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 - NOVEMBER 2003 | |||||||||||||||||||||||||||||||||||||
WELCOME to the November 2003 edition of Schofields News. There are the usual features - President's Notes, Ask Latrodectus, X-Files, plus Day 9 of the 2003 Annual Flyaway. There is also an interesting report from Club member Peter Blackbourne about the recent Club visit to Echuca, and a report by Rae Cauchi about the Interclub Challenge in Wagga. As well, there's the usual administrivia that you've come to expect. So, read on and enjoy! NEW MEMBERS FOR NOVEMBER 2003: Welcome to Hassan Massoud, Kambiz Ahadizadeh, Graham Attridge and Georgios Soumelidis. DIARY DATES: The Club has a number of social and flying activities planned for the remaining months of the year. You can check full details on our Coming Events page. Below is a summary of the programme for December:
CLUB FLEET: You can check the latest Club Fleet details and aircraft Hire Rates as well. DUTY PILOTS NEEDED: The Club is looking once again for some new recruits for the Volunteer Duty Pilot Teams. If interested, please call Suzanne at the Club on 9773 3611. CLUB STAFF AND COMMITTEE: Two new Peters have joined the Management Committee of the Club: Peter Whiteman will be overseeing Clubhouse Maintenance, and Peter Sagar will be assisting with Club and College Promotion. Welcome aboad, chaps! You can check who's who at the club by checking the Instructors and Staff page and the Management Committee page on the web site. 
CHRISTMAS PARTY: Saturday, 13th December 2003 at 1800hrs. Only $22.00 per head including GST. Nibbles, Beef, Pork, Chicken, Salads, Pasta, Breads, Fruit, Mudcake, Cheesecake, Tea and Coffee. If you are a non meat eater, please let us know early so we can cater for you. The club is fully licensed with plenty of stock of Beer, Wine and Spirits, all at reasonable prices. Don’t drink and drive 'Nominate' or 'Grab a Cab'. Contact the club now and don’t forget to buy a ticket in the Xmas hamper. | |||||||||||||||||||||||||||||||||||||
FLYING HOURS: Flying continues to be down again this month due to continuing poor weather, but as we move into the warmer parts of the year we are anticipating an improvement. Analysis of our membership flying indicates that there has been a drop off in private flying hours over the last 10 months, with flight training having to support the fleet operations. I encourage all members to come out to the club and go flying, whether it be to maintain currency, a joy flight of your own or to plan your flyaway for that "Getaway" weekend to some distant, out of the way place.HARDCOPY NEWSLETTER: Please note that there will be an additional membership charge of $20 from 1st January 2004 for all members who want the full hard copy bi-monthly newsletter mailed. So make sure your email address is noted on your renewal form or email Suzanne at mail@schofields-flying-club.com.au to get the fast and economical information. CHRISTMAS PARTY: Yes, its come around again very quickly. December 13 should be in your diaries for that yearly get together for all members. A full spit roast will be provided with our new bar license to provide a range of beers, wines and spirits. We will have quality bottled red and white wines for the buffs. Cost is a very reasonable $22 per head for nibbles, main meal and desert with coffee. Remember, all profits go back into the clubhouse facilities. AIR CONDITIONING: Talking about putting money back into the club facilities, our function kitty has now allowed SFC to upgrade the air conditioning of the main clubhouse. Gone will be those rattler noise wall units (that never really worked!) to be replaced with split units. This upgrade has been a result of the support of our aviation BBQs and bar takings. FLYAWAYS: Talking about getting away, those members that went on the Echuca or Comeroo flyways had a great time. Relaxing on the Murray in your own houseboat with friends can only result in one outcome! From Grahame Smith’s happy snaps it seems a lot of members missed out on a wonderful experience. Comeroo was also a great success with all enjoying the outback station life, even if it is with camels. BOARD POSITIONS: The two board positions vacated by Craig Hobart and Susan Stone in October, have now been filled by Peter Sagar and returning director, Peter Whiteman. Our departing directors were both heavily involved in club operations during their time. Susan will be missed by volunteers, along with her effervescent personality that persuaded so many members to take up duty pilot roles. Both have left due to changes in work and personal demands. A big welcome to our new directors and we will ensure you a busy time. SSX & JRX: Yes, SSX is on the market for interested buyers. It is unfortunate that this well loved aircraft has succumbed to the commercial reality of life. SSX is now being advertised to all for $48,000+GST ono. If a member or group of members are interested in purchasing such a fine aircraft, please contact the club. All offers will be considered (lets make’em reasonable!) and will be subject to approval by the board. The board has also re-examined the utilisation and return of capital assets, and has learnt a few things. The board has identified that our current operational requirements and perceived future demand for a second Arrow has reduced. The board cannot see its way to replacing the engine in JRX in the short term, with recognition that other more critical aircraft need some TLC to maintain their desirability. The board has decided to sell JRX to raise capital to move the club forward, to upgrade the condition of the remaining fleet by tidying up the hull and interiors, improve flight instrumentation to today’s pilot’s requirements (such as more GNS 430 GPSs, better COMS and working panel), to improve club facilities and to further promote the college as a significant market player in aviation training. The board believes that SFC has a more predictable future by being more desirable to the aviation market, providing quality, well equipped and maintained aircraft, and being more adaptable to the changing aviation world. JRX will be advertised for $85,000+GST ono and is currently available for sale. INTERCLUB COMP: Congratulations to those members who participated in the Interclub at the Organisation Committee’s invitation. I understand these competing pilots did very well. Given their efforts SFC actually came second in the comp however would have been first had the current safety concerns been resolved. Correspondence is continuing with the Interclub Comp Committee. After our offer to assist in organising appropriate policy and systems, the board has now been informed that a formal management system actually is in place. However, no evidence of the system has been forthcoming. The board has now requested a copy of documents, guidelines rules etc that are issued to hosting clubs so that we may satisfy ourselves that appropriate management of competitions is ensured for the safety of all participants. Our last correspondence was sent on October 4, with still no reply as at late November. Whilst this process is slow (and painful like pulling teeth (sorry Bill!)), it remains the intent of the board to successfully resolve our concerns and to ensure our continued and safe involvement in interclub competitions. PRESENTATION NIGHT: The presentation night was a great success. The format that was adopted this year appeared to work well, catering for the broad tastes of members, those that drink and don’t (well not much!), a 5 star establishment that gave waiter service and superb food, and, of course at a reasonable price for all to attend. Congratulations to all that achieved through the year. Peter Cunningham took out the top prize for club competitions. LETTERS TO THE PRESIDENT How about members throwing in a few of their thoughts. The Club is undergoing some major changes to meet the demands of the commercial environment whilst still endeavoring to meet member expectations. We don’t expect to please everyone, but constructive comment is desirable to find solutions to the challenges put before us. Address any comments to the Club President and we will take note! Safe Flying Glenn Hughes President | |||||||||||||||||||||||||||||||||||||
WHERE'S PATRICK? Back from overseas, but still catching up on his email. I'm sure his column will reappear next month. Meanwhile, your webmaster and newsletter editor has filled in with the following contributions.RESTRICTED VFR: You might hear this term at Bankstown when conditions inside the BK CTR are below VMC, usually when cloud is <1000 feet AGL, or the visibility is less than 5000 metres. You may be permitted, by the tower, to operate within the CTR to Special VFR Criteria. You should be careful departing the CTR under these conditions; your Special VFR clearance only applies within the zone. There is no such thing as Special VFR in class G airspace, and you would be operating illegally if you flew outside the zone in conditions below VMC. 
TRANSPONDERS: When flying into controlled airspace in which a radar service is provided, you will most likely be assigned a discrete transponder code. A discrete code ends in two digits other than "00". For instance, code 7717 is discrete; code 3000 is generic. A discrete code is assigned to a particular aircraft, either permanently, or for a particular flight and will give the radar controller a display of your callsign on the display screen. Generic codes give no callsign information and therefore do not distinguish one aircraft from another. For example, code 1200 is used by VFR civil aircraft operating in class G airspace. Select mode C (shown as ALTitude on the transponder). When you are asked to change code (say from 1200 to a discrete code) it is important that you turn the transponder to standby while you’re changing, otherwise you might cause your transponder to transmit each code you switch to on the way through! This could cause havoc if you momentarily transponded the emergency codes.SSR EMERGENCY CODES: There are three of these which you should know; here is a way of remembering them...
STARTING A WARRIOR: For a cold start, you need a generous 4 - 5 primes. Pause between each stroke of the primer. One brisk pump with the throttle and set the throttle 1 cm open. The engine should start after one or two rotations of the propeller. If the engine fires briefly but doesn’t keep running, you should re-prime. For a hot start, no priming is necessary. One brisk pump with the throttle and set the throttle fully closed. The engine will start after one or two rotations of the propeller. THE 5Fs: You’ve heard of the HASEL checks, the FMOST checks, the BUMFH checks, etc. Here’s a new one: the FFFFF (5Fs) checks. After vacating the runway after landing, you can do your ‘after landing’ checks:
MAINTENANCE RELEASES: A Daily Inspection is scheduled maintenance and the Maintenance Release must be certified (signed) by the person conducting the Daily Inspection. This person can be the holder of a pilot licence (other than a student licence) and who is endorsed on the aircraft type. The TTIS should be entered on the maintenance release also. When pre-flighting your aircraft (whether it’s the first flight of the day or not), you should check the maintenance release for the following:
OPERATIONS INTO UNLICENSED AERODROMES: You’ve probably noticed in recent editions of ERSA that many aerodromes owned by local councils are now listed as "unlicensed". This means that the aerodrome can’t be used by certain RPT aircraft. It also means that the aerodrome operator is not required to issue NOTAM information on its serviceability so it becomes, effectively, an ALA. Most local councils don’t expect you to ring up to get permission to land there, especially on the weekend. But they do expect you to make an inbound call on the CTAF so your callsign can be recorded automatically by the AvData people (so you can be sent a bill for landing charges).Nevertheless, the onus is on you as the pilot in command to ensure that the ALA you intend to use is suitable for your operation. The club (like most flying schools) requires that you operate only into certain ALAs approved for operations by club aeroplanes, and listed as such in the club operations manual. Most ALA owners require that you obtain prior permission before landing there. So if you’re going to Maitland or Warnervale, for instance, you should ring first and find out about the serviceability and to get permission. Don’t forget to indicate on your flight docket your intended destination. The person authorising your flight needs to know what he’s authorising you to do! THOUGHT FOR THE MONTH: When flying a circuit, you don't have to climb to 1000 feet before you turn downwind. However the aeroplane you are following may do this and so fly a very wide circuit. You still have to keep behind but avoid flying a wide circuit also as this will compound the problem. It’s best to fly your normal size circuit and maintain separation by adjusting your speed. If you still have trouble staying behind, tell the tower. Until next time... Latrodectus | |||||||||||||||||||||||||||||||||||||
  BLOHM UND VOSS BV 155 - FILE X037:
Considered to be one of the most bizarre piston-engined fighters conceived by the Germans during WWII due to an inordinately large wingspan, the BV 155 had quite a curious developmental history.Blohm und Voss were not the original designers of this aircraft, in fact it was the Messerschmitt Company. Originally it was known as the Me 155 shipboard fighter. The aircraft was a further development of the successful Bf 109G fighter. The fuselage of a Bf 109G was married to a completely new centre section with the original wings attached to this, which gave the aircraft a wide track undercarriage. 
In the autumn of 1942, interest in shipboard fighters by the military began to fade so the project was shelved. The project commenced again the following November to fill a new specification for a high-speed single-seat bomber capable of carrying a bomb load of 2,200 lbs.Designated as the Me 155A, the aircraft was stripped of most of its armour, fuel capacity was increased, all aircraft-carrier equipment was removed and an extended tail-wheel was fitted to give the aircraft enough clearance to carry the bomb. Again, Messerschmitt failed to get any orders for the aircraft so it was redeveloped into the Me 155B-1, a high-altitude fighter to fit a new specification. Assembly of the prototype was about to commence when the German Air Ministry ordered that all work and drawings be transferred to the Blohm und Voss Company. 
When the aircraft was transferred to Blohm und Voss, many of its components were from the Bf 109G fighter. The fuselage was the standard Bf 109G as well as the outer wings. Blohm und Voss kept the fuselage but lengthened it to incorporate a supercharger behind a pressurised cockpit. A new laminar flow wing was designed to replace the one Messerschmitt had, large coolant radiators were mounted above and at the extremities of the wing centre-section and the undercarriage was adapted from the Junkers Ju 87D dive bomber. It was now called BV 155A-1 or BV 155V1.The BV 155V1 first flew in February 1945, although this test was abbreviated due to an alarming rise in engine temperature. A few days later it flew again and the second prototype join the test program on February 15. 
Subsequent prototypes all carried modifications and improvements. Up to seven prototypes were planned but were never realised. The end for Germany came just as the fourth machine was to take to the air for testing. The allies captured the third prototype and transported it to the U.K. for examination.The German military had planned to put the aircraft into production but the course of history saw the end of the project. ACKNOWLEDGEMENTS The Complete Book of Fighters - William Green Gordon Swanborough War Planes of the Second World War - Fighters Volume One - William Green Anthony Coleiro | |||||||||||||||||||||||||||||||||||||
A VISIT TO THE PORT OF ECHUCA: For the October long week end I joined the club flyaway to Echuca and enjoyed a delightful few days of good living on the Murray River.Of the 4 planes that flew down, 2 Friday and 2 Saturday, I was PIC for SVK (Piper Warrior) accompanied by Alan Drury and my wife Vivianne on the Saturday run. Winds were calmer than expected and the trip was done in one sitting of just on 4 hours. To get out and exercise was indeed refreshing, a relief shared more so by my co pilot and passenger. Take a memo Peter...next time refuel on the way, irrespective of any operational need for fuel. (My bladder was not made in Japan.) 
The taxi ride to the Port of Echuca reminded us of what a great place this town is both from a historical and scenic viewpoint. We joined the Friday crew of our Murray River boat and they had stocked our vessel with all the provisions one could want. We then set sail... well motored off down stream anyway.A winery or two, some great sites along the river banks made this a memorable visit over the rest of Saturday and through Sunday. Monday already and its time to head back! 
Alan had the left seat for this journey and a pit stop at Wagga Wagga was well received for a defuel and refuel. The weather was not that flash once in the Sydney basin area, however we were all able to get back safely and return home to share our experiences with family and friends.The attached pictures highlight the great places we visited along the way. Grahame Smith, our organizer can be most pleased with the planning and delivery of this adventure. Well done Grahame! Iandra Castle is our next flyaway in late November. So SVK will again head west, but with an estimated 90 minutes flying time, this will be a direct flight with no enroute comfort stops. Peter Blackbourn | |||||||||||||||||||||||||||||||||||||
DAY 9 - 3 MAY - STREAKY BAY TO WUDINNA: We started the day with a yummy hot breakfast at the boutique Streaky Bay Hotel. Then the well practiced by now ‘load the baggage on the bus’ and off to the airstrip. The fuel truck was now functional (someone had worked out how to bleed the diesel injectors) so with a sigh of relief we refueled the six aircraft. We waved goodbye to John the bus driver and wished him well with his forthcoming property settlement with his wife.Into the air with Captain Hook at the helm of SFR (the mighty Archer III) for the short 35 minute flight to Wudinna. We were met at the airstip by Geoff Scholes (tour director), Nikki, Graham and Lachlan Payne (Grahame and Helen’s daughter, son-in-law and grandson). Refueling SFR at Streaky Bay First and most important stop was the Wudinna Pub where we picked up some drinks for lunch then a short trip then to Mount Wudinna. We were all encouraged to climb to the top of this pink granite megalith rising 280m above the surrounding countryside. 
It is reputedly the second largest rock in Australia after Ayers Rock (Uluru). We experienced a wonderful view of the surrounding wheat fields and rugged Gawler Ranges to the North. Next stop was the Polda Rock (lots of rocks around here folks) used to capture water for the nearby township of Wudinna. Good spot for lunch. Sautéed chicken, calamari, steak and smoked salmon plus lots of lovely salads were laid out in quantity and washed down by icy cold beer and wine. After lunch it was off to the Minnipa Agricultural Centre for an inspection tour. We were met by the lovely Rosyln who stoically agreed to continue despite the fact that her son had just been carried off the field at an Aussie Rules football match. 
The more agriculturally inclined amongst the group found the inspection of this modern research facility quite interesting. They are developing improved ways of growing grain, fertilizing fields and managing farms.The final visit for the day was the Phildappa Rock - a magnificent geological feature very similar to the famous Wave Rock in Western Australia. This area is surrounded by majestic ghost gums with startling emerald green leaves. Surprisingly, water puddles on top of the rocks contain tiny fish. Then it was back to Wudinna and the Gawler Ranges Motel (one of the few between Adelaide and Perth) for the evening. Several tired aviators relaxed in the spa and then enjoyed pre-dinner drinks. The tour included sumptuous dinner at the Motel with selections of soup, oysters, lamb, steak & fish. | |||||||||||||||||||||||||||||||||||||
WAGGA WAGGA ROUND 3 INTERCLUB: On Friday 7th November 8 people from Schoies flew to Wagga Wagga to compete in the 3rd round of the NSW Interclub Flying Competition. Two aircraft, with 6 people, flew out of Bankstown in the morning to allow time for sightseeing of Wagga Wagga and its surrounds, while the third aircraft with 2 occupants flew into Wagga Wagga on Friday night and did their sightseeing on Saturday afternoon and Sunday.The competition started on Saturday morning with a thorough briefing from the Wagga Wagga Aero Club CFI. On this occasion only the three mandatory events were held. We started with an instrument climb, which was conducted as a left hand circuit. Our second event was the forced landing, again a left hand circuit. The CFI explained that for noise abatement, and to keep traffic away from the town, the final sequence, a spot landing, would be conducted as a right hand circuit. We were notified about the RPT aircraft which were due to fly in that day and we were given their arrival times at the briefing. The competition was conducted very professionally by the Aero Club. 
At the Presentation dinner that night the winners were announced for the day’s flying plus the overall winners for the year.For the day John Hook took out 3rd place in the instrument climb. For the year Rae Cauchi came 3rd in the APES (Aces, Professionals & Experts). Then the best club for the year was named. Although the Schofields members who attended this 3rd round could not compete for Schofields Flying Club, but had to compete as individuals, and therefore their points did not go towards the club points, Schofields Flying Club still managed to take out 2nd best club for the year, which was a very good result. Hopefully next year we will be able to compete under the SFC banner again and, maybe, take out 1st place for best club - wouldn’t that be nice!!! Rae Cauchi | |||||||||||||||||||||||||||||||||||||
|
THE FINAL WORD - BY LATRODECTUS | |||||||||||||||||||||||||||||||||||||
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: Time is just nature’s way of preventing everything from happening at once. If you feel you’re rushing things, especially vital actions like pre-take-off checks, s-l-o-w d-o-w-n ! Pace yourself. Hasten slowly! Until next time. Latrodectus |
© 2003 Schofields Flying Club Ltd. All Rights Reserved.