AUSTRALIAN BONANZA SOCIETY OCTOBER 2014 NO. 97 Kimberley Safari M A G A Z I N E 4 - 20 July 2014 Day 1 Friday 4 July 14: Cooper Creek Homestay - Innamincka Peter Janssen and I arrived mid-morning after an overnight stay in Broken Hill for fuel. It was sunny but cool and as we were early and there was no one to pick us up, we walked to the Homestay to meet Ali Matthews. To our surprise the previous owners, Jeff & Julie Matthews, were there to greet us also, having just returned from their Oz travels. After doing the room allocation, we spent time catching up with everyone including baby Shaquille, over a quiet beer! Everyone else arrived, with the exception of the Herbert’s, and were introduced and mingled around while I distributed their information packs and polo shirts. It was so good to meet some new members on their first flyaway, Chad & Sherry Prescott and also Mark & Tracey Crampton who brought their friends Tony & Merrilee Ireland with them. Petar and Jan also had extra crew in Fraser & Jenny McNaught and we welcomed back Norm Hartz & Pam Mayhew, our American counterparts. At 2.45pm they all departed for the Pub to do the Cooper Creek Tour for 2 hours up the river including a walk to John King’s tree, returning at dusk. We all met up again at the Innamincka Hotel for a wonderful 3 course dinner and drinks and then returned to the Homestay for more drinks around the campfire. The following morning a hot breakfast was served in the communal kitchen by Ali. Pam was celebrating American Independence Day. The hospitality was fantastic and after some goodbyes, we departed early for our next stop, Barkly Homestead in NT. A fantastic start to our Kimberley adventure! Peter Janssen & Debbi Smith VH-WMZ Baron Day 1 & 2: Friday 4 July and Saturday 5 July 2014 The Plan: Simply to depart Mt Gambier refuel at Broken Hill then on to Innamincka to meet five other aircraft and sixteen participants. What Actually Happened: We departed Mount Gambier at approx. 10am on an IFR plan (in instrument conditions) and shortly after take-off encountered an instrument problem necessitating our return to the holding pattern over MTG while the RFDS and REX departed. We landed shortly afterwards spoke to our Avionics Engineer and managed to reset the Aspen Continued on Page 4 MAGAZINE OF THE AUSTRALIAN BONANZA SOCIETY LTD. ACN 057 887 500 Presidents Report Committee PRESIDENT & TRAINING Peter Janssen Telephone: (03) 9870 5453 Facsimile: (03) 9720 0805 Mobile: 0418 168 723 E-Mail: [email protected] SECRETARY Anne Russell Telephone: (03) 5821 4180 Facsimile: (03) 5831 1071 E-Mail: [email protected] TREASURER David Young Phone: (07) 3204 4627 Facsimile: (07) 3204 6387 Mobile: 0423 003 306 E-Mail: [email protected] MEMBERSHIP, MAGAZINE & WEBSITE Peter Gordon Telephone: (03) 5261 5382 Facsimile: (03) 4206 7170 Mobile: 0418 526 325 E-Mail: [email protected] MARKETING Keith Russell Telephone: (03) 5821 4180 Facsimile: (03) 5831 1072 Mobile: 0418 311 286 E-Mail: [email protected] ABS EVENTS COORDINATOR Debbi Smith Telephone: (03) 9870 5453 Mobile: 0438 347 904 E-Mail: [email protected] COMMITTEE Ron Koyich Telephone: (+617) 5470 2473 Mobile: 0412 800 153 E-Mail: [email protected] MAINTENANCE & REGULATORY James McDonald Phone: (03) 9787 5450 Facsimile: (03) 9775 5425 Mobile: 0419 381 677 E-Mail: [email protected] IMMEDIATE PAST PRESIDENT Mark Davey Telephone: (03) 9787 4530 Facsimile: (03) 9775 2385 Mobile: 0418 358 653 E-Mail: [email protected] Past Presidents 2012 2011 2009 - 2010 2008 - 2009 2006 - 2007 2004 - 2005 2002 - 2003 1999 - 2001 1998 1997 1996 1994 -1995 1993 1992 1988 -1991 1987 Page 2 Mark Davey David Young James Cherry Jock Folan Keith Duce Dennis Bartlett Rob Kerr Peter Gordon Ann Hordern Peter Waterhouse David Herbert Bill Finlen Bill Bedser Dennis Bartlett Mark Davey Richard Smart Welcome to the Spring edition of our newsletter. In July this year eighteen of us were lucky enough to participate in the ABS Kimberley Safari. We had a chance to mingle with some members that hadn’t been on a fly away before and a great time was had by all. We were blessed with good weather apart from one day at Cape Leveque where we had 215mm of rain. There is a more detailed description of this event in this magazine. On a very sad note, I would like to offer my sincere condolences to Gail Kerr and her family on the passing of Robert who recently travelled on the safari with us. Rob will be very missed by all the ABS family as he was a keen supporter of all events and in particular as an organiser of past BPPP’s. He was a previous President and Treasurer of the ABS and wrote many articles for the magazine and we will miss his wit and great passion for aviation. I personally, as well as so many other ABS members cannot believe he is no longer with us. The AGM in October is fast approaching and we have 36 people attending. It promises to be another great weekend away in the Hunter Valley with some social events including a winery tour and ballooning for some participants. Once again this is a great opportunity for all ABS members to get together socially and have a say in running the Society. It’s a great way to catch up with new ABS members as well as old ones as we all share a common interest. The Narromine BPPP and Service Clinic is currently being organised with arrival on Thursday afternoon 19th March through to Sunday 22nd March, 2015. We are fortunate once again to have the services of Tom Turner from the USA to present the Ground School. As Cowra was such a huge success, we will be following a very similar program. Friday we will be running 5 instructors with 3 pilots each, being a maximum of 15 aircraft and this will be repeated on Sunday to give a maximum of 30 aircraft. Once again throughout the flying program we will have various presentations running. In conjunction with the flying program David Page will be hosting a Service Clinic in one of the hangars. The main difference between this and Cowra is that all the facilities are located at the airfield making it much easier on everyone involved. Saturday will be Ground School with Tom Turner and there will be further details of his presentation in this magazine. There will be a BBQ Friday night at the Narromine Aero Club and a formal dinner with a special guest speaker on Saturday evening. There will also be social activities for all the non-flying partners. Please note we are restricting this event to 30 aircraft with 15 flying on Friday and 15 flying on Sunday so this will be done as a “first in best dressed” basis. We expect the registration form to be out shortly so if you have a preference for flying on a particular day or time I suggest you get in early as we expect this to be a fully booked event. This is my last report as your ABS President as at the AGM I am stepping aside but will be on the committee as immediate past president. I have enjoyed being the President for the last two years as being a member of the society is a great way of staying up to date with all aspects of flying light aircraft. Socially it’s fun to go on fly aways with likeminded people, however I do believe the main reason to be involved with the ABS is to participate in our flagship event the BPPP as we never stop learning and the aim is to come out of a BPPP as a safer pilot. I would like to thank the current committee for their support and the tireless work that goes on in the background, in particular Anne Russell as Secretary and Jan Novakovic the previous year, and Debbi for organising the various events. Once again thanks, and I will see you at the AGM or next year at Narromine. Safe Flying, Peter Janssen - ABS President Membership Membership of the Australian Bonanza Society Ltd. is available at a cost of $200 p.a inc. GST, due January 1st. each year. Application forms are available from committee members or the A.B.S. web site. Become a member and enjoy the benefits, including; social activities, pilot proficiency programs and Bonanza/Baron Service Clinics. www.facebook.com/group.php?gid=49792577682 www.abs.org.au We are pleased to advise you that the Australian Bonanza Society - Weather Links NEW BOM WEATHER SITE LINK IS NOW AVAILABLE Here is the link below to browse the new BOM aviation weather site. http://www.abs.org.au/index.php?beechcraft_aircraft=3 cáåÇ=ìë=çå=c~ÅÉÄççâ ïïïKÑ~ÅÉÄççâKÅçãLÖêçìéëL~ìëíê~äá~åÄçå~åò~ëçÅáÉíóL ïïïK~ÄëKçêÖK~ì= The Hideout A unique, luxury aviation retreat Near Port Macquarie, NSW Property characteristics • Newly completed, selfcontained, 2 bedroomed cottage, sleeps 5 • Located 7 mins from Wauchope, NSW with a private 800m airstrip • Hangarage available • Fully equipped kitchen with dishwasher • All linen provided • Washing machine • TV/DVD in living area, TV in each bedroom • Wireless broadband • Heated swimming pool, hot tub, snooker table • Breakfast and dinner hampers available • Minimum stay 2 nights • Children and small dogs welcome An aviator’s dream ...fly in, put your plane in the hangar and step into your private, self-contained accommodation Enjoy some time on this 33 acre property near Wauchope and only 20 mins from the beautiful beaches and amenities of Port Macquarie on New South Wales Mid North Coast. Relax completely or take advantage of the many attractions close by. The Hideout is a beautifully furnished contemporary cottage in a peaceful rural setting, yet close to facilities. There is a queen bed in one bedroom and a double and single bed in the second bedroom. A generously sized open plan sitting/dining room and kitchen provide space to relax. A spacious bathroom, separate toilet and laundry complete the accommodation. The living area has a split system air conditioner. Entertain yourselves on the generous verandah and deck at the rear of the property overlooking expansive farmland or enjoying a beautiful sunset. A vehicle can be made available if you require. BOOKINGS: www.dexfieldpark.com ENQUIRIES: Call Sue on 0410 541602 www.facebook.com/group.php?gid=49792577682 www.abs.org.au Dear ABS Members, Tell your Beech-flying friends: International members can now save US$38 with an electroniconly membership in the American Bonanza Society. You get full member benefits, including technical services, educational items, unrestricted website access and the complete ABS Magazine in its new online format. Go to www.bonanza.org and click on Join ABS Today and check the International (no magazine/online only) membership option. If it is time to renew your membership, click on the renewal feature and complete the information. Put FNM in comments and we will only charge your Visa or MasterCard US$55.00. This membership type requires an email address. Let me know if you have any questions! Paula Tomlinson ABS Membership Coordinator Email:[email protected] 1996 A36 BONANZA SHARES FOR SALE: $20,000 ea Fully IFR, autopilot, modern avionics, 170kt TAS, air-con, leather interior, excellent touring aircraft. Long standing well run syndicate. Aircraft hangared at YSBK Contact 0417 481 529 Page 3 unit - we finally departed MTG at approx. midday for BHI where we refuelled. Shortly after take-off at Broken Hill the Vacuum Pumps failed and we returned to YBHI where the engineer managed to identify that the primary vacuum pump had failed, that the clutch for the secondary system had failed however the secondary unit was serviceable. Over-night at Broken Hill and on Saturday a.m. the engineer swapped over pumps - we departed at midday and arrived at Birdsville to refuel just behind the rest of the safari who were just leaving for Barkly Homestead. After refuelling we departed approx. 2.30 pm for 2.5 hours flying across the Simpson Desert and what appeared to be other deserts arriving at Barkly just before dusk to catch up with old friends and make new acquaintances. A wonderful group of people to travel with, with great flying conditions, great food and great wine. David and Trudy Herbert, Mount Gambier SA. Bonanza A36 VH-ERB Day 2 & 3 Saturday 5 & Sunday 6 July 14: Birdsville to Barkly Homestead to Home Valley Station: Birdsville to Barkly homestead 2.50 hours. First half of trip was lots of sand dunes. We all had breakfast in the big restaurant at Barkly Wayside Inn and headed off to Kununurra to refuel via the Tanami Desert, the Bungle Bungles, and the Argyle Diamond mine and the west coast of Lake Argyle. Pretty amazing sights and all of us decided this trip was getting better and better! There was considerable discussion along the way between certain pilots, namely Bodgy Bob and anyone else that could be seduced into responding, namely the hapless Mark, about lean of peak and/or rich of peak being the way to go! The subject did not really get resolved during the entire trip despite Bodgy's best efforts to persuade us of his logic. This became Bodgy's first 'tip of the day', of which many more were to follow! experience! Hors d'oeuvres, champers and beer were consumed enthusiastically while we watched the sunset and counted our safe arrival as a blessing! Home Valley Station. Day 1 Buffet breakfast under the big tin roof near the pool and fire pit. Most of the group did the station tour in two four wheel drives. Drove to a lookout, came across three bulls, and went down to the river. No one swam due to possibility of crocodiles! Went to a waterfall which had water in the base but not running due to the dry. Lazy afternoon was had by all with washing, drying and domestic settling in. David, having arrived late due to problems with his vacuum pump which had forced he and Trudy to stay in Mildura and miss the Innamincka stay, spent two hours trying to locate a new one and a maintenance person to fit it. Not an easy task in the Kimberley's! Most of the problems were due to no phone reception and having to get a part from Melbourne in time. The aircraft maintenance at Derby had closed down but, after much to and fro, he found a place at Broome that not only had the parts in stock but could also fit them! Home Valley Station Day 2: Most of the group went on a six km walk and totally buggered themselves, requiring the afternoon being spent having naps and watching the movie 'Australia'. A small group of renegades, six in all, took off to Kununurra via El Questro for the day in two planes. That was Chad, Sherry, Tony, Merrilee, Trudy and David. We caught a maxi taxi for a tour of the town and made our top priority a tour of the rum distillery! Had a tour of Ord River farming activities by Cailin, friend of Chad's son, who then gave us their backpacker bus for a self-guided tour of the Zebra Rock carving joint, the sandalwood gallery, the river crossing, and stage two of the Ord River scheme, which our WA government generously gave to Chinese interests in exchange for a sugar mill which hasn't been built yet. We came home for another lovely three course meal on the long table at the back of the big tin shed/restaurant. Day 5 & 6 Tuesday 8 July: 3rd Day Home Valley Station: When we landed at Home Valley Station on the Pentecost River we had lunch at the big table at the back of the lookalike shearing shed and all settled in to our rooms. Near dusk, to watch the sunset over the Cockburn Range, half the group took off in clouds of dust in two four wheel drives driven by sensible station employees, with the unlucky final eight arriving by people mover driven by a Kiwi maniac determined to have us breathe as much dust as possible by tailgating the other cars at 110km per hour on the dirt road! We arrived and immediately took to drinking to get over the drive! The Kiwi had decided we needed the Page 4 On 8th July, which was our last day at Home Valley Station, we walked to breakfast hearing the sound of a cracking whip. It wasn’t someone in trouble but a demonstration by a local horseman to a young family. Everyone was mesmerised by his ability. After breakfast a few of us, being, Rob and I, Norm, Mark and Tracey, Debbi and Peter, Jan and Petar and Jenny and Fraser decided to walk the 6kms to Bindoola Falls Gorge before the heat of the day set in. Pam stayed behind to do her Facebook blog. It was strenuous in parts but the view from the top made it very worthwhile. Funny how everyone’s mobile phones started going off at the top! Back at the station it was time for a cool drink and lunch followed by a snooze. Some of the others, Trudy and David, Chad and Sherry www.facebook.com/group.php?gid=49792577682 www.abs.org.au and the Irelands flew to Kununurra to catch up with one of Chad’s friends. They flew via El Questro and the Argyle diamond mine and then followed the power station route to Kununurra where they hired a taxi and went to the friend’s rum distillery where they were given a tour around driving themselves in the backpacker’s van. They visited a sandalwood place where Merrilee ran into an old friend and then they drove to Ord River crossing then returned to the airport flying over the salt flats and the far side of the Cockburn Ranges. That night after dinner there was a bit of dancing with the local musician. Wednesday 9 July: The next morning we flew to Drysdale River Station and amid all the red dust were 18 ABS members in matching white polo shirts! After a lazy lunch, some of us caught up on some washing then drinks and our first secret women’s business with Tracey holding court. Robert & Gail Kerr Bonanza G36 VH-ORK Day 7: July 10, 11, 2014 Drysdale River Station and Horizontal Falls After celebrating, over a campfire with wine, cheese and crackers we are into the Wild Blue Yonder today. Our next venue is Drysdale River Station for an overnight. We do not have any tours planned but on take-off out of the Station on Thursday, we will take a scenic flight over Mitchell Falls. Thursday, we took off out of Drysdale Station after our pilots talked to one of the Fly Tours Pilots regarding the logistic of flying around Mitchell Falls and then on to Trafalgar, an iconic table top mountain in the Western Kimberley. From there our scenic flight took us over the bays, creeks, mudflats and mangroves of the area. We are definitely in Salty Croc territory now. The local joke is, if you fall into the waters in the Western Kimberley; don't worry about drowning, because the Salties will eat you. YIKES! CROCS! An easy landing in Derby was our next event of the day with a 90 min. wait for our Cessna Caravan Float Plane to arrive to take our excitable group to the Horizontal Falls Jet Boat and overnight on the wellappointed houseboat anchored near the Horizontal Falls. We did a quick tour of the Falls that afternoon, but with the tides flowing stronger than was safe to pass through, we decided to run the falls with the morning tides. www.facebook.com/group.php?gid=49792577682 www.abs.org.au So back to the Houseboats to wine and snacks prior to a delicious Barramundi Dinner. The crew working for Horizontal Falls Adventures were all wonderful, well educated, 20 something and provided us with our every need with smiles and plenty of "no worries". Snuggled in for a great night sleep in our state rooms, we rocked to the slight wave motion of the shelter cove area. An early wakeup call and Brekky before heading out to try and run the falls again. Success! The tides were in our favour and several passes through the falls were made by our boat, Full Throttle. Great pictures and video clips were achieved by all. Friday morning VH-PGA Float Plane, with our pilot Ben, took us back to the Derby Airport where we switched out a little of our luggage and then took a bus tour around the Derby area. Our full day bus tour of the Derby area was very interesting including information regarding the Australian Aborigines, Culture, Laws and Art. Our first stop was to a Mowjanjum Cultural and Arts Center outside the city of Derby. There we saw a lot of the amazing paintings of the three different Tribes (Mobs) of the area. It was amazing to hear both sides of the issues and problems that plague the "Black Fellas" and the "White Fellas". I did a lot of reading on the Aboriginal Tribes in Australia, prior to our trip, and learned about so many similar tragic persecution and cultural destruction suffered by them - like the Jews, First Nations, Native Americans, US Blacks, etc. After the Cultural Centre, we drove on into Derby and visited a gallery run by a wonderful man had his wife. Mark Norval is a man with an amazingly creative and humanitarian soul. He continues to teach art in the Derby Schools while he runs his personal gallery, offering a place for the Page 5 Aborigine people to come to and express their cultural artist talents in their traditional ways. "As long as the artist gains joy in his or her creativity, the work shows some sort of a link between the artist and their environment, and the onlooker is attracted to the artwork for any reason, then that person must be creating art". - Mark Norval Pam Mayhew & Norm Hartz Nevada USA. Bonanza G36 VH-ORK Day 9: Saturday 12 July 14: Cape Leveque: There was an air of expectation in Derby as we were looking forward to the famous Cape Leveque. Our enthusiasm was a little tempered by the forecast of cloud and rain (up to 10 millimetres). Shortly after departure from Derby, Peter Janssen received a phone message that the airstrip at Cape Leveque was closed due to heavy rain and advised that Lombardina was the alternate. It was also at this time that an updated forecast suggested heavy and rain with tempo periods due to thunderstorms containing winds of 30 knots gusting to 40 knots. Suddenly IFR approaches were the order of the day and for those without approach plates, IFR with no roads to follow was a challenge. Even sea planes landed on the strip. Day 10: Sunday 13 July 14: Sunday saw seven of the group visit Cygnet Bay Pearls. The weather had cleared sufficiently for a boat excursion to view the pearl cultivation. A few of the ladies were said to have ‘sampled’ some of the Kimberley pearls. After a delicious seafood feast on oyster pearl meat, Japanese style, we all agreed that this place would be worth a repeat visit especially with their planned luxury accommodation. Others is the group stayed at Kooljaman and enjoyed walks. The end of the day was ushered on a sunset cruise off Cape Leveque with the setting sun highlighting the wonderful red cliffs on the beach. Each group made their own arrangements for dinner (Bush Butler) and rumour has it that the ABS tradition was upheld in a certain cabin. The super moon rising was amazing that night. Jan & Petar Novakovic Baron B58 VH-OCC Day 11-13: 14 July 14 Cape Leveque – Broome – Eco Beach Resort: We were picked up at 7.30 a.m. from a dry Safari tent overlooking the water at Cape Leveque by our ever friendly Troopy driver. Joined David & Trudy and on to Lamborghini YLBD as David pronounces it. We made a plan to overfly Cape Leveque in formation however this was thrown into chaos when planes arrived unexpectedly and the strip became clogged. Overflew Cape Leveque at 1500 feet and proceeded down the coast over James Price Point. Into Broome. Rented a car and headed to Paspaley Pearls. Escaped unscathed but went on to Kailis Pearls and various other establishments. Biggest purchase of the day 2 plastic boxes from Coles ($12) for the forward locker since the A grade cardboard ones had collapsed from water ingress in the downpour on Saturday. By any measure a successful shopping spree. Could have ended up with $$$ in pearls. Lunch at The Wharf Restaurant which we recommend highly. We had to do a shuttle to the resort in a troop carrier with the girls first. The relieved pilots, crammed into the back of the Troopy (with boxes of wine), were regaling each other with hero stories of their nervous landings. Some intense “bonding” was said to have occurred! In the first two hours, rainfall topped the 167 mm mark. So much for 10 millimetres. After a late lunch we inspected our safari tents and cabins, which were wet and battered by strong winds with tent panels flapping all night. It was a relief to find a safe dry haven in the solid structure of the restaurant for dinner. Half price oysters after 2.00 p.m. fresh and good. Onwards to check on the Cable Beach Camel Riders Petar, Jan Fraser and Jenny. Good luck with that. Afternoon flight to Eco Beach. 8 mins up and down. Another afternoon cocktail, sunset over a beach. Could get used to this group. Dinner with Bodgie Bob who explained a heist he was involved in where he took advantage of a wine waiter and paid only $40 for a $4000 bottle of wine. Bodgie Bob's tip of the day to Mark was to buy a TBM 850 and call it The Bonanza Society? Dinner at the Eco Beach Restaurant. Food superb, steak the pick. Merrilee had a Crunchie bar and into to bed. 15 July 14. Cold! Not enough blankets and the warmth in the Villa disappears over night when down in the gully. Off to Brekky at 9. David overfly on way back to Broome for Page 6 www.facebook.com/group.php?gid=49792577682 www.abs.org.au repairs. Breakfast a taste sensation. Best coffee in 10 days then a walk at 11 for an hour north on the beach. The colours in the sea backed by red cliffs and sandstone rocks are something to see. Shell collectors everywhere but none you can keep. (Eco remember). Quick lunch, a couple of beers and off whale watching on Karma IV, a 74 foot sailing cat and we motored an hour to sea to the west. Saw quite a few whales but none really close. Plenty of cold beers, delightful snacks and great company. Bodgie Bob's tip of the day: Anti foul that lasts twice as long as anything else you can buy. The mad scientist has struck again with a gold standard process all boaties need to know about. Trouble is he is the only guy you can buy it from! Sunset over the water spectacular. Petar and Jan FTF boat trip? Everyone had a great afternoon but arrival back a big problem. Tide 1 km out from the beach. Eaten and drunk way too much so off to the bunkhouse. Nightcaps on the balcony with Mark, Tracey, Chad, Sherry and Merrilee. however out of the blue a dust storm ensued resulting in Bodgie Bob having dirt wedged between his teeth. The rest of us fortunately only had it in our ears and up our nostrils. Shake off dust then incident free flight to Fitzroy Crossing but interesting with a couple of aircraft passing others. Fuel up, then collected for lunch and a bitterly cold beer by Ricardo our "local", Chilean born, Kiwi National, trained in the Vatican, physicist and tour guide who then gave us his interpretation of the Fitzroy Crossing Indigenous Development programme plus City Sites and Gardens tour including the oldest pub in the area. The highlight of this was the impromptu joke session hosted by none other than an aboriginal man named Joker. Pretty funny guy. Geikie Gorge tour (native name Darngoo) really fascinating with many fresh water crocs on display. Limestone walls from the Gondwana period 350 million years old. Ricardo took us on a bush walk and further tour on the bus pointing out all the new buildings and the condom tree. We think Ricardo may interpret some of his tour information with a little latitude. Cocktail party hosted by Robert and Gail. What a hoot. Being Deb's birthday the girls let their hair down. Margarita, Rumaritas, White Wine still and sparkles. Finally got to lighten Roberts load in Oscar Romeo Kilo as he had been carting the ingredients around for days. On to dinner which was a superb spread. Best mushroom soup ever followed by traditional roast lamb and beef with all the trimmings. By this stage 2 parties in full flight. Girls in full song (won the comp) boys very subdued. Bodgie Bob's tip of the day. "Don't make eye contact under any circumstances with she who must be obeyed when you are late with drinks!" 15th rendition of Happy Birthday for Deb for the day as we cut the delicious cake especially created by the exec chef. Dragged girls off to bed. For no particular reason they didn't believe they were finished partying. 16 July 14. A lazy day coming up. Late breakfast overlooking the sunrise and the incoming tide. Tony heads off to see Sherry for a Feldenkrais body session while the others head off on the 4k Southern bush and cliff top track. Both events special. General agreement from the walking group that this was the most spectacular walk so far. Beautiful rock formations including a "mini" Bungle Bungles section. Best light to photograph this track midday without doubt. And preferably a low tide. Pam and Tony experienced a Feldenkrais sessions resulting in both deciding after an hour that this was the most extraordinary relaxation and wellbeing therapy either have experienced. Thank you Sherry. Mark & Tracey Crampton and Tony & Merrilee Ireland. Baron G58 VH-OMS. Day 15 Friday 18 July: Fitzroy Crossing to Uluru (Ayers Rock): A prompt start to the day with a potential 3 1/2 hr trip south east to Uluru across the Great Sandy Desert, Lake Mackay, across the state line from WA to NT, the Lake Lunch included a discussion with Rob concerning employee fraud. There is no end to his stories anecdotes and advice. All fascinating. Then a snooze followed by an afternoon walk south for sunset. Mark had a massage. Showers, drinks and dinner with the group again mixing things up. Quite unique to have such a diverse group enjoy each other’s company so much. This is a very special place. Bodgie Bob's tip of the day: "Be very wary. We tend to trust those who are yet to deceive us." Day 14: 17 July 14 Eco Beach Resort to Fitzroy Crossing. The day starts warmer. A group session with Sherry before breakfast surprises everyone with how these old bodies can be made more flexible. A quick pack before heading to the strip for a flight to Fitzroy Crossing. Tried without luck for take-off to avoid excess dust www.facebook.com/group.php?gid=49792577682 www.abs.org.au Neale system, Lake Amadeus and ultimately 'The Rock'. Flying at 9500' with a good tail wind speeded things along. Car hire booked for 2 days in order to see as much countryside as possible at ground level. It was wonderful to fly around both Uluru and The Olgas at 4500'. Both imposing rock formations rising up from the Page 7 desert. Winter thermals were the order of the day!! The perfect end to a perfect two week experience. Champagne & canapés, 3 course dinner and narration by a 'stargazer'. Our special thanks to Peter & Jan and the ABS Members for including us on their epic journey. We now have treasured memories of flying over some of the most isolated, arid and beautiful countryside we are ever likely to witness. Thank you all. desert floor. Hotel very comfortable with good view of Uluru. Quite unexpectedly we caught up with 3 residents of Bright! The group dinner and dreaded “Fines Session” was booked for tonight. Robert Kerr had been selected as the Fines Master (surprise surprise) and did a wonderful job. $650 was raised for Angel Flight and not a single person on the trip was spared!! Fraser & Jenny MCNaught. Baron B58 VH-OCC A huge thank you to Debbi Smith and Peter Janssen for their superb organising skills. The Participants voted the Kimberley Safari 2014 one of the best Safaris that the ABS has organised. Our Next ABS Safari will be Tasmania in March 2016. Day 16 Saturday 19 July 14 Uluru (Ayers Rock) Today we travelled by car – firstly to the Rock, and were stunned by the sheer size and magnitude of Uluru. No one climbing the Rock due to rain and high winds. Took some unusual photos of water cascading down the surface – something not often seen. Most impressed with the Cultural Centre which has been sympathetically built to blend in well with its desert location. Saw two local Aboriginal women painting and their artwork as usual was mystical and magical. Picnic lunch then on to The Olgas for a brief walk. Back to motel in readiness for our final dinner “The Sounds of Silence” out in the Article and pictures supplied by the participants. Aircraft for Sale 1990 BEECHCRAFT BONANZA F33A VH-XPJ General Information: Engine Specifications 720 hrs. since OH at Bulk Strip (2387hrs) Bulk strip included New Crankshaft, New Camshaft, Recondition cylinders, New Mags (Slick) OH Prop Governor and D'Shannon Baffle Kit. 100+ engine hours since Bulk Strip. Detailed Description: The aircraft has had the same owner for the last 10 years and has always been hangared. Registration: VH-XPJ Serial No CE 1425 Airframe Total Time 2480hrs as at last annual. Continental IO 520BB. Cylinders are Millennium with Gami injectors. New hoses were fitted at the bulk strip Propeller: Hartzell Scimitar PHC-C3YF-IRF/F8086 Modifications and Conversions: The aircraft has dual control column and dual brakes and a pneumatic door strut. The autopilot is King coupled to a Garmin 430 GPS. Aircraft is IFR Category. Additional Equipment Lambswool Seat Covers. Maintained to a high standard by Southern Aircraft Services. Aircraft currently based at West Sale Victoria. Current Maintenance Release. Contact: Pam Farmer for the estate of Ian Farmer. Telephone: 03 9817 5308 Mobile:0409 354 568 Email:[email protected] Price: $230,000 (no GST) Page 8 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au A36/G36 Pilot’s Operating Handbook Perform ance Correction Notes 2014 Thomas P. Turner for Australian Bonanza Society ABS (USA) Air Safety Foundation Executive Director has three times been accredited as a Master CFI, was the 2010 National FAA Safety Team Representative of the Year, and was the 2008 FAA Central Reigon Flight Instructor of the Year. Tom holds a Masters Degree in Aviation Safety and has specialised in Beech Pilot Instruction for over 20 years. You’re computing takeoff, climb and endurance performance before flight in your A36 or G36 Bonanza. As you’re thumbing through the Pilot’s Operating Handbook (POH) to the charts, you happen to see these pages at the beginning of the Performance section: compensating fuel pump from A36s so equipped when new. Why is it necessary to apply these additional, significant correction values to the POH charts and tables? Is there a reason these corrections apply only to the post-1984 A36s and G36s, but not other models or the twin-engine airplanes? Is our speculation correct, that manual leaning does not provide the precise mixture control necessary to obtain charted performance, and/or that current TCM fuel flow recommendations result in less power than that assumed by the POH performance charts? If so, why would there also be an impact on cruise performance? We look forward to learning from you, so we can teach these concepts properly and support the safe operation of Hawker Beechcraft airplanes. Hawker Beechcraft replied: “What’s this?” you ask yourself. “After I calculate performance using the POH Performance charts, I have to come back to these pages and make a correction to the calculated results?” If you’re flying an IO-550-equipped A36/G36 that does not have an altitude compensating fuel pump the answer is “yes.” Determine performance using the chart in the POH, and then correct your results according to these pages. Under some conditions the performance is considerably less than you’d predict from the Performance chart alone. Inquiring minds Several years ago I asked then-Hawker Beechcraft why these corrections values appear in the POH for IO-550-equipped Bonanzas: We have a question about the Performance section of the G36 and the 2002 revision to the A36 E-2111+ Pilot’s Operating Handbooks. Each has a two-page Required Corrections to Performance Graphs and Tables section. When applied to results of performance calculations using the POH charts, these corrections at times significantly reduce the resulting performance expectation. None of the other Bonanza/Baron POHs include this type of information. The POHs at least imply these corrections are required to compensate for nonstandard atmospheric conditions above sea level. Our confusion stems from the fact the performance charts and tables already include compensation for other than standard atmospheric conditions. The applicability section of the A36 version suggests it may result from power losses if the fuel injection system has been set up in accordance with current Continental Motors specifications and/or removal of the altitude https://twitter.com/BonanzaSociety The “Required Corrections to Performance Graphs and Tables” result from two separate but similar performance issues. The Note 1 corrections were required due to the replacement of [Continental Motors’] enginedriven altitude-compensating fuel pump with a non-altitude-compensating fuel pump. The richer mixture that results in the FULL RICH position accounts for the performance decrements given for the Take-Off Distance, Climb and Time, Fuel and Distance data. I’m not sure why the Range and Endurance Profile data were corrected since they’re based on peak EGT rather than fuel flow but the corrections are conservative. The Note 2 corrections were required due to observed versus calculated performance issues raised by Production Flight Test for the A36 during QAI flight tests at higher than ISA conditions. QAI flight data for a number of A36 airplanes were used to develop the Note 2 corrections. As noted in Revision C of the A36 POH/AFM Performance Substantiation report, the root cause was not isolated (engine power table errors are suspected), but the effects were determined. The G36 POH/AFM Performance section is the same as the A36 POH/AFM Performance section, so the A36 POH/AFM performance corrections were carried over into the G36 POH/AFM. The A36 changes date from March 2003, although the changes to the A36 Performance Substantiation report date from June 1997. The practice of stacking corrections on top of corrections for aircraft performance is considered undesirable by the Aircraft Performance engineers. The decision to use correction notes in lieu of new or revised performance charts and tables is a business decision made by the Project www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 9 Engineer or Program Manager. Aircraft Performance would prefer new or revised charts over the correction notes. Exceptions to the rule If your A36 is equipped with a Continental altitude compensating fuel pump, Note 1 of the corrections pages exempts it from these corrections. According to Beechcraft, the airplane will get the performance values you derive from the charts alone…assuming you meet all the Associated Conditions, employ testpilot flying technique, and the airframe and engine are in as-new condition. Let’s Get Real World The proper sequence for computing performance is this: 1. Calculate performance Performance Section charts. using the POH 2. Apply the corrections from the front of the POH Performance Section, if your airplane is not equipped with an altitude compensating fuel pump. 3. If you’re operating above the airplane’s original maximum gross weight under Supplemental Type Certificate (STC) authority, apply any correction provided in the POH Supplement for such operation. 4. Add whatever safety margin you feel is warranted for less than perfect aircraft and engine performance and/or pilot technique. A 30% to 50% increase over computed values is a common adjustment for older airframes and engines not flown from paved, level dry surfaces in smooth air by experienced production test pilots. Given the reasons then-Hawker Beechcraft stated for the performance corrections, it cannot hurt to add these corrections to performance values in all IO-550 Bonanzas to be conservative. qÜÉ=oÉÅìêêÉåí=qê~áåáåÖ=çéíáçå=Ñçê=_mmm=låäáåÉHcäáÖÜí áë=åçï=~î~áä~ÄäÉ=Ñçê=éìêÅÜ~ëÉK To enroll: Go to www.bonanza.org 1. Scroll over PILOT TRAINING/BPPP in the menu at left, then click on ONLINE+FLIGHT in the slide out menu that results. 2. On the resulting page, scroll down and click on ENROLL NOW. You'll be directed to the BPPP enrollment page. 3. Select the Recurrent Course (the second option on the enrollment page). 4. Follow the enrollment and payment steps just like the BPPP Initial Systems and Procedures course. You also have the option of enrolling in the BPPP Initial Systems and Procedures Course if you wish to retake the course and see program updates that have been added. Total cost of the BPPP Online+Flight Recurrent Course is $495, the same as BPPP Initial. Tuition includes one year's access to the online program, for as many viewings as the member wants, and up to four hours of flight instruction scheduled individually with a BPPP-accredited flight instructor. You have the opportunity to work with your instructor to customize your BPPP Recurrent flight to fit your needs and wishes.The BPPP Online Recurrent Course includes: Identify, Verify, Feather: Now What? by Thomas P. Turner, ABS Air Safety Foundation Executive Director. OPTIONAL; recommended for Baron and Travel Air Pilots. • The Paperless Cockpit by Jenifer Pekar, Success Aviation (Houston, TX) and BPPP instructor. • Civilian Operations in Special Use Airspace by LTC Sam Schoolfield, USMC CV-22 Osprey pilot and past BPPP instructor. • The Bold Print: A New Look at Beech Emergency Procedures by Thomas P. Turner, ABS Air Safety Foundation Executive Director. • The Truth about Stalls in ABS-Type Airplanes by Thomas P. Turner, ABS Air Safety Foundation Executive Director. • Time to Fly: Requirements and Instructions for Scheduling your BPPP Flight. Total time to complete the entire course is approximately three hours. The optional Baron/Travel Air program adds approximately 45 minutes to the time necessary to complete. - See more at: http://www.bonanza.org/2-uncategorised/1004-bppp-online-recurrent-is-now-live#sthash.5gkCCzlT.dpuf Page 10 www.facebook.com/group.php?gid=49792577682 www.abs.org.au Letters to the Editor An important message from AOPA Australia ... Dear Members, Many of you will be in receipt of a letter from CASA (extract below) relating to Colour Vision Deficiency. Hi Peter, I am looking for an experienced pilot who is familiar with flying the G36 Bonanza and the Garmin G1000 platform. Please note, this is a blanket circular issued by CASA. Whilst no firm decision has been made by CASA at this time, it is clear, they are reviewing their current position. My father has a need to travel from time to time both on day trips and possibly a few days at a time. He is no longer licenced to fly due to heart surgery many years ago but has a lot of flying experience. This matter is on AOPA’s agenda and our medical panel has taken up this issue with AVMED on your behalf. AOPA will be making further enquiries with other relevant medical authorities as well as AVMED to obtain further information. I am looking for a suitably qualified CPL pilot that can fly our G36 Bonanza on these flights. In most cases the flights and travel arrangements are planned well in advance. Some flights are strictly business and others are for leisure. We will be back in contact with you shortly when we have this information. Would you please publish this email in the ABS magazine calling for pilots to make their application to: Regards Aaron StephensonCEO Ph: 02 9791 9099 Email: [email protected] The ABS Online Pilot's Operating Handbook (POH) library is now complete. Fifty-six unique Bonanza, Debonair, Baron and Travel Air pilot manuals are available for study and download into your iPad or other documents management system. See http://www.bonanza.org/2uncategorised/1012-abs-online-pohlibrary-is-now-complete. Thomas P. TurnerExecutive Director, ABS Air Safety Foundation Editor, ABS Magazine Dear Peter Janssen and Committee, I wish to tender my resignation from the ABS Committee effective from the Cessnock AGM on 18 October 2014. After 15 years on the Committee including 3 years as President it is now time for me to move on. As indicated to the Committee previously, I would like to continue producing the ABS printed and online magazines and to maintain our website at www.abs.org.au for the foreseeable future. I have thoroughly enjoyed my time passionately promoting the Australian Bonanza Society and the Beechcraft marque and would like to wish the Committee all the very best in the future. Regards and best wishes to you all, Peter Gordon Michael Loccisano Airitalia Aust P/L Email [email protected] The FAA announced September 8th it has selected four unleaded fuels for the first phase of testing at the FAA’s William J. Hughes Technical Center. The goal is for government and industry to work together to have a new unleaded fuel that reduces lead emissions for general aviation by 2018. be selected for phase-two engine and aircraft testing. That testing will generate standardized qualification and certification data for candidate fuels, along with property and performance data. That entire testing process is expected to conclude in 2018. Approximately 167,000 general aviation aircraft in the United States rely on 100 low-lead aviation gasoline for safe operation. Low-lead is the only remaining transportation fuel in the United States that contains lead, which is considered a toxic substance. The small quantity of lead in the fuel creates the very high octane levels needed for highperformance aircraft. Most commercial airplanes do not use leaded gas. PAFI is facilitating the development and deployment of a new unleaded aviation gasoline that will have the least impact on existing piston-engine aircraft. PAFI will play a key role in the testing and deployment of an unleaded fuel across the existing general aviation fleet. Congress authorized $6 million for the fiscal year 2014 budget to support the PAFI test program at the FAA William J. Hughes Technical Center. For more information go to http://www.faa.gov/about/initiatives /avgas/ Shell and TOTAL, with one fuel each, and Swift Fuels, with two fuels, will now work with the FAA on phase-one testing, which will begin this fall and conclude in fall 2015. “We’re committed to removing harmful lead from general aviation fuel,” said Transportation Secretary Anthony Foxx. “This work will benefit the environment and provide a safe and available fuel for our general aviation community.” In July, fuel producers submitted their replacement fuel proposals to the FAA for further evaluation as part of the Piston Aviation Fuels Initiative (PAFI), an industry-government initiative designed to help the general aviation industry transition to an unleaded aviation gasoline. The FAA assessed candidate fuels in terms of their impact on the existing fleet, the production and distribution infrastructure, the impact on the environment, toxicology, and the cost of aircraft operations. “The FAA looks forward to our continued work with fuel producers to make an unleaded aviation gasoline available for the general aviation fleet,” said FAA Administrator Michael Huerta. Based on the results of the phase-one laboratory and rig testing, the FAA anticipates that two or three fuels will www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 11 STOP PRESS And a word on recurrent training from the Executive Director of our sister organization in the USA: We are endeavouring to keep members informed about latest breaking news and events and we need your current email address to do so. If you do not currently receive emails from us and wish to receive future ABS emails please email [email protected] and allow this email address in your inbox. I’d like to renew my encouragement for Australian members to participate in the ABS AVIATOR program. ABS AVIATOR encourages pilots to go beyond the minimum requirements to exercise privileges of pilot certificates and rates, and to foster an attitude of lifelong learning about flying safely. We’ll recognize the Australian BPPP at the same level as the U.S. version. Please let me know if you have any questions. If you wish to opt out of ABS broadcast emails please email [email protected] to unsubscribe. Thomas P. Turner, Executive Director, American Bonanza Society The ABS is pleased to notify you of our new aircraft for sale website at www.abs.org.au If you are wanting to sell or purchase a Beechcraft aeroplane this is the place to advertise. Please contact Peter Gordon at [email protected] for advertising rates and assistance with graphic design. ABS Presidents Medal is awarded for Outstanding Service to the Society. It is chosen by the President at his/her discretion and is supplied courtesy of Carr Hordern Recipients to date have been: 1998 Jo Davey 1999 John Chesterfield 2000 Peter Mochrie 2001 David McDonald 2002 No award 2003 Dennis, Len & Joan Bartlett 2004 No award 2005 Peter Gordon Page 12 2006 2007 2008 2009 2010 2011 2012 2013 Judith Gordon Richard Smart Keith Duce Edgar Bassingthwaighte Jock Folan Marian Jowitt David Young Jan Novakovic www.facebook.com/group.php?gid=49792577682 www.abs.org.au AIRCRAFT MAINTENANCE SPECIALISTS ALL PROPELLERS & GOVERNORS For your next overhaul or repair call Nigel or visit: www.propcare.com.au Capabilities: h Repair, Overhaul & Sales of ALL TYPES of propellers h Repair, Overhaul & Sales of ALL TYPES of piston engine governors. h Non-destructive testing service. h Re-pitching service. h Shot Peening. PROP CARE AUSTRALIA PTY LTD •Periodic inspections to charter IFR requirements • Beechcraft Specialists • Re-weighs & C of A’s • Pre-purchase inspections • Insurance repairs • Aircraft salvage & transport up to C400 series • Large inventory of new & serviceable parts • Environmental systems • Aircraft refurbishment • G & D Aero tinted window inserts (Authorised Installers) • Corrosion proofing • ABS member A.B.N. 84 083 605 529 HANGAR 2 ARCHERFIELD AIRPORT PO Box 67, ARCHERFIELD Qld 4108 Ph: (07) 3272 9800 Fax: (07) 3272 9850 Email: [email protected] David Foord Avionics ACN 080 417 054 ABN 29 819 859 907 Autopilot Specialists v Does your autopilot work, correctly? v Are you tired of repeated attempts to fix your avionics defects? v Do you have avionics problems that bug you? If your aircraft avionics are not performing as advertised, then we have the expertise and experience to solve your problems. Your autopilot repairs and avionics installations are flight tested before being released to you. At David Foord Avionics we GUARANTEE ALL OUR WORK Our other capabilities include: v Instrument overhaul & repair v Periodic radio inspections v Avionics advice & installations RSD 470 Finniss to Clayton Road FINNISS SA 5255 Ph: 08 8536 0159 [email protected] www.facebook.com/group.php?gid=49792577682 www.abs.org.au 16 PATHFINDER DRIVE, CALOUNDRA AIRPORT CALOUNDRA QLD 4551 Ph: 07 5491 6819 I Fax: 07 5491 8010 [email protected] I www.ams99.com.au SOUTHERN AIRCRAFT SERVICES PREVIOUSLY YUNGUR AVIATION SERVICES ABN 65 138 515 349 - Certificate of Approval 1-EON4C > Maintenance of Aircraft & Helicopters > Maintenance of Airframe, Engine and Electrical Components > Manufacture of Fibre Reinforced Composites > Aircraft Modifications and Rebuilds Specialised Beechcraft LAME trained in USA Beech approved workshops Member of the ABS ‐ Contact: David Page Phone: (03) 5143 2009 Fax: (03) 5143 2023 Email: [email protected] West Sale Airport, Victoria Page 13 Celebrating the Life of Robert Ian Kerr 16 February 1952 – 12 August 2014 Remember who you are, who you want to become. Tomorrow isn’t promised to young or old alike, Don’t wait for tomorrow, do it all today, If tomorrow never comes, You’ll never regret a day. Until we meet again, I have truly earned my wings… Robert Kerr walked into my Torquay hangar in the mid nineteen nineties and told me he was looking at buying an aircraft. He had three aircraft types in mind and I told him that in my aircraft hangar we only talk Beechcraft and that he should consider buying a Beech Bonanza A36 - the Rolls Royce of single engine planes !! Buying and upgrading Echo Uniform Bravo VH-EUB: Several weeks passed when a very excited Robert called to inform me he had purchased VH-EUB Echo Uniform Bravo. Major refurbishment followed with an engine overhaul, new propeller, interior, new paint and avionics upgrade. The plane was a joy to fly. It was lighter than many Bonanzas and the engine was as smooth as a turbine. Robert’s flying training and experiences: Robert learned to fly at Lilydale earning his PPL followed by a Command Instrument Rating. He became a very passionate aviator and developed an intimate knowledge of the aircraft and its systems. Robert’s involvement with the Australian Bonanza Society: Rob joined the ABS in 1997 and quickly became involved in all aspects of its activities before joining the Committee as Secretary and Treasurer and President of the Society in 2002 – 2003. Robert was the Go-To Person in the ABS and he was passionately interested in recurrent training, safety and aircraft maintenance. He organised or assisted with numerous Beechcraft Pilot Proficiency Programs (BPPP’s) over the years and left an indelible legacy of safety within the ABS. In addition to the BPPP’s there were Service Clinics and you only needed to make one call to Robert for assistance and the answer was always yes. Gail and Robert hosted two Narooma fly-ins that were superbly organised and were great social events. They also participated in many ABS fly aways and Safaris. Rob’s aircraft was his magic carpet; Taking the family and friends to their holiday house at Narooma; business flying and flying his fishing mates to the Gulf of Carpentaria or other exotic fishing destinations. I always felt safe flying with Robert and on longer journeys once we were established in the cruise conversation would turn to the stock market; how to top up your super; How to build a factory; how to reduce your tax and even the big no no - Lean of Peak. Rob and I struck a pact – He wouldn’t write about Lean of Peak and I wouldn’t publish it. Weather flying with Robert: Robert was a Pilot’s, Pilot and his weather forecasting skills really came to the fore. When he merged his marine and aviation weather forecasting skills he was often right on the money. On the direct route between Lilydale and Narooma is the high country of the Eastern Ranges. On a good day it would be a beautiful scenic flight. On a very ordinary day the same route could deliver turbulence, thunderstorms and ice. No place for a light plane. Buying Bonanza G36 VH-ORK: Upgrading to the glass cockpit: With the purchase of Bonanza G36 VH-Oscar Romeo Kilo, Robert moved up to the Garmin 1000 glass cockpit and most of the bells and whistles of a current day Bonanza and now because Rob owned two Bonanzas he became “Bodgey Bob Airlines” Bodgey Bob started contributing technical articles to the ABS Magazine. How to buy and import aircraft from the USA; Weather Flight Planning to be Safe; How to Trash a Cylinder on a Continental Engine and Bodgey Bob’s Outback Adventures. He wanted to write under his pen name “Bodgey Bob”. Initially I was not keen and said no as the name might not give credibility to his technical articles so we stayed with Rob Kerr. Robert researched his articles to the nth degree and always attached reams of research for my reference. No “Urban Myth” articles from Robert! Of the many emails and social media posts I have received following Rob’s passing I would like to quote from this one: From: Michael Loccisano 13/08/2014 “We are very fortunate to have so many good friends and a great bond with passionate aviators through the Australian Bonanza Society. I have met a lot of great people over the many years I have been a member. It is very sad that today we lost one of those friends in a tragic way. Robert Kerr was a great bloke who went out of his way to help others because he genuinely cared for others. He was a really decent guy who lived life with passion and he shared that passion with his friends and family. He will be dearly missed but never forgotten. I know I will think of Robert every time I get “cleared for take-off” I know he will be watching from above” The ABS extends its sincerest condolences to Gail, Melissa Belinda Kerr and the Family. I was shocked and saddened to hear recently that Robert Kerr had died suddenly. I enjoyed working closely with Rob when he was President and on the Committee of ABS organising the BPPP programs and Service Clinics. I believe he made a substantial contribution to the continuing safety culture in the ABS through his efforts and I'm delighted to see that the standards he helped establish are managed so well and continually evolving today. The ABS is particularly respected by our team for the mature way in which it runs its safety and social programs and the strong camaraderie among members. On a personal level I enjoyed Rob's company and generosity aside from ABS matters. On one occasion I called in for a coffee at his pet food yard in North Melbourne just as a shipping container arrived. Next thing he presented me with a carton of pasta for my large young family. The container had just arrived from Italy and was contaminated with weevils: not to worry he said, boiling the pasta would kill them. Needless to say my little girls were not nearly as enthusiastic. We did however enjoy some wonderful fish with his compliments. To Gail and the Kerr Family can I extend our sincere condolences on your loss on behalf of the team at QBE. Rest in peace Rob. Julian Fraser National Relationship Manager- Aviation. QBE Australia Article: Peter Gordon. The Poem is quoted from the celebration of Robert Kerr’s life. Photos supplied by Gail Kerr, Australian Aviation Magazine and Julian Fraser QBE. ABS NARROMINE BPPP 19 – 22 MARCH 2015 Thursday 19th Afternoon arrival approx 30 aircraft up to 80 people - Welcome BBQ at Narromine Airfield by Gliding club Friday 20th BPPP flying program - 5 BPPP instructors running up to 3 flights each up to 15 aircraft Briefing and debriefing in Gliding clubrooms. Auditorium for various presentations (e.g. CASA, BOM, Air services, QBE insurance, Av Plan TBC) in conjunction with Flying program Saturday 21st Ground school at the auditorium for Approx 80 presented by Thomas Turner • Practical Angle of Attack: Why angle of attack really means something; • Should you install an AoA indicator?; The truth about stalls in Beech airplanes. • Trends in regulation, airworthiness directives and Continuing Operational Safety; How to keep your Beechcraft flying for the long run. • Safety from Experience: Recent & landmark Beech accidents, & what they teach us about flying our Beechcraft. • Ageing pilot issues, including use of supplemental oxygen (including below 10,000) and sun exposure at altitude, proper back support and effect of dehydration on concentration; Pre-dinner drinks at the bar Dinner at the airfield in the restaurant with guest speaker (Planning to have Matt Hall ) Partners to do tourist activity’s in the Narromine area Sunday 22nd BPPP flying program - 5 BPPP instructors running up to 3 flights each up to 15 aircraft Briefing and debriefing in Gliding club rooms Presentation from Thomas Turner on aircraft specific e.g. Twins in morning and singles afternoon in the Auditorium Partners to do tourist activity’s in the Narromine area BPPP Service Clinic will also run on the Friday and Sunday with Beechcraft trained LAME to do Aircraft inspections This is only a draft but the BPPP should run as above however this is the basic concept. Expressions of Interest to: Debbi Smith Page 16 https://twitter.com/BonanzaSociety [email protected] www.facebook.com/group.php?gid=49792577682 www.abs.org.au THE BIEngine GM I X T U R E P U L L ! Management 101 About two years back I wrote an article around the use of too much fuel, and how to treat your engine better not only in the air but on the ground. If anyone missed that article and would like a copy please email me so I can send you a copy. One of the simplest yet most misunderstood methods of engine management is something that should be discussed as a follow up to the “Too much of a good thing” article, so here goes my best effort to do just that. The BIG Mixture Pull. No doubt over the years reading many internet forums, or the writings by John Deakin on AvWeb, the term BMP or Big Mixture Pull will have been used. So why is this simple yet misunderstood engine management technique so powerful in the cockpit and what are the benefits of its use? I should begin with a little story of real life use by none other than GA Female personality and magazine editor Kreisha Ballantyne in mid-2013. Yes even a girl can do it! (As I duck for cover). In fact I will go on record here now, that of all the people I have coached with this technique, the men all, yes all of them have performed sub-optimal the first go but usually get it right on the second or third. But no, not our Kriesha, first go! So here we were at the Australian Women’s Pilot Association event in Hervey Bay, and Kreisha was keen to fly the RV10 again, as well as take a scenic around Fraser Island. We discussed the idea of me teaching her Lean of Peak ops and I said she would be doing it not long after crossing the coast and well before we got to Fraser Island. Those who know the end of RWY11 at YHBA and the Sandy Straits, you will realise she was in for a very quick lesson. So with Kreisha at the controls away we go, and I said level off at 1500’ and fly RWY heading to Fraser Island towards Lake Mackenzie. She did! over to Fraser Island I said lets see how well you did. (I knew she had nailed it, the BMP was 100% perfect and I knew the fuel flow we should have had, and it was spot on.) So I said at a power setting of 80-82% when LOP we should be around 60-80dF LOP, and knowing which cylinder peaks last on my engine I said take note of that EGT, which was around 1450dF. Then we slowly pushed the mixture back in until we found peak EGT, which was no surprise to me about 1520dF. Spot on first go! This works every time! Even at lower powers, say when up high and the % power is 60-65% where you might be after a target of only 10-20dF LOP, it works again. That’s exactly where you end up. Back in the days before EGT and all cylinder monitors, the big radial airliners used a BMEP gauge and they pulled to a 10% drop. This was done by complicated load cell arrangements on the front of the gearboxes, but effectively they did the same thing, just by using a different measurement device, and one we do not have thankfully. EGT has so many other diagnostic benefits that they did not have. So now that I have demonstrated how easy it is what are the key elements of the BMP and why and when is it to be used? The key here is to have your plane in an already stable and accelerated state, either levelled out for ATC reasons or at top of climb. The plane accelerates, and as John Deakin says do what all good airline pilots do, The lesson was simply this as we went through 700’, once you level off, let the plane accelerate, which happens quickly in an RV, reduce the RPM only, to about 2450 or wherever it is smooth, and wait. Once the speed is stable, reach over, grab the mixture and close your eyes, then progressively but swiftly pull the mixture back at the rate that would get you to Idle Cut Off (ICO) in no more than four seconds. As soon as you feel the plane decelerate, stop pulling the mixture back. She Did. Kresiha opened her eyes with a giggly smile and said….Is that it? I said welcome to the world of the BMP and LOP. It was that simple. She did not need hours of training, she did not need an engine monitor (her eyes were closed) all she needed was her calibrated butt telling her that the engine had passed right over the peak power curve and with the delay in sensation and the time it takes to have the fuel control unit (or carburettor) respond, it had parked itself nicely at a safe LOP power setting. Of course like any good woman she did not trust me. “Is that it? So what is all the hype that I hear all the time she claimed?” And hype it is! So as we cruised on www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 17 do nothing! Let things settle for a minute or five if need be, but when it is stable and the CHTs are coming down, reach over and set a comfortable RPM. My suggestion is 2300-2500 range, and usually when at high power down low, at the higher end than say lower power at 9000’. If you are in the FL’s you may want the extra power of having extra combustion events, so maybe 2500-2600 might be what you need. Next thing is to do the BMP. The first few times I suggest this is not done in a high traffic density area, as you need to close your eyes for 2-3 seconds. Otherwise your body will not switch its sensory inputs over and you will miss the deceleration. You are no less looking out for those couple of seconds as you would be reading your flight plan or looking at a map, so do not stress over that. Just use common sense. Once you have mastered the art, you will be able to do it while talking on the radio, reading a flight plan or even watching other traffic. It will be that easy. All you have to do is swiftly pull the mixture until you feel the deceleration, then stop. Of course if you go too far it will alert you accordingly and you need to do it again, or just squeeze a bit more back in. One other key here is you need well matched fuel air ratio’s, and while some engines do not behave nicely, with either tuning injectors, or using some carby heat the vast majority can. You will need nice plugs and mags, and no induction leaks, but other than that any conforming engine will do this with ease. So why do we do this BMP thing? It is quick and simple and it works! In a busy ATC environment where you are surrounded by CTA and local CTAF traffic, while waiting that clearance, there is no point blasting away at max power and massive fuel flows. Simply reduce the power a bit with mixture, slowing things down a bit, cleaning up the combustion events, saving a heap of fuel (typically 45% or more) and cooling off the cylinders after take-off and before the next stage of climb. What is the downside? This is a simple no fuss procedure and while you are in a traffic congested area or dealing with ATC the very last thing you should be doing is having your head down mucking around with engine monitors and mixture knobs. This does everything it should, and nothing it shouldn’t. 1465-1475, which is much higher fuel flow and hence HP than before. So now you have found the new best Brake Specific Fuel Consumption (BSFC) again, based on the “new normal”. So what is this new normal all about? What changed over the previous time period? Simply the only thing that changed was the cylinder head temperatures. With lower CHT’s the volumetric efficiency of the cylinder improved marginally, and hence it is now capable of flowing more mass airflow. As a result the fuel air ratio leaned out further, and likely slipped away from the peak of the 1/BSFC you can see on the graph. With all that said, a BMP at Top Of Climb, followed by a period of doing nothing will allow the engine to stabilise and then if you are really trying to squeeze every last bit of engine efficiency out, you can. But you can’t do it using a “Lean Find” mode from the rich side of peak EGT and with a hot engine. Go try this for yourself and log the data! Happy Big Mixture Pulls to you all. If you have any questions, or would like a topic covered for the next issue, please email me at [email protected] Until the next edition, safe flying, and live life! David Brown Advanced Pilot Seminars Australia Please note: while these articles are written based on data backed scientific facts dating back to the 1950’s, you should always consider any limitations placed on your engine by the manufacturer. Please note LIMITATIONS. Most manuals do not go to the trouble to produce educational material and hence lack detail. Please consider taking further education if you are unsure of anything written above. The best source for education is www.advancedpilot.com The second reason is a more scientific one, and one that will appeal to the inquisitive mind. Imagine you have arrived at top of climb, you use those “Lean Find” modes (not the best idea, but that is another story) and you slowly lean from a nice rich mixture, all the way up the curve, CHT’s climbing, and then to peak EGT followed by slowly over the lean side and to your nominal lets say 20dF LOP based on the last cylinder to peak. Once this has been done, the CHT’s start cooling off nicely, your peak EGT was say 1460dF and you are settled on 1440dF, cruising along, you get that nasty inquisitive feeling, and decide to see what peak EGT is again. So knowing the last cylinder to peak, which is going to be the first one when moving back up the curve from the lean side, you start slowly winding in the mixture. As you go past 1460, you think to yourself…how is that so???? You keep steadily increasing the fuel flow, 1465,1470,1475, 1480, maybe even 1485. Now you have a new peak EGT! So what do you do now? Assuming the fuel flow is such that your 10-20dF LOP is still appropriate, you should now lean back to just Page 18 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au qfmmfkd=mlfkq bÇÖ~ê=_~ëëáåÖíÜï~áÖÜíÉ long way behind the main wheels so someone standing on the step exerts considerable leverage. All Bonanzas are inherently well balanced on the main wheels so that when loaded towards the aft C of G limit there is not a lot of weight on the nose wheel. This is a positive asset for operations on unsealed and natural surfaces but also means some care is needed to avoid a transitional out of balance condition during loading / unloading of the cabin. Those of you who may have emulated this DC10 with your Bonanza will know that this is one of the most embarrassing but least damaging things you can do with a Bonanza. Indeed, since there is a good solid tailskid incorporated with the rear tie down, it will not cause any damage to your aircraft at all. The same cannot be said of your ego I'm afraid! Of course this has nothing to do with the flight envelope C of G and everything to do with a temporary movement of the C of G to a position behind the main wheels during loading or unloading. It comes about because the flight crew or qualified loadmaster is distracted or absent as would have been the case with this DC10. A momentary distraction was the cause in my own case as I will relate shortly. First some background: A tip up is probably easier to achieve in earlier model 36's because (a) They have more available payload than later models (e.g. the exfactory specified empty weight including standard avionics is 1980 lbs/898 kg for a 1968 36; 2226 lbs/1010 kg for a 1990 A36 and 2630 lbs/1193 kg for a current G36). Gross weight for the model 36 has only increased from 3600lbs/1633kg to 3650lbs/1657kg so that is a difference of more than 3 x 80kg passengers over time. Also, (b) late model Bonanzas are likely to have more weight up front in the engine bay such as optional dual alternators, air con etc. Indeed, part of the reason for the considerable empty weight increase is that former optional equipment such as air conditioning has become standard on the G36. There are also some inherent qualities of the Bonanza design which make it easier to get a temporary C of G behind the main wheels: firstly, the cabin is longer and more comfortable than many other single engine aircraft. For instance, the measurement from rudder pedals to the rear seat backrest of a Beech 36 is a full 250mm greater than for a Cessna 210. It is not absolutely necessary to be a double amputee to sit in the back seat of a C210 but it certainly helps! Also, unlike a high wing design, the boarding step is a www.facebook.com/group.php?gid=49792577682 www.abs.org.au Our 1971 A36 Serial No E252 was a genuine 6 seater with an available payload including fuel of over 1500lbs /681kg. The seating was the then standard configuration of all forward facing(**) and my experience with a tip up, I see in my old log book, came on 5th October 1973 when I was taking a group of agents and clients round the circuit of south Qld cattle sales. My procedure for loading five adult passengers plus pilot was to load the two rear passengers and secure the door, then I would board myself and when seated in the pilot's seat would ask the remaining three passengers to board. This always ensured the transitory C of G while boarding remained ahead of the main wheels and worked fine for the first two legs. However by the third sector all passengers were feeling comfortable and on putting my head up from a brief pre-flight I found that all four rear passengers had already boarded. Rather than ask the centre pair to exit and, avoiding the rear step, I stretched one leg out and boarded the wing half way up. All would have been well but I reckoned without the final passenger who was standing right behind me, and as soon as I got on the wing he stood on the rear step - and down she sat on the tail. Oh Dear! The rear Pax looked a little alarmed so I told them just relax and trotted round to the front, stood on the nosewheel while hauling down on the prop, and the aircraft returned to the correct tricycle gear stance. This time I took care to properly brief the right seat passenger and repeating my stretch to board well up the wing then sat on the front edge of my seat, before allowing him to board, and all was well. Nothing damaged except my self esteem of course, and luckily there were no other pilots around to witness my embarrassment. The pictured 1977 A36 (on the following page) illustrates considerations affecting both the flight envelope and transitory loading C of G of the model 36 aircraft. Note that there are four pieces of red tape on the side of the aircraft. From forward to aft these show the measured positions of the following: 1. The Datum which is 83.1"/2111mm forward of the jacking points; 2. Forward C of G limit at weights of 3100lbs/1406kg and below - 74"/1880mm aft of the datum; 3. Forward limit at 3600lbs/1633kg - 81"/2057mm aft of the datum; Page 19 4. Aft C of G limit - 87.7"/2228mm aft of the datum. In this side view of the A36 you can see the factors affecting transitory ground balance: the distance of the rear seats from the main wheels; the position of the boarding step equally a long way back; the position of the fuel cells - as fuel is burned both flight and ground C of G are moving aft. The 36 Bonanza has a wonderfully versatile cabin but the very factors contributing to its leg room and comfort call for care in the order of loading and unloading, particularly when the flight C of G position is approaching the aft limit. Because there is no separate crew door we cannot use a tail support stick as is done with aircraft like the Cessna Caravan. However a little thought and care will always ensure you avoid an embarrassing tip up. Just take care to properly brief and supervise those passengers! The same factors affect your flight envelope and it as well to take particular note those variables you can control, such as seat position, so that the same weight or even greater weight can be carried at a shorter arm from the datum and so give you a more favourable resolution to the Weight and Balance. Again, have a look at the side view of the A36 and take particular note of factors for managing the flight C of G position: (a) anything in the rear baggage space behind the 5th & 6th seats (post 1978 models) has an inordinate effect due to the long arm; (b) the position of the centre seats, whether they are in club or forward facing configuration, or forward or aft on the seat tracks; (c) If you have a pre 1984 model with the throw over control column and fold down pedals on the right, there is scope for positioning the right front seat passenger further forward, but if you have a dual pole Page 20 you probably want the seat all the way back; (d) All fuel added (excepting for tip tanks) moves C of G forward and fuel burn moves it aft. As this side view clearly illustrates, for all Bonanzas the two main fuel cells are at the forward edge of the envelope so the C of G will always move aft during flight as fuel is burned off. Therefore the aircraft should always be loaded so that the C of G is no further aft than the aft limit at the Zero Fuel Weight. Like all certified aircraft the Bonanza has been tested to meet all certification requirements at C of G positions within the stated limits, up to and including the aft limit. You should not be afraid to fully use the envelope up to the aft limit but that is also a limit that should be absolutely respected. Getting the optimum payload performance out of your Bonanza requires an accurate knowledge and understanding of the Weight and Balance and Load System. It is no good kidding ourselves that we "always operate on the safe side" of the limits if we don't have a precise knowledge of where those limits are and where the C of G is at all stages of the flight. ** With the standard factory configuration of all six seats facing forward in the original model 36 and the first A36 the 5th & 6th seats were mounted 4"/102mm further forward than those of the club configuration. This contributed to keeping aft C of G within limits. [email protected] North Stradbroke Island August 2014 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au MINUTES OF THE ANNUAL GENERAL MEETING OF THE AUSTRALIAN BONANZA SOCIETY LTD Held on 12 October 2013 At Conference Room, Quality Inn Mildura Hotel @ 5pm Present: Debbi Smith, Ron Koyich, Jo Davey, David McDonald, Edward Goodfellow, James McDonald, Michael Lapthorne, Carr Hordern, Ann Hordern, Keith Russell, Ann Russell, Jenna Davies, Bruce Baade, Iam Farmer, Ron Dickinson, Petar Novakovic, Roger Merridew, Ian Kuchel, David Herbert, Dennis Bartlett, Peter Janssen, Jan Novakovic, Mark Davey Apologies: Judy Gordon, Peter Gordon, Edgar Bassingthwaite, James Cherry, Rob and Gail Kerr, David Young, Jock Folan Acceptance of Previous Minutes: Moved: Ted Goodfellow Seconded: Ian Farmer Carried Mattrers Arising from Previous Minutes: None Treasurer’s Report: Audited accounts dated as distributed to members in advance of the meeting. Motion that audited accounts be approved for the year ended 30th June 2012. Moved: Keith Russell Seconded: David McDonald Carried Eddy Partners to be re-appointed as auditors Moved: Ron Koyich Seconded: Mark Davey Carried President’s Report: This will be my first report as ABS President at an AGM. I would like to take a few minutes to review the last 12 months covering the year’s achievements and the future of the ABS. The ABS was well represented at the Avalon airshow, where we had 4 aircraft on display. The Avalon airshow is a great opportunity to promote the ABS and to the up and coming Beech pilots the advantages of being a member of the society. Our next event was the Cowra BPPP. This is our signature event. We had a very successful BPPP and it was a fully booked event and everyone that participated, not only had instruction to become better and safer pilots, with our ground school and Tom Turner or our specialist Beech instructors, we also had a strong social activity for the partners, topping it off with a wonderful dinner where we were lucky enough, through QBE Insurance sponshorship, to have Matt Hall as our guest speaker. One of our members Michael Loccisano, invited us to his B&B in Warburton. We had 20 members attend for a very pleasant get together for Xmas in July. This AGM has been held at the tail end of our SA Safari, which by all accounts was very successful. A lot of organisation goes into putting together these events and I would like to thank David Herbert for volunteering and running this event with assistance from Debbi Smith. Our next social event will be an experiment using “Reg On Line” out to Lord Howe Island on the Australia Day weekend, Friday 24th January - Monday 27th January, 2014. As this is limited to 18 only, it’s first in best dressed. Next year we are running a large safari to the Kimberley in WA ,for a total of 16 days from 4th to 19th July, 2014. Dates are planned around school holidays to suit families with children. We are anticipating approximately 30 people. Be sure to register promptly. We are at the early stages of securing the BPPP at Narromine NSW for March, 2015 as the facilities there are excellent. And the possibility of running a first timers single day event in March 2014. The incoming committee through this year will be looking at the committee structure. The incoming committee is looking at putting in place effectively what is in existence now in a more structured manner. That is to reduce the numbers on the committee as it is only needed to run the administration side of things and to run the BPPP and social activities under a sub-committee. We are seeking volunteers to organise the Xmas parties in each state. If you can help in regards these, please come and talk to Debbi or myself. Moved: James McDonald Seconded: Ian Farmer Carried Election of Office Bearers Ann Russell nominated from the floor to come on Committee as Secretary Jan Novakovic and Judy Gordon resigned. The Committee for the coming year are: President Peter Janssen www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 21 Vice President: Vacant Treasurer: David Young Secretary: Ann Russell Committee Member (Membership and Magazine) Peter Gordon Committee Member (Events) Debbi Smith Committee Member (Maintenance) David Young Committee Member (Marketing) Keith Russell Committee Member Ron Koyich Immediate Past President Mark Davey President’s Medal: Awarded to Jan Novakovic presented by Carr Hordern Next AGM: Committee to decide General Business: 1. Future Flyaways – (a) Lord Howe Island, 24-27 January 2014 (b) Kimberleys – 4-19 July 2014 2. Suggestions for next AGM – Temora? 3. Peter Janssen advised that there was a plaque of appreciation to be given to Judy Gordon for her 10 years of service to the ABS. Bruce Baade moved a vote of thanks to Judy Gordon for her 10 years of service to the Committee. Moved Bruce Baade and seconded Keith Russell. Carried 4. Peter Gordon advised that he will be resigning from the Committee at the next AGM in 2014. He will be happy to continue with the Magazine 5. David Young is looking at ways to reduce the administration costs for the ABS. Newsletter is also a big cost at $4480.00 per issue. Advertising covers app $7,000 P.A. of that. There was discussion about printed versus an electronic Magazine. Members preferred printed Magazine to electronic. Motion moved to reduce no of printed newsletters per year to three instead of four. Moved Keith Russell, Seconded Mark Davey. Carried. Keith Russell recognized the support of Dennis Bartlett for printing of the Magazine. 6. Gordons are moving house so Mark Davey has offered to collect ABS material and memorabilia and will store it in his factory. 7. Mark Davey thanks Peter Janssen for his support and contribution as President, BPPP co-ordinator, reducing costs of administration and organisation of flyaways. 8. Thanks were given to David Herbert for organising the recent flyaway to South Australia. 9. Thanks were given to Jan Novakovic for her contribution as Secretary. Meeting concluded @ 5.50 pm THE NIGHT CIRCUIT By David Donelly A night circuit at destination airport in reasonable weather conditions should not pose a problem, yet in many cases it has. Several fatal night circuit accidents have occurred over the years in Australia, a country where terrain in the circuit is generally not a problem. An interesting article by John Zimmerman in the ABS June 2014 magazine acknowledges the “death trap” reputation of night circling approaches. John advocates a straight-in approach instead, stating that “there’s simply no reason to circle at night”. A straight-in approach may well be a sound option if the illuminated runway has slope guidance, such as PAPI or VASIS, and the approach track to the airport more or less aligns with the runway direction. However, if the inbound track is considerably different to runway orientation then some degree of manoeuvring will have to be carried out. For example for a flight from Essendon to Devonport the track on the final route sector is at right angles to the runway. Page 22 Admittedly many Australian airports now have slope guidance but without that useful aid, judging a long final straight-in approach purely by the ‘normal’ appearance of runway lights is not such an easy task. This is where a circuit can be an aviation friend. After all the entire purpose of flying a circuit when there is no other traffic around is to enable the pilot to position the aircraft on final at the optimum point for a normal approach. Let’s consider some key points to facilitate a night circuit. Assume that after a DME or GPS arrival you are visual at normal circuit height which happens to be comfortably above the published circling minimum. So there are no real terrain worries. You have triggered runway lighting on the PAL frequency (and are just a little relieved that the system worked!). Your hypothetical country airport has runway, taxiway and windsock lighting only. www.facebook.com/group.php?gid=49792577682 www.abs.org.au To start with it is essential that you have set the most upto-date QNH available so that 1000 ft. above ground level really is 1000 ft. agl. It may be a pitch black night with no moon or surface lighting around when you can’t see the ground at all; hence accurate control of aircraft altitude is essential. Manoeuvring to fly up the full length of the runway is not a bad idea so that you can check the illuminated wind indicator for possible forecast headwind and also assess any crosswind component. For crosswind leg of the circuit, assuming a continuous turn, it is wise to limit bank angle to a preferred 25 degrees with a maximum of 30. If there is some crosswind blowing the aircraft either towards or away from the runway then a track correction on downwind is a convenient opportunity to make an allowance for that. Then – and this is one of the simplest but most useful actions of all – observe when abeam the runway threshold and note the time on the second hand of the cockpit clock (that point is also a mnemonic to extend undercarriage in a retractable gear aircraft if you haven’t already done so). So how many seconds from abeam threshold before turning base? I favour 35 seconds, reducing that to 30 if there is a strong tail wind on downwind (“now the observed time was 49. Let’s see..... 49 + 35 = ?? Gosh, the maths!”) Having turned base and again monitoring that sensible angle of bank limits the objective now is to lose 500 ft. on base and concentrate on completing the turn to line up accurately with the runway, having extended final flap where appropriate. If all this number crunching has worked out then you should be at the optimum point to continue a standard short final descent – not steep, not shallow,(ideally three degrees but who can measure that?) through to touch down. The night circuit is undeniably an exercise of shared concentration between the inside cockpit display and the outside aircraft scene, assisted by a sensible compromise of cockpit lighting. Inside the cockpit, speed, altitude (make that ALTITUDE), heading and angle of bank need close attention and outside, frequent observations of the runway are necessary. OOPS. Despite your best efforts you have overshot the runway centre line and would need to bank steeply to realign the aircraft on very short final. Why do that? Low level steep bank manoeuvring could well develop into a hazardous situation. It’s no big deal to go round and fly the whole circuit again. FOR SALE 1979 V35B VH-TYE Airframe Excellent condition. S/n 10232 TTIS 3850+ hours Paint is still good and much of it is original. Has had no paint strippers. Interior is original and getting a bit tired. Engine & Prop IO-520BB TSO 1480+ hours Ram Cam, Superior Cylinders, upgraded baffling etc. New Hartzell Scimitar Propellor. Equipment includes: Horizon Electric Tacho Garmin 430 & Pronav 100 Goodrich Stormscope S-TEC 60 Autopilot with electric trim Electric AH as secondary if instrument pump fails Cabin cover EDM 800 plus data jack GAMI Injectors balanced by George Braly 4 place Sigtronics intercom Original Collins VHF, ADF etc ICOM HF IC-760 with installer aerial tuner 12V DC outlet GIZMO voltage and pressure monitor Lambswool seat covers IFR Category Air switch Wing tanks - 75 litres each Wingtip mirrors to check U/C position Anti corrosion treatment These extras are available and subject to negotiation. I may be interested in part swap or exchange. My wife and kids won’t fly with me, my instructor has retired and I don’t want to know about the new CASA rules. It is time for another person to love and enjoy this aeroplane as I have for over 20 years I have flown it around the world and many other places in between. It has performed flawlessly. Please contact Bill Finlen on 0438 789 479 Aircraft is available for viewing and test flying at YBOA. Price $130,000 www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 23 COMING EVENTS 17 Oct - 19 Oct 14 ABS Hunter Valley Fly-in & Annual General Meeting Join the ABS for the Hunter Valley Fly-in & Annual General Meeting 17-19 October 2014 Accommodation is the Crowne Plaza Lovedale 500 just metres from Cessnock Airport. Transport to/from hotel is free of charge. Welcome BBQ dinner Friday night. Activities for Saturday & Sunday is choice of golf, day spa, half day winery tour and ballooning. AGM is 5:00pm Saturday followed by a Banquet Dinner and guest speaker to be advised. Registration Form available early June 14. Debbi Smith T: (03) 9870 5453 M: 0438 347 904 F: (03) 8677 17370 E: [email protected] 24 Feb - 01 Mar 15 Avalon 2015 International Airshow http://www.airshow.com.au/airshow2015/index.html Peter Gordon T: 03 5261 5382 M: 0418 526 325 20 Mar - 23 Mar 2015 ABS 2015 Narromine BPPP + Service Clinic Our next ABS BPPP will be held in Narromine NSW between 20-23 March 2015. A full immersion ABS BPPP Ground School will be presented. A Service Clinic inspection will be conducted. Guest presenters will present a variety of Service Clinic & maintenance topics during the weekend. Full details in this issue. A comprehensive social program will be offered to partners and families. Complete the Online BPPP Ground School Course at your convenience for just US$150 Peter Janssen T: (03) 9870 5453 F: (03) 4206 7170 M: 0418 168 723 E: [email protected] E: [email protected] 01 Mar - 07 Mar 2016 ABS Tasmanian Safari 2016 7 days around Tasmania. Debbi Smith T: (03) 9870 5453 M: 0438 347 904 F: (03) 8677 17370 E: [email protected] Disclaimer: The ABS and Printer cannot accept responsibility for the correctness or accuracy of the matters printed herein or for any opinions expressed. Opinions of the Editor or contributors do not necessarily represent the position of the ABS. The Editor reserves the right to reject any material submitted for publication. Copy submitted for publication shall become the property of the ABS and will not be returned. Photography will be returned by the printer. The ABS does not endorse products or services advertised in the Newsletter Don’t forget that your participation in the Australian Bonanza Society BPPP’s and Service Clinics will be rewarded not only with the increased knowledge that you will know exactly what shape your aircraft is in, and the knowledge that you continue to learn more about your own flying abilities, but you will also receive these discount vouchers from QBE for your aircraft insurance. Address: 10 Snow Gum Avenue Torquay Vic 3228 Page 24 Email: [email protected] www.facebook.com/group.php?gid=49792577682 www.abs.org.au
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