced position.
For your information the position we are adopting regarding Bankstown is outlined below, and was sent as a letter to the editor of AA. In summary we understand what BAL are trying to achieve in the longer term and feel that this should lead to a better aviation environment for GA across the board. We are in direct discussion with BAL regarding the future and our position in it, despite short term rent process matters which were the subject of the article. Rents represent about 10% of our non-operational overheads and as such are a significant cost. They are not our dominant cost however - this is an aeroplane business after all!
[Quote] "For the record, we would endorse the general flavour of Bob Bell's article and the impact that is being seen on GA and GA related services at Bankstown. However there is also a positive mood developing in organisations at Bankstown trying to work with Kim Ellis at BAL and his team to forge an outcome which will be to the longer term best interests of the industry. Bankstown's land-side infrastructure has been woeful for over 40 years, and deserves to be presented to a far higher standard than is the case today. If consolidation is the way to go and unit rents increase fairly then let's get with the programme, use less space more effectively and let's get BAL serious about publicly promoting the aviation industry and its support services to the entire market. Get them to use the returns from non-aviation business to help fund aviation support infrastructure and the growth of aviation at this great facility, and to reduce some of the more idiotic charging schemes we have seen. Their measure of success in promoting the industry should be how full the aircraft parking areas are coupled with movement volumes. For all of us as "customers" of the facility, we want it to be the best it can be consistent with our commercial requirements. Fair value should be our prime consideration, and that implies fair treatment on both sides of the equation.
"There is a lot of short term pain being felt. Our organization is also being hit by rent increases but prudent business management and a positive outlook to the marketing of career and recreational flying training and private hire services sees us in a profitable position. Do we want rent increases? No. Do we want to move to the other side of the field? Not particularly. Do we want to see the death of aviation services at Bankstown? No way. Do we want to remain at Bankstown and continue to grow our highly respected business in conjunction with other good operators? Absolutely". [end quote]
|
|
|
CARE OF AIRCRAFT:
Over the years we have had a number of incidents causing temporary grounding of aircraft in our fleet. In April we replaced a propeller on one of our aircraft because it had obviously suffered extensive ground damage, most probably driven through a wire somewhere. The damage was only discovered when the next pilot was pre-flighting the aeroplane. After insurance this cost us over $3000. We have also seen instances of our aircraft being treated roughly both in ground handling and in flight - a recent example coming from an organisation to whom the aircraft had been cross-hired. We have also just seen a new GPS with biro marks scribbled all over the screen, and an interior again with biro scribblings on the vinyl trim. The noseleg on an Arrow was severely bent a few months back and we have had to replace starter motors and ring gear on 2 aircraft over the last 12 months due to engagement of the starter whilst the engine was running and/or impatient starting.
Of the thousands of flights undertaken at SFC each year these are a very small proportion, but we want to eliminate this kind of mis-treatment of the machinery and the huge maintenance costs which arise so unnecessarily.
We do not skimp on maintenance, and aim to provide a highly reliable, well equipped aircraft for your enjoyment. We also aim to correct any snags or failures promptly to minimise inconvenience, and will arrange this for you if you are way with the aeroplane at the time. Your responsibility is to look after it as if it was your own, exercising due care and diligence at all times. We recognise that incidents causing damage can and do happen that are not at all intentional. It probably does not need to be said that we will not tolerate damage caused through negligence or malicious behaviour.
I'm sure the vast majority of us treat the aircraft with respect and take care to return it in good, clean condition ready for the next pilot. Please perform the proper post-flight inspection and tie down actions on the aircraft, including removal of all "trip trash" and ensure any snags are noted in the system. Significant problems should also be recorded on the maintenance release - consult an instructor or director if you are unsure.
ON A POSITIVE NOTE: We welcome John Young to the Board of the Club. Among other duties, John will be working with the CFI and me in streamlining the instructional services we offer, and in defining various affordable packages of instruction outside the formal PPL/CPL training which will hopefully be of interest and benefit to you all.
Hope to see you at our Night Circuits evening on May 12th. Until then, keep flying!
Mike Allsop
President SFC
|
|
|
HOW TO GET A FREE LOTTERY TICKET (PART 2) - JOHN LOWING
|
John Lowing
CONTINUED FROM LAST MONTH...
A few seconds later the engine died completely.
It became obvious that runway 12 was no longer an option and Runway 17 was the only practical alternative. With my only focus to make a runway, I radioed in again to inform tower I had no means to make 12, that oil was emerging over the top of the engine cowl creeping backward to the windscreen, and that I required 17. By now the engine was just idling. If I had to, I decided, the taxyway to the left of 17 would be an alternative if any RPT traffic got in the way.
The tower delivered a clearance to land on runway 17 and the aeroplane continued its descent at best glide speed. "Things were looking tight," said John, "the runway approach lighting was looming up, and it was an effort to focus on the aiming point and not to try to stretch the glide. There was also visibility to worry about - some oil spray was starting to appear on the windscreen."
Then it became obvious that we looked good as I heard the tower instructing a Qantas flight to take the next taxyway left. We landed flapless on the threshold of 17.
"The best landing I ever made," said John L, "even if I say so myself. Sitting on the right cheek of my backside, peering round the oil spray. However, I somewhat doubt that it's likely to catch on as a new landing technique.
Drama over. "I owe the successful outcome to good training and proficiency", reflected John L. "The fact that I am teaching emergency procedures on a regular basis enabled me to have the proficiency needed - of that I am sure".
And what did he learn from the experience? Frankly, not much. But for both pilots it strongly reinforced quite a few things:
- Pilots-in-training need to be aware that engine failures can and do happen ANYTIME - ANY PLACE, and experienced ones need to remember that;
- height is your friend - gain it as quickly as possible to maximise your options;
- stay close to nice tarmac runways at all times (even if you have to slow down or go around in a circuit);
- plan cross country navs along friendly territory whenever possible (even if it takes a bit longer);
- and practice emergency drills on a regular basis - not just before a flight review.
VH-SFK's engine close up
"I've done several check flights in the past where the flying has been satisfactory but on asking for example a practice glide approach there is a visible wince on the pilot's face. And, yes, it's usually a pretty ordinary effort; the result of no practice. There is a huge difference between being current and being proficient. Proficiency is a combination of knowledge, experience AND currency - which means regular practice. Even going through the motions in the armchair at home is better than nothing."
"And finally take command of the situation and be decisive. The guys in the cockpit are the only ones who know what the real situation is, and sometimes in the midst of an emergency it is not possible to convey all the information effectively; often decisions have to be made swiftly in the light of rapidly developing situations" he said.
And that lottery ticket? The Johns would like to thank Mike Allsop for his very kind gesture, but alas, as predicted, all their luck was used up on this incident.
Oh, and their sincere thanks also to Mike, Rodney and other members of the Committee for their appreciative comments on getting SFK down without damage. "As I explained, SFK's structural integrity didn't even occur to us - but keeping our (bleep)ing backsides intact did," said John L.
John Lowing
Flight Instructor
|
|
|
X-FILE X062 - FIAT G.56 CENTAURO - ANTHONY COLEIRO
|
|
|
KNOW YOUR COMMITTEE - JOHN YOUNG
|
John Young
My first experience with light aircraft was in 1974 when taken for a "joy ride" with a work colleague who was studying for his instructors rating out of Hoxton Park. Having never considered that the average person could learn to fly I thought nothing more of it, but the seed had obviously been planted.
In 1976 I decided to have another try (the seed had germinated) at McIver Aviation with a qualified instructor and this time I knew this was for me. I gained my restricted PPL in six weeks of intensive training and loved every minute of it. Not much happened in my flying for several years. Having trained as a Motor Mechanic, I then worked as a Technical Engineer with the NRMA, in 1981 I became a TAFE teacher teaching motor mechanics. Feeling that I needed to improve my flying knowledge in 1989 I studied CPL theory at Sydney TAFE under a certain webmaster!
In 1989 I went into my own business and having a family with two small boys my flying suffered due to lack of time and/or money. We all know about that one. Well the kids got bigger, the business got bigger and I then I was able to go back to flying.
Once I became current again I looked around Bankstown for aircraft to hire, I went into numerous flying schools and then walked into Schoies.
The friendly atmosphere, friendly staff and duty pilots, good range and quality of aircraft made it in my opinion, the most attractive organization on the field (the webmaster did tell us this at TAFE but students think they know best!!!). The atmosphere at Schofields makes flying so much more enjoyable. Now my younger son Michael is learning to fly and hopes to make a career of flying. Maybe I will be able to live vicariously through flying his successes.
I became a volunteer duty pilot as a means of helping out and meeting more members. I found this to be very enjoyable as it is more of a social occasion than work.
I believe that Schoies is a great club to be part of which is all thanks to previous and present committee members, staff and volunteers. As a new committee member I will endeavour to the best of my ability to continue with the excellent work of previous and current members. The reputation and history of Schofields Flying Club is something to be proud of and to be maintained into the future.
If anybody would like a chat I am often at the club or my contact details are on the web site; love to hear from you.
Happy and safe flying!
John Young
|
|
|
MY CAREER IN AVIATION (PART 2) - PAUL BLACKSHAW
|
|
CONTINUED FROM LAST MONTH...
Another fast forward and I am now the CFI at Lindon Aviation in Broken Hill. I fell into this job, as a lot if us do. Right place at the right time is an oft-uttered phrase. I found out about his job as I chatted to the refueller whilst topping up the Partenavia I was using to fulfil a charter around regional Victoria and NSW. A charter that luck would have it I got through a friend at the RVAC. His daughter's company needed to quickly visit numerous centres not covered by RPT operators. Every young CPL's dream, carting a couple of pretty young girls around in a light twin. I wasn't until about 15 years later that I was told that I married the wrong girl. My contact had tried to set me up with his daughter! (The girl I married is responsible for the editing of this article by the way!). Back to Broken Hill, where time will be spent split 50/50 between the flying school and various charter obligations. The Mail Run, being my favourite, even though it doesn't add to my twin time. It might be only a vintage Cherokee Six, the one with the vernier engine controls, but "I learn't a lot about flying from that". 34 sectors in one days work will do that. I guess a bit like now in the B767, when I'm not in the Simulator, 12 or so sectors a week. Make a mistake, and you can work at fixing it up pretty soon. Not so easy to do when you are on the "real" Long Haul fleets.
After 6 months in Broken Hill, I got the call up to join Qantas. Euphoria and apprehension all mixed into one. I actually wanted to fly with Ansett, but they didn't want me. Boy, what a lucky break! I am assigned to the Boeing 747. This is 1988, so we don't have the "400" yet, and I'm on the flagship. Talk about bright lights, big city.
Qantas Boeing 767
I have very little recollection of my first 6 months as a line Second Officer. Experience is being crammed at a huge rate, so my mind is a blur as I try to manage all this new information. We are told not to rest on our laurels, as promotion will occur quickly, and you should take it as soon as it comes up. Good advice as it turns out. Because, just after I am promoted to First Officer B747, I am almost made redundant. Qantas has just sold 9 superseded 747 Classics. Pilots employed in the months after me will spend 5 or 6 years as a S/O versus my 18 months. Right place, right time again.
| |
Paul Blackshaw
To avoid redundancies, Qantas arrange secondments to Singapore, Malaysian and All Nippon Airlines.
I elect to spend 2 years in Malaysia, since my wife and I haven't yet started a family, and this is our chance to experience the wide world before we do. The experience at MAS teaches me about other ways to fly and manage aircraft and crews. You can get a bit insular just experiencing the views of one organisation.
So here I am back in the present, in the position to give something back to aviation. I've been a Captain on the 767 since November 1999 and involved in Training for the last 3 years. I love my job, although sometimes my twin 9 year old boys would rather I had a "regular" one! They also can't get over the amount of homework that I do. They also have come to grips with the "Armchair Flying" that we all do in preparation for flights and simulator sessions. The sight of their dad, sitting in a chair, hands and feet placed on imaginary controls must test their faith in "Dad's" sanity.
Giving back to aviation, that's how I began my association with "Schofields". Lynne Lascelles met me through the Fearless Flyers Clinics. I had volunteered to show the clinic, (for people with a phobia of flying) what pilots are about, how they are trained and how the aircraft worked. We did this in one of our simulators at the Jet Base. It felt like some small way to give back to aviation. By the time work and family commitments are fulfilled, there wasn't much time for getting back to my roots. Lynne organised my invitation to the Presentation Night, so I'm grateful for the return to where I came from. The chance to see those eager 1st Solos, those dedicated PPL pilots who help with maintaining professional standards, and those eager CPLs wanting to follow my career choice. In closing I want to finish with some advice that I have found very important.
It doesn't matter about the size or mission of the aircraft. You are still the PIC. Airmanship is the single most important ingredient in a professional aviator's make-up. As the aeroplanes get more sophisticated, procedure and Standard Operating Procedures (SOPs) are vital, and Armchair Flying or Mental Rehearsal are great tools for keeping it all in manageable piles.
Good luck with your flying careers and I look forward to seeing you in the "flying world".
Paul Blackshaw
Qantas B767 Training Captain
|
|
|
NEXT AVIATION NIGHT - A DATE FOR YOUR DIARY - PETER BLACKBOURN
|
On Saturday the 10th of June, Roulette One will depart RAAF Base Sale in his Swiss-built Pilatus PC-9/A aircraft with YSBK as his destination to join us as our special guest at our next aviation night. As most of you would be aware the Roulettes are the elite formation aerobatic display team of the RAAF. The Yanks have the Blue Angels & Thunderbirds, the Poms their Red Arrows and we have the Roulettes.
Sqn Ldr Dennis Tan, the Roulettes Team leader has kindly agreed to join us at this time to give us an insight into the Roulettes and their activities. His presentation will include several clips of the team in action. The PC-9 will be on static display for the evening parked in our main bay just in front of the clubhouse.
Finger food and savories will be served during the course of the night with drinks available for purchase from our Propeller bar.
 |
When: |
Saturday the 10th of June from 6:30pm |
|
Where: |
The Clubhouse |
|
Presentation: |
Commences at 7:30pm |
|
Cost: |
$25 per head |
To join us you must purchase your ticket prior to the night. Entry is by prepaid ticket number only and numbers are limited. Please call the office on 9773-3611 to make a booking and arrange your payment. You will be provided with a ticket number for the night. Bookings need to be completed by 5.00 PM on Wednesday 7th June.
Tickets will also be available for the Schoies Raffle to win one hours private hire in our newly equipped Archer, SFR. These are $5 each or a triple chance 3 tickets for $10. The winner will be drawn by our guest speaker with details posted on our website.
We look forward to seeing you on the night.
Peter Blackbourn
Director of Club House Services & Events
|
|
|
GNSS UPDATE - LATRODECTUS
|
As a result of technical improvements in global navigation satellite system (GNSS) receivers, new rules came into effect in March 2006. The latest TSO-C146 GNSS receivers, combined with a required prediction system, now have the same status as ground based navigation aids such as ADF and VOR.
The new approvals are published in the AIP and give improved operational flexibility for IFR flights.
GNSS Satellite
In the past if an alternate was required, it had to have a ground-based navigation aid; the new rules now allow an RNAV (GNSS) approach to be used to meet an alternate requirement.
Airservices Australia has updated its satellite integrity prediction service to take account of the new approvals and detailed guidance material is now available with these approvals in a new version of CAAP 179A-1(1). The new improvements follow 12 years of use of satellite navigation - in 1994 CASA approved initial IFR operations using GPS and today, GNSS is an integral part of the aviation infrastructure. Last year a survey indicated that the technology is widely used across all sectors of the Australian aviation industry and that over three-quarters of all light aircraft now carry GPS units. The 1994 approvals, and others since, were based on the performance of GPS receivers capable of receiver autonomous integrity monitoring (RAIM) fault detection in accordance with FAA technical standard TSO-C129. The first products built to meet this standard included the Trimble 2000, King KLN89B and Garmin 155 models, many of which are installed in Australian aircraft.
FAULT DETECTION: RAIM fault detection uses multiple satellites and barometric input to verify mathematically the positional data supplied by each satellite. If an error is detected, or if the geometry of the satellite constellation does not allow fault detection, the pilot is provided with an alert that the system lacks sufficient integrity. Because the movement and serviceability of the satellites is planned and monitored, a RAIM "hole" at a given location can be predicted before flight. However, if an error is detected RAIM fault detection alone will not provide the pilot with an alternative navigation solution.
Garmin GNS480 TSO-C146 receiver
With conventional ground-based navaids like NDB or VOR the pilot can simply tune the receiver to another aid, but with a basic C129 receiver the faulty data continues to degrade the integrity until the satellite is taken off-line or moves below the horizon.
This may take some hours, so the rules for GPS have required the use of conventional navaids or visual conditions to provide a contingency solution for this situation allowing pilots to continue to use GNSS for navigation.
FAULT DETECTION AND EXCLUSION: RAIM fault detection and exclusion is a standard feature in the new TSO-C146 generation. It needs one more satellite input than the earlier fault detection system to allow for exclusion of a faulty satellite. While the development is a significant step forward for operational flexibility, it does not spell the end for ADF. The number of satellites required to be in view means that RAIM fault detection and exclusion is not always possible due to a RAIM hole at the destination. There will be times when planning needs to be based on earlier fault detection rules or a conventional navaid if a flight needs to go ahead during a RAIM holes period.
VERIFICATION: The new TSO-C146 satellite navigation receivers incorporate other improvements to the RAIM algorithms. These include:
- the ability to use FAA's wide area augmentation system (WAAS);
- improved human factors design;
- better integrity algorithms;
- removal of the hard-wired assumption of selective availability.
The improvements in the TSO-C146 standard mean that GNSS with pre-flight RAIM prediction should be at least the equal of the ADF/NDB combination.
The new approvals are based on a more advanced form of RAIM, known as fault detection and exclusion, which is able to identify a faulty satellite and exclude it from the navigation solution. The following is an example of the new RAIM prediction:
| |
BANKSTOWN (YSBK)
GPS RAIM PREDICTION 281400
YSBK |
Location and time of RAIM prediction |
| |
TSO-C129 (AND EQUIVALENT)
FAULT DETECTION
NO GPS RAIM FD OUTAGES FOR NPA |
Current RAIM prediction for TSO-C129 equipment |
| |
TSO-C146A (AND EQUIVALENT)
FAULT DETECTION
NO GPS RAIM FD OUTAGES FOR NPA |
Current RAIM prediction for TSO-C146 equipment |
| |
FAULT DETECTION AND EXCLUSION
04290825 TIL 04290838
04300821 TIL 04300834
05010817 TIL 05010830
GPS RAIM FDE UNAVBL FOR NPA |
New RAIM prediction for exclusion for TSO-C146 equipment |
The new approvals coincide with a further expansion in satellite capability. There are at present 28 GPS satellites operational with more planned for launch. With the modernisation of the GPS constellation, operation of the Japanese WAAS-equivalent "MSAS" and launch of the European Galileo satellite constellation all planned in the next few years, RAIM holes will become less and less restrictive.
Latrodectus
|
|
The aircraft was tested by both the Italians and the Germans and it was pitted in mock combat with a Messerschmitt Bf 109G and a Focke-Wulf Fw 190A and it out classed both of these aircraft on every count. The aircraft had a top speed of 685 km/h at 22,965 feet and it had a climb rate of over 3,400 feet per minute!
RUNWAY INCURSIONS: The Club recently met with CASA and Airservices regarding a spate of runway incursions that have occurred during the last month or so. It was interesting to note that none of these incidents involved student pilots, and that there were some common threads: