AUSTRALIAN BONANZA SOCIETY
OCTOBER 2014
NO. 97
Kimberley Safari
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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.
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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.
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Dear ABS Members,
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members can now save US$38 with an electroniconly membership in the American Bonanza
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technical services, educational items,
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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
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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.
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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
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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
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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
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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
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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.
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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
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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
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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
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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]
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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
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THE BIEngine
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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
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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
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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
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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.
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North Stradbroke Island
August 2014
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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
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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.
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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
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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]
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www.abs.org.au