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 - OCTOBER 2007
Welcome to the October 2007 edition of Schofields News. There are the usual plus some new features - Vice-President's Notes by John Young, Ask the CFI by Patrick Watson, X-File X079 (Mitsubishi A7M Reppu) by Anthony Coleiro, Meet Your Instructor by Alison McKenzie, Tassie Flyaway 2006 (Day 13) by Mike Allsop, Flyaways 2008 by Richard Pincus, Simulator Experience by Michael Young, 2007 Opal Tour (Day 1) by Ron Koenig, Bits & Pieces by Latrodectus, Multi-Engine Flying by Patrick Watson, and The Last Word from Latrodectus. As well, there's some of the usual administrivia that you've come to expect. So, read on and enjoy!
Work is well underway on the new Clubhouse! NEW MEMBERS: Welcome to September new members Najaib Faziluddin, Mohammad Araghi, Annie Darling, Teresa Avila, Christopher Hough, Peter Crosby, Stephen Mooney and Jason Atkins. Welcome to October new members Will Stamatopoulos, Richard Andrew, Edward Gloster and Serge Vidal. Prospective new members of the Club can download a Membership Application Form (174kB pdf) here. Note that it is still necessary for new members to attend the Club in person with photo identification before applications can be processed.
SEPTEMBER DUTY PILOT DRAW: The Volunteer Duty Pilot Monthly Draw for September ($50 free flying) goes to Greg Leversha and Adrian Brett. The Club appreciates the efforts our tireless band of volunteers generously give in helping their Club and this is one small way of saying thank you!
INTERCLUB COMPETITION: SFC pilots are cordially invited to attend round 3 of the NSW Interclub, hosted by Young Aero Club at Young on Saturday 3 November. The competition is to be advised but typically will be mandatory Instrument Climb, Forced Landing and Spot Landing and an optional extra. We have booked SFK for this event and it is available at private hire rates. There is a charge of about $20 to enter the competition or $30 if we don't take an instructor. Instructors are most welcome to come with students doing a Navex. More details will be made available later, please add your name to the list if you are coming.
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FROM THE TOWER: The October-November 2007 issue of From the Tower, Bankstown's Air Traffic Control news circular, is now available (247kB pdf). It's aim is to provide the Bankstown aviation community with a bi-monthly source of news and information from an ATC point of view. You can download previous issues from our Downloads page.
AFR REFRESHER: Is your Aeroplane Flight Review due soon? Do you have some questions on airspace procedures? Just want to "brush up"? Then here is your opportunity. After this theory refresher and some suitable in-flight revision, you'll be ready to undertake your aeroplane flight review. Next course will be on Sunday, 4th November, starting at 9:30am. Contact the Club to secure your place. More...
FIRST SOLOS: Congratulations to the following pilots who completed their first solo flights recently. The first solo is the first time a student flies the aeroplane without the flight instructor, or anyone else, on board. Many people are surprised to learn that occurs before completion of training. Students attach a huge importance to their first solo, and many pilots remember it in sharp detail even after many years of other flying. First Solo is probably the first and last landing you make where everybody is watching you! Instructors generally announce what's going on ground frequency before they step out of the plane, and the whole airfield turns to see what kind of a mess you make of it. That can sound like pure morbid fascination, but the spirit behind it is genuine empathy for a moment of magic. Congratulations to you all!
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| Nick Matthew 18 Aug 07 VH-JGJ Chris Pearl |
James Chen 22 Sep 07 VH-HQR Peter Newman |
Andrew Jordan 23 Sep 07 VH-HQR Peter Johnson |
Chris Miller 10 Oct 07 A Warrior Tom Blazevic |
Heather Tyson 20 Oct 07 VH-JNB An Instructor |
DIARY DATES: The Club has a number of social and flying activities planned for 2007. You can check full details on our Coming Events page. Below is a summary of the programme for October and November 2007:
| Mon | 01 | October | Labour Day Public Holiday | |
| Sun | 07 | October | Club Competition | Warnervale |
| Mon | 15 | October | Committee Meeting | Clubhouse |
| Sun | 21 | October | Breakfast Competition - 6:00am to 9:30am | Bankstown |
| Sun |
28 |
October |
GPS Theory Course Last Light Drinks |
Clubhouse |
| Sat | 03 | November | NSW Interclub Competition Round 3 | Young |
| Sun | 04 | November | Aeroplane Flight Review Course | Clubhouse |
| Mon | 19 | November | Committee Meeting | Clubhouse |
| Sun |
25 |
November |
Club Competition Last Light Drinks |
Warnervale Clubhouse |
John Young
T his just is a brief report as our President, Mike Allsop is on holidays in Queensland. Mike will be back on board next month so it will be business as usual for our November newsletter.
We are pleased that the Opal Tour went according to plan and reports are that all aircraft performed well and members and guests had a great time. Individual notes on each day will make great reading in the Newsletter.As many members may have seen, the new clubhouse is coming along very nicely. If you have not yet seen it, next time you are passing by, drop into Birch Street and take a look. There are also pictures on one of the NAIPS computers showing progress.
The Duty Pilot/Volunteer "thank you" day was held at the club on Sunday 9 September. Many duty pilots and volunteers attended and enjoyed lunch and drinks and a brief update on the Club direction and relocation progress. Thank you to Vivianne and Peter Blackbourn, Peter Whiteman and Marion Cheeseman for helping with the food. Thank you to Mike Allsop who drove from Canberra to attend and then return to Canberra on completion. A special thank you to the RAAF for putting on a flying display and showing off the slow speed handling of two of their Hornets when they escorted an aircraft back to YSBK. It topped the day off nicely.
I also had the pleasure of having a right seat ride on two occasions with long time club member Dave Winter in the Arrows JRY and LSG. It is always good to get airborne and you can learn a lot from the right seat. It is surprising what you miss seeing when you are the pilot in command; I saw buildings and parks around Bankstown I did not know existed. Many Club aircraft take off with empty seats which other Club members would love to be sitting in, especially the newer members. "So don't be shy, take a friend for a fly" (that's catchy, John - LH) and I am sure the good deed will be returned.
This sums up the stand-in President's Report for this month. Mike will be back on board next month so it will be business as usual for our November newsletter. Happy flying and the committee hopes to catch you at the Club doing what we love the most and, if we have a spare seat, lets fill it!
John Young
Vice-President SFC
Patrick Watson
STAFF UPDATE: We have two new instructors on our staff. Byron Simpkinson, a Grade 3 Instructor is teaching his own students and may fill in from time to time for other students. I'll have a photograph of Byron in the next newsletter.We also have Alison McKenzie, a Grade 2 Instructor, permanent casual staff. Alison comes from Sydney Flight Training Centre and latterly from Basair, has at last seen the light and joined the aerodrome's best flying school.
RADIO PROCEDURES: Last month I wrote that a pet aversion of mine was the use of the term "climbs" instead of "climbing", "turns" instead of "turning", "taxies" instead of "taxiing" etc. I was taken to task by a couple of members who disagreed with me, questioned my grammar and stated that I was wrong as well as the AIP. One member accused me of applying first and third person to the verb instead of the noun. It was obvious to everyone else that the verb was being used for a first person pronoun instead of third person.
Pee Peter calling Gee George To answer my critics we should firstly look at a bit of aviation radio history. When VHF radio was first used in aeroplanes, a typical series of radio messages might be like these:
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"Pee Peter calling Gee George, are you receiving me, over" "This is Gee George calling Pee Peter, yes I am receiving you. Go ahead with your message, over" "Pee Peter calling Gee George, I am turning left to a heading of 240 degrees and climbing to an altitude of 5,000 feet, over" |
Jump now to the 21st century. Basically the same messages are still transmitted. However, a lot of superfluous words and phrases are removed from the 21st century version of the radio messages including "understood" words or phrases. Instead of "P Peter" our callsign is usually the aircraft registration, but could be Qantas 5 or, Careflight 1 for example. The same radio message transmitted today would be like the following with "understood" or superfluous words in parentheses.
"Golf Golf Golf, this is Papa, Papa, Papa, (I am) turning left heading 240 (degrees) climbing to 5000 (feet)."
So, you can see that even with the sanitised, abbreviated 21st Century calls, using terms like "taxies", "turns", "climbs" is incorrect. Have you heard any strange radio calls you would like to share with us? If so, I'd like to hear from you, I'll deidentify them if you request so, and print them in the next newsletter. I particularly like calls like this one I heard this morning (below):
| Bankstown Tower | "All aircraft, listen out before transmitting, Alpha Bravo Charlie - Clear to Land" |
| Alpha Bravo Charlie | "Alpha Bravo Charlie, clear to land". |
| Bankstown Tower | "Now the aircraft at Prospect, say again inbound report". |
| Aircraft at Prospect | "November Romeo Charlie, inbound report." |
| Tiger Moth | Warrior | |
| Cost per Hour | $200 | $180 |
| TAS | 80 knots | 95 knots |
| Trip | YSBK - YWVA | 50NM |
Quite a few members got this right, the first with a correct answer was Len Diekman, closely followed by Troy Smith. Here is a graphical solution:Zero Wind Component
Tiger Moth Warrior Dist x Cost 50 x 200 50 x 180 ----------- = -------- = $125 -------- = $94.74 TAS + WC 80 95Difference = $125 - $94.74 = $30.26
30 Knot Tailwind Component
Tiger Moth Warrior Dist x Cost 50 x 200 50 x 180 ----------- = -------- = $90.91 -------- = $72.00 TAS + WC 80 + 30 95 + 30Difference = $90.91 - $72.00 = $18.91
The graph shows the tail wind component for $20 difference is just below 26 Knots.
THIS MONTH'S QUESTION: You are lucky enough to score a prestigious, highly paid (boring?) job as a customs pilot conducting coastal patrol along the Western Australian coastline in a sophisticated 200 knot turbo-prop aeroplane.
During a routine patrol, you are advised of a suspected drug running aircraft and you are directed to intercept and identify the aircraft. The unidentified aircraft is 60nm north of your position, heading east at 120 knots. The time is 0100 UTC, your aircraft can maintain 200 knots, wind component is zero, all directions are magnetic. Your tasks are to:
- determine a heading to intercept the aircraft in the quickest possible time;
- calculate the earliest ETA at which the intercept would occur;
- calculate the distance the unidentified aircraft would have travelled since 0100 UTC when you intercept it.
Patrick Watson CP/CFI
Anthony Coleiro
No matter how good a performer an aircraft can be there is always a better, faster and shinier aircraft ready to take its place. The Mitsubishi A7M Reppu (Hurricane) carrier-borne fighter was intended as a replacement for the phenomenally successful A6M Zero Fighter. Plans for such a replacement went back as far as 1940 but the idea was shelved, as Mitsubishi was preoccupied with improvements to the Zero. The idea was again revived in 1942 when a specification came out for a cannon armed fighter capable of 345 knots and able to climb to 6,000 metres in less than 6 minutes. Again the project was delayed by Mitsubishi's preoccupation with modifications to the current Zero and the J2M Raiden fighters and as a result it would be another two years before the new fighter would make an appearance.
The new fighter had a cantilever low wing with hydraulic folding outer wing panels and retractable landing gear including the tailwheel. Mitsubishi calculated that to achieve specification requirements, the aircraft would need to be powered by a 2,200 hp Mitsubishi MK9A or 9B radial engine but the navy insisted that the aircraft be powered by a 1,990 hp Nakajima NK9K Homare 22 engine, the performance of which steadily dropped off with gain in altitude.
Mitsubishi A7M Reppu Against Mitsubishi's better judgement this engine was fitted and the first prototype A7M1 was completed in the spring of 1944. The aircraft possessed excellent stability and controllability but just as Mitsubishi predicted, the aircraft did not perform to specification by only achieving 305 knots (the same speed as the later models of the A6M Zero) and taking more than 10 minutes to reach 6,000 metres. With these performance figures, the navy relented and the firewall-forward of the sixth prototype aircraft was resigned to accommodate the preferred MK9A engine, this aircraft was given the designation of A7M2. The aircraft performed to plan, it would surely prove to be a potent weapon and it was put into production without delay. It was expected that the first of these new fighters would be available by April 1945.
Unfortunately production plans were thrown into disarray when in December 1944 the double blows of an earthquake and air raids damaged the plant at Nagoya, which produced the MK9A engines. Up to this point, there had been nine prototypes built, but in a further blow to the project one of them crash landed and another three had been destroyed in bombing raids. As a result of all the disruption only one production aircraft was delivered before hostilities ended and Japan surrendered.There had been plans for a land version of the aircraft powered by a supercharged engine but no prototype of this aircraft had been built.
ACKNOWLEDGEMENTS
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The Complete Book of Fighters - William Green Gordon Swanborough |
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War Planes of the Second World War - Fighters Volume Three - William Green |
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The Illustrated Ency. of Aircraft - Orbis Publication |
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Japanese Aircraft of World War II - Basil Collier |
Anthony Coleiro
Alison McKenzie
I was 15 when I discovered my passion for aviation. Up until this point in my life, my goal was to become a professional classical singer. I had been driving past Sydney Airport with my Dad when I saw a Qantas jet taxiing over the airport tunnel. I had seen plenty of planes before, but this time I noticed that I could see the pilots through the window of the cockpit. It was this moment that I thought to myself and said aloud to my Dad "I want to be a pilot" and from that moment I did everything I could to find out about flying.
I came to Bankstown Airport in 2001 and have been passionate about flying ever since. I have been fortunate to have some experienced, dedicated instructors who fuelled my passion and inspired me to become an instructor, which I have done for over 15 months. My goal in aviation is to become a corporate charter pilot or work for the Royal Flying Doctors Service, but I hope to continue instructing and share my growing experience and passion for flying with future generations of pilots.I would like to thank the committee, members, instructors and our CFI, Patrick for making me feel welcome at Schofields, I look forward to meeting everyone, participating in Club activities, and sharing plenty of stories and adventures with you all!
Happy Flying!
Alison McKenzie
Grade 2 Flight Instructor
Day 13: 7 Jan 07 - Kangaroo Island
We awoke to our first morning on Kangaroo Island with the wind still blowing firmly and more from the south, with low cloud. We felt for our compatriots on King Island who were looking for an early departure to join us, and realized as they did that it was just not going to happen. Most disappointing, but the right decision in the aviation sense and in the potential travel drain on our tourists. It was a long way here with 30-40 kts on the nose!
One of Australia's largest colonies of sea lions So who made it through? Gerry McPhee and Fiona McKenzie in the new C182, Hank Langejans with daughter Jean and her husband Darren Swain in the venerable C182 MIG, Peter Cunningham and Alan Drury in trusty Warrior SVK (with some extra bags to help out the guys heading over to Flinders), and Arrow LSG with Kerrie and Mike Allsop plus Sue "I enjoy holidays with the Allsops when Ron is unable to join us" Koenig.
Anyway, our merry band of 10 fronted up for yet another day of full on enjoyment. That being said, Fiona decided that reading in the sun out of the wind also would prove a suitable tonic after the rigours of the previous day, since she has spent a lot of time on the island over the years. Assembled for breakfast by the window in the Ozone Hotel overlooking the bay at Kingscote, we awaited our intrepid guide - Neville - to pick us up at the gentlemanly hour of 9am for our day tour. He downsized the bus (for obvious reasons) and made a very comfortable and informative day for us all. It seems Kangaroo Island after its early history of sealing etc suffered much of the same fate as Flinders and King Island with massive clearances for soldier settlers, very few of whom could really make a go of it. The whole western end of the island was left pristine and rugged and is now National Park. We did not have the chance to explore the eastern end of the island (well over 100 km from end to end).
Our first stop was the award winning visitor centre at Flinders Chase National Park, which gave us a great insight into the geography, geology, fauna, flora and history of habitation on the island.
Lunch at the Kelly Caves was followed by a
great little cave tour with fascinating formations. Suitably informed both by the exhibits and by the constant entertaining transmission coming from Neville as he drove along, we arrived at the lighthouse on Cap du Couedic and proceed down the rampway to a wonderful population of fur seals complete with new born. A very large colony and such an isolated spot. The French explorer influence is evident all along the coast - in fact it was they who pointed out to the Americans that sealing in these waters could be a worthwhile enterprise. Further along we visited a granite dome on a cliff top now weathered into wonderful sculptural shapes - a formation known as the Remarkables. Not far away we were taken onto a south facing surf beach populated by one of Australia's largest colonies of sea lions. You can virtually walk among them, though under the watchful eye of your guide who allegedly can shout "follow me" and run like buggery if it all turns pear shaped for the sea lions.
Lunch at the Kelly Caves was followed by a great little cave tour with fascinating formations. Kerrie elected for surface exercise instead, and found the original cave entrance and the sink hole where horse "Kelly" allegedly fell in the first place - hence the cave discovery and naming. We traveled back via a Koala Park (almost pest proportions on this island) to several well earned drinks and a hearty dinner to round out the day. Kerrie then thought it would be a great idea to go over to see the fairy penguins at 9pm in a howling southerly. We changed our minds when it became evident that this was a small colony and nothing like the spectacle we all saw on King Island a few days earlier. Perhaps another day.
That indeed summed up this interesting place - several days could be spent just enjoying its natural beauty at a more leisurely pace than this quick reconnaissance permitted. Sounds like another Schoies fly-away to me.
Mike Allsop
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T here were two terrific flyaways in 2007 - the first to Tasmania, Victoria and Kangaroo Island starting on Boxing Day 2006, and the second to the Opal fields, Ularu and Alice Springs in September. The Club owes a huge debt of thanks to the indefatigable Crawshaws and to Wayne Russell. They did ALL the work involved and were able to keep smiling at ALL times! The weather was less than perfect on the first tour (but mostly quite OK) but it was absolutely superb on the second. Helen and I loved both tours - the first in VH-PTT and the second in VH-OAJ.
Next year there is a firm proposal for a tour from Saturday, 19 July 2008 to 10 August 2008 and the intention (Wayne again) is to go to Queensland, mainly to various Islands (such as Fraser, Dunk and Hamilton) and other coastal areas. There may be an option for a slightly shorter version and another for a longer version if that suits better, with different routes of return. There will be no bookings accepted on any club aircraft for the period until interested pilots have indicate a definite desire to participate - then aircraft will be booked and, if necessary, allocated by the Committee. The Committee will pull out all stops to provide an aircraft to every one who wants one, even by cross-hire, and we ask everyone (including those who have aircraft on line) not to finalise any arrangements until we know who wants to go and and then sort out the mounts. Please let Nelson know if you want an aeroplane and which one you prefer. It will NOT be first in best dressed, so you have until the end of October to decide and to lodge a claim. The precise destinations are not yet absolutely set in concrete.
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I would like to see if there is enough interest for another tour next year, so if you have some suitable dates and an idea of where you want to go, please let me know. Please note my new contact numbers and email below.
I would also like to hear from everyone or anyone about recreational aviation ideas, but especially the flyaways - brickbats or bouquets, best destinations ever and the worst, and suggestions no matter how wild. If anyone has a great destination they know of but which we have not yet visited, please let me know. Would you like a full-on camping trip, or do you want to visit capital cities, or major towns with really good places to stay or tiny jewels like King's Canyon or go as far as Kalgoorlie or as near as the Hunter?
Long weekends or five-day midweek only trips? Overnighters? Trips to the Old Station fly-in or picking up a day at the Australian aerobatic championships? Temora on an Air Display day? Only long tar strips or grass strips like Jindabyne?
Me, myself and I plan to go North in March next year for a week or two - dates not yet finalised. Maybe as far as Cape York and Horn Island. I tend to go for good accommodation, and dearer tours, etc. I have one starter already (also own aeroplane) and am happy to hear from any others.
PS - if you did not see this notice until after end October 2007, and want to go on the proposed July flyaway, let Nelson or Suzanne or Vivian know as their end October deadline might be a little flexible and in any event the final a/c allocation may not be done for a month or even two.
Richard Pincus
Director - Recreational Aviation
0408 525 618 | 02 9810 7994 | FAX 9810 6449
Michael Young Our recent simulator day was a fully booked event with all 26 participants having a great time. Most joined in for lunch at Viv's kitchen making this another great Schoies family activity. Club member Michael Young has provided the following report about what it was like to fly by wire.
I climbed up the ladder into the cockpit of the Baron simulator where I met the instructor, as I sat down he asked "Where are you up to with your flying?" I replied I had recently received my GFPT and had begun aerobatics, the instructor offered to put the aircraft into a spin once I was used to the controls.
The simulator was waiting on runway 16L at Sydney where I slowly increased the throttle while waiting for the aircraft to yaw off the runway as I was warned, the aircraft stayed on the centre line with little effort as the simulator was very responsive and easy to control, this could be due to my accumulated hours on computer games.I was told when I reached the take off speed and slowly pulled back on the controls where the simulator pitched up and I slid back into the seat. I climbed to 500 feet and began a tear drop turn to perform a touch and go, the aircraft was responsive as I touched down.
Once it came to a stop, the simulator moved back
to a level position so I could climb down the ladder. The flaps were retracted and I took off again, as I climbed through 2500 feet the instructor informed me he shut down one engine, I glanced at the instruments to notice the left RPM low. I feathered the propeller and fed in full right rudder, I intentionally stalled the aircraft to induce a spin. The airspeed washed off and the stall warning began just before the left wing dropped and the sim jerked down to the left. I centralised controls and applied opposite rudder to stop the rotation, I slowly pulled out of the dive and was lined up on 16L.
With the left engine still shut down I proceeded to land the aircraft, I performed a stop and go and even with one engine out, the aircraft still flew nicely. After stopping on the runway I unfeathered the propeller and the instructor started the engine, I increased power and took off once again.
Flying towards Bankstown for a straight in approach on runway 29C my time was running out, he asked if I would like to do a night approach into Sydney after this touch down. The aircraft once again touched down gently yet this time the aircraft reloaded on approach to Sydney at night.
I flew the aircraft in towards runway 16L where I descended too rapidly; I increased the power and touched down just past the green light markers where I slowed the aircraft to a stop. Once the aircraft had come to a stop, the simulator moved back to a level position so I could climb down the ladder.
The simulator was surprisingly easy to control and was very responsive to all inputs due to the layout and setup of the cockpit.
Michael Young
Day 1: 1 Sep 07 - Bankstown - White Cliffs
I had just received my PPL a few weeks prior to the 1st September tour departure date, so this was going to be my first flyaway as pilot in command and I would be making the trip solo in a Cherokee 140, VH-DXF. To add to the planning workload I would need to depart Bankstown under the APEC Air Battle Management 45nm flight restriction envelope, which was to become active on the Friday before the departure date. This required that the flight be registered by 22nd June and that I attend a Briefing on Friday 20th July to receive my Flight Approval Number. I was then required to submit my departure time and flight plan for approval 24 hours prior to the planned flight and receive my Flight Approval Number.
I walked into town to find some late lunch and
check out the dinner opportunities in Narromine. So with all preparations completed and each leg of the trip pre-planned, I kept an eye on the weather forecasts during the week up to the departure date. As the week progressed I watched a forecast front due on the Saturday departure date. The planned first leg (nil wind) was 1h 40 m to a refuelling point at Narromine (or Dubbo) and a further 2h 42m to White Cliffs via Cobar. This was a total time of over 5 hours (including refuelling time on the ground). As this was my first solo nav of such a long duration, and I was unsure about the weather for Saturday, I decided to build in some flexibility. I altered my plan to break the first leg so that I would depart the previous day and fly to Narromine and stay overnight. Then on the Saturday I would have a much shorter leg, refuel at Cobar and arrive at White Cliffs just after noon.
Someone forgot to tell the weather my plan. As it turned out the front was early and I ended up battling headwinds all the way to Narromine on the Friday. My planned (and approved) departure time was 10am and, after loading the aircraft and lodging my flight plan over NAIPS I departed at 10.45 with a 15m window remaining in my approved time slot out of Sydney. The flight to Warragamba was uneventful and I climbed to 6500' after the steps. Then I met the descending westerly winds coming over the Blue Mountains and found I was descending at 500 fpm while maintaining a climb attitude and a speed over the ground of 60 knots. I considered my option to return to Bankstown if the conditions did not improve. As it turned out it only lasted a few minutes and I was able to regain my height before arriving overhead NDB KAT.
On the westerly side of the Blue Mountains I found the rising air and was lifted to a new level of 8500', which I maintained until I had passed the ranges on the east of Bathurst. The balance of the flight at 6500' was bumpy and I averaged around 85 knots over the ground into a 20 knot headwind until Narromine. I recorded a Tacho time of 2.6 hours for the planned 1h 40m flight. I was lucky that the refueller was present and he ferried me to my motel after DXF was refuelled and tied down.
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I departed Narromine at 9.30am and found that the front had well and truly passed and the air was calm, a huge difference from the day before. It was all plane sailing at 4500' for 2 hours to Cobar where I had to call out the refueller to give DXF a drink. Time on the ground was 45 minutes during which two commercial aircraft arrived and departed. Then back into the air for the last hour to White Cliffs. The vista out the window had now dramatically changed from the plush green and yellow fields at Narromine to semi-desert with a predominantly brown colour. As I passed over the Darling River I noted that it looked quite a lot smaller than I expected and snaked all over the place, it's banks outlined on both sides by a dense line of trees. Approaching White Cliffs the scenery was predominantly red.
I overflew Smith's Hill, the location of our underground motel and lined up for the White Cliffs airport in a bit of turbulence at 3000'. With half of the aircraft still in transit from Bankstown I found I was third on the ground and tied down on the cables. The motel proprietor ferried a group of us to the motel. As the name suggests the Underground Motel has 33 rooms, a Conference Room, Lounge, Cellar and Dining Room all underground, connected by a web of undulating corridors cut into the solid ground of Smith's Hill. Fortunately the corridors are well sign-posted with arrows with the room numbers and, after a few trips back and forth, one finds the navigation easy. I joined a growing group on the 'sundeck' for a well deserved light ale or two and then walked up to the top of the hill (roof) to watch the sun set over the western horizon. Day one complete, tomorrow we'll do a tour of the town and opal galleries.
Ron Koenig
Here are some newsworthy items from the last few months:
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ANDREW JORDAN - FIRST SOLO: Well it seems that HQR has done it again. What has Hotel Quebec Romeo done again? This fantastic Piper Warrior has permitted yet another Pilot to experience the absolute joy of flying an aeroplane without the instructor nagging him from the right hand seat. It would appear that Andrew Jordan had had enough of the Instructor's nagging and asked very politely if the instructor (Peter Johnson) could go and sit somewhere else for just ten minutes or so while he guided our ever faithful Cherokee Warrior around the circuit for a perfect landing. The real test is that Andrew and the aircraft returned without blemish and the Instructor wasn't even a bit surprised. Good work Andrew, go straight to the top of the class mate. Just for the record, you haven't scared us all that much so we will jump back in with you from time to time. We, the Instructors, like working with motivated pilots. Keep up the good work. (Submitted by Peter Johnson) |
 NEW PARENTS: On 26 September 2007 at 19:26 EST I finally met my parents, Darren and Jean (née Langejans) Swain. I weighed in at 8lb 6oz (3.8kg), was 51cm in length and my head was 36.5 in circumference (sorry, Mum!) After putting up with my nickname, 'Peanut', for the last 9 months, I now have to get used to the new name they've given me, Lachlan John Swain! |
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JAMES CHAN - FIRST SOLO: James Chen went solo on Saturday Morning 22 September 2007 at 6.50 am. A very good landing was achieved for his first solo circuit. For the past 5 weeks he has been commencing the circuit training at 6.15 am and was interrupted by fog one week and by a southerly change a couple of weeks later. However, James continually improved and he finally achieved a consistent and safe circuit. James' aim in the aviation industry is to gain the opportunity to work for an airline. "Flying is my favourite job, therefore I wish to be a pilot. Also I intend to study Aviation (Management Stream) at UNSW. It is a great chance offered by my parents, they always support me and motivate me. "After first solo, I'm aiming to pass the GFPT by next March, before the start of first year at UNSW. I hope to gain my degree and CPL and I hope my first solo will give me enough confidence. Congratulations, Andrew, James and Lachlan (and, maybe, Darren and Jean as well!) |
Patrick Watson
Many of our club members are multi-engine endorsed and there are many who aspire to be so. The committee is looking to purchase or obtain a multi-engine aeroplane on line. They are currently having a close look at a Piper Seminole with a Beech Duchess being perfectly acceptable alternative as an on-line aircraft.
There is no doubt that a twin engine aeroplane presents more challenges and requires more skills and recency requirements than a single engine aircraft. However, these skills and challenges are not beyond the capability of the average Club pilot and I encourage you to further your skills and obtain an endorsement when the 'plane becomes available.One of the problems you will encounter is deciding what to do in the event of an engine failure. With an engine failure in a single, the choice is clear - pick a spot and land. With a multi-engine aeroplane, the choice is not so clear, especially at certain critical flight times. I thought I might look at just one of those critical times - engine failure during take-off.
With major airlines, or most aircraft with a maximum take-off weight above 5,700 kg, the pilot has to calculate an Accelerate Stop Distance and a number of speeds to be used during take-off.
Beechcraft BE76 Duchess Probably the most important speed is the "Decision Speed" also known as V1. During the take-off run, if an engine fails before V1, the pilot must close the throttles, apply maximum braking and stop the aircraft on the remaining runway plus stopway if applicable. If the aircraft is not capable of accelerating to V1 and the runway is too short to stop in the distance available, then the take-off weight must be reduced to the value that will allow the aircraft to comply.
If an engine failure is recognised at or after V1, then the take-off should be continued, the aircraft should meet certain climb gradient requirements and a safe landing should eventually ensue. If, due to conditions on the day, the aeroplane cannot meet the climb requirements, then again the take-off weight must be reduced to a value that will allow the aircraft to do so.
The CASA performance requirements are detailed in CAO 20.7.4. The requirements are not so stringent for Seminoles and Duchesses. Because the requirements do not necessarily apply to our Duchess or Seminoles, many pilots do not consider them. However, some manufactures do include performance charts to cover these situations. In the Duchess Pilot manual, there are two relevant charts, an "Accelerate-Stop Distance" Chart and the "Accelerate - Go Distance" Chart.
The "Accelerate-Stop Distance" Chart Gives the distance required under certain conditions of weight, power, pressure height, temperature, flap setting, runway surface, and wind component, to accelerate to a decision speed, then decelerate and stop.
Piper PA-44 Seminole Under certain adverse conditions, the aeroplane simply cannot meet the requirements - in which case the astute pilot will reduce take-off weight (leave ma-in-law behind) to the extent necessary to allow the aircraft to meet the chart requirements.
The Accelerate-Go chart assumes an engine failure at lift-off and gives the distance required to continue to accelerate, climb and clear a 50 foot obstacle. It is rare that an aircraft like a Duchess or Seminole can meet the requirement at maximum take-off weight. It is even rarer that I meet pilots who are even aware of these charts; much less take them into consideration.
What happens though, in the event that the aeroplane doesn't accelerate as expected? This could be due to standing water on the runway, ice, snow, slush, or even grass or muddy runway. Or what happens if there is an instrument error due to partially blocked Pitot tube or water in the static line?
You could accelerate down the runway, then by the time you realise the aeroplane is not accelerating as usual, it is too late, and you run off the runway end trying to abort the take-off, even using the arrestor wires (cyclone wire fence) to eventually stop the aircraft.
Here is a way of overcoming that particular problem. Before every take-off, pause at the end of the runway, look along the runway and identify some feature at about the halfway point. Your aim then is to be about ¾ of your lift-off speed by that feature. For example, if you are flying a Chieftain, you could decide your lift-off speed is 100 knots. You then accelerate down the runway, at the half way point look at your ASI. Your speed should be 75 Knots or higher - if not, you have the other half of the runway to bring the aircraft to a complete stop.
Patrick Watson CP/CFI
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1. Let w = wind component
Cost of Tiger trip Cost of Warrior trip
Dist x Cost Dist x Cost
= ----------- = -----------
TAS + w TAS + w
(50 x 200) (50 x 180)
= ---------- = ----------
(80 + w) (95 + w)
2. Tiger trip to cost $20 more
If the total cost of the Tiger trip is to be $20 more, then
(50 x 20) (50 x 180) --------- - ---------- - 20 = 0 (80 + w) (95 + w) 10000 9000 -------- - -------- - 20 = 0 (80 + w) (95 + w)10000(95 + w) - 9000(80 + w) - 20(95 + w)(80 + w) = 0
950000 + 10000w - 720000 - 9000w - 152000 - 3500w - 20w2 = 0
78000 - 2500w - 20w2 = 0
3900 - 125w - w2 = 0
w2 + 125w - 3900 = 0
3. Quadratic solution
Let a = 1; b = 125; c = -3900
-b ± √[b² - 4ac]
w = ----------------
2a
-125 ± √[(125)² - (4 x -3900)]
w = ------------------------------
2
-125 ± 177
w = ----------
2
w = +25.85 or -150.85 knots. For practical purposes, +26kt and -151kt4. For 26kt tailwind
Tiger Moth Warrior Dist x Cost 50 x 200 50 x 180 ----------- = -------- = $94 -------- = $74 TAS + WC 80 + 26 95 + 26Difference = $20
5. For 151kt headwind
Tiger Moth Warrior Dist x Cost 50 x 200 50 x 180 ----------- = -------- = -$141 -------- = -$161 TAS + WC 80 - 151 95 - 151Difference = $20
6. Final answer
The 151kt headwind answer assumes that, because you'd be flying backwards,
the cost per hour would also be negative. Clearly, this is absurd - the Club would
be paying you to fly! The correct answer is 26kt tailwind.
FEEDBACK AND CONTRIBUTIONS: Well, that's your Newsletter for this month. With help (in the form of contributions) it might be possible to continue 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 suggestions to latrodectus@schofields-flying-club.com.au.
THOUGHT FOR THE MONTH: Things turn out best for those that make the best of the way things turn out - Art Linkletter
Latrodectus
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