Australian Flying - (January 2020)

Additionally, in Australia, in-fighting between peak representative organisations, supporters and sponsors has led to a fractious existence with, as a result, both AirVenture Australia and Ausfly being frustratingly \"suboptimal\".OrganisationRunning an air show sometimes presents similar challenges to running a war, as demonstrated by this 2002 quote from the United States Secretary of Defence, Donald Rumsfeld. “…there are known knowns – there are things we know we know. We also know there are known unknowns. That is to say we know there are some things we do not know. But there are also unknown unknowns – the ones we don't know we don't know.”CASA’s air show manual provides detailed guidance for organisers including sections on definitions, responsible personnel, site and display management, liaison with authorities, services and special program events.There are a number of key roles for an air show including: Display Organiser, who assumes overall responsibility for the show and must be acceptable to CASA, Display Co-ordinator (or Ringmaster) who controls the actual flying program and assumes overall responsibility for the airborne component and safety of the display event, Ground Control Coordinator who is responsible for crowd 51australianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGABOVE: Large air shows attract large crowds. These people are enjoying the Point Cook show in 2014.

control barriers and public safety, aircraft parking and participant safety, emergency services access, disabled aircraft recovery, aircraft marshalling, refuelling arrangements and safety, ground marshaller and officials safety briefing, emergency services briefing and actioning the ground component of the emergency response plan if required. Any flight crew participating must hold a valid flight crew licence and flight activity endorsements, which entitles the holder to fly the type of aircraft which is to be displayed, a current medical certificate, and if a sport and recreational participant, valid membership to the appropriate administering organisation. There are also very strict recent experience requirements for each type of demonstration or flight and an approval instrument from CASA is also required.PerspectivesAustralian Flying spoke to the organisers of two major air shows and a star air show performer for real-world perspectives.AirVenture AustraliaDavid Young who, with just two other full timers devoted to the show, runs AirVenture Australia each year. Perhaps referring to the “known knowns\", Young says “The “ It is said if you want to guarantee bad weather, schedule an air show.”AUSTRALIAN FLYING January – February 2020The involvement of the Royal Australian Air Force is a major drawcard at any show.Display pilots need to have a number of licences and approvals before they can strut their stuff before the people.Air Shows 52

533January – February 2020 AUSTRALIAN FLYINGCASA manual is useful. Sometimes CASA has its own interpretation on things, but when differences are raised, they are very good to work with to resolve matters.” In relation to risk, he makes the point that it is about finding a balance between over and under preparation and that sometimes “accidents are just accidents, independent of the air show, and as organisers we could have done nothing to prevent them. “Bad weather can be catastrophic for us, but when you put these things on, you are committed, up to 12 months in advance. You’re in the lap of the weather gods.”A major dust storm led to a several hour evacuation of AirVenture this year. “We could see the weather coming across well in advance, but only at the last minute did we see how strong it was going to be,\" Young said.\"However, because of good planning, and a pilot and exhibitor briefing before the show started, we were well prepared and able to open the site again quite quickly once it passed. What you plan for and rehearse becomes a seamless exercise.”Young was particularly appreciative during the site evacuation that the local aero club opened their doors for attendees, provided tea and food, as well as a venue for Matt Hall to speak. He added that the local council support via a great front-line team was critical to the show’s success, as was support of local food and other vendors who set up on site.“AirVenture is about anything or anyone who has an interest in aviation. It’s about showing the multiple pathways into and out of aviation.” Asked what he meant by pathways out, Young said “A lot of pilots in their 50 or 60s don’t want to stop flying. At our show they can look at LSAs, gliders, gyrocopters, mentoring and many other offerings.”In terms of whether Australia can support two main shows, Young says after 45 years in aviation he has noted that there has clearly been a changing of the guard in who now represents general aviation – but both main parties have a legitimate role to play. He says there is space for two different events – just like in the USA where both Oshkosh and Sun ‘n Fun exist, and that Australian aviators should rejoice in the freedom they have to fly privately – which simply does not exist in many other countries.In terms of 2020, Young advises that the committee is still in the debrief phase from 2019 but there will be an event announced soon after that. AusflyTony White, president of Ausfly, says “CASA is much better to work with than before, now that we have an air show manual that is Australia wide, and everyone works to it. It makes the process easier, including risk management, which is one of those things you have to do in this increasingly litigious world.” White sees the manual as a rule book that sets a level playing field that everyone can understand. He says when combined with a single CASA contact leading the air show team it tends to eliminate previous regional (office) differences. On weather White says “It is the great air show killer. It is said if you want to guarantee bad weather, just schedule an air show.” He notes that it is not just cold or wet conditions that Planning Considerations• Minimum weather conditions must be set in advance and strictly observed. No event can take place in less than the prescribed VMC. • Insurance is not a CASA requirement, but organisers and participating parties are strongly advised to have it.• Joy flight operations can only be conducted by operators who hold an Air Operators Certificate endorsed for passenger-carrying operation. Aircraft engaged in joy flights must be parked away from aircraft taking part in the flying display and static display aircraft. • Trial introductory flights (TIF) may only be conducted by operators who hold a Part 141/142 authorisation or an approval to conduct training under a relevant self-administration organisation. These operations are deemed to be flight instruction.• Adventure flight operations may only be conducted by warbird operators who hold a permission to operate at the location under Part 132 of CASR to conduct adventure flights. These flights must be conducted under a relevant self-administering organisation, for example, the Australian Warbirds Association Ltd (AWAL).• Application for approval to conduct an air display is available on the CASA website and must include the program of events, aerodrome diagram and display pilot details. ABOVE: Ausfly 2019 at Narromine enjoyed reasonable weather ... until show time when the wind and dust attended the airport.LEFT: Skilled pilots are needed to make sure aircraft are shown off to their maximum capability.5australianflying.com.au

Air Shows 54AUSTRALIAN FLYING January – February 2020ABOVE: AirVenture Australia was plagued by a savage dust storm, but good weather prevailed once the winds had gone.LEFT: A good air show has a wide variety of aircraft for the general public to see.BELOW: Sales at an air show are rare, but good exhibits are ground work for sales made later on.hurt air shows but hot, dry, or windy conditions too, like as were experienced this year on two days of Ausfly and Avalon.Like Young, White says air shows in Australia are all about encouraging people into aviation.“Air shows are really the only place the general public, especially children, can get up and close to aeroplanes and pilots,\" he said. \"These days local airports are surrounded by high fences as general aviation pays the price for perceived [airline related] threats of terrorism. Similarly, most air force bases are closed to the public most of the time.”Organisers, says White, rely 100% on volunteers to make air shows happen. “From organisers to people helping marshal aeroplanes and crowd control, they do all the grunt work. If we had to pay for these services, the general public could never afford the entry price.”White says there are hundreds of careers in aviation and Ausfly tries to give children a spark to go home with. This year his team helped a 10-year-old boy whose mum have driven him up from Sydney because all he wants is to be a RFDS pilot. He was given the red-carpet treatment. “His dad said he did not stop talking the whole way home, having seen so many aeroplanes and gotten a ride in a simulator.”Paul BennetAir show performer in Australia and Asia, Paul Bennet, says even attending to fly at an air show is a lot of work, especially positioning the aircraft. In one day, he might fly in an Avenger, Trojan, Kitty Hawk, and Pitts. “For the show itself multiple pilots will need to be secured well in advance. There are few on the circuit qualified to fly these warbirds, and they are not always available all of the time.”Weather is also a big issue for performers, who will have good and bad weather – or low and high-altitude display options.Bennet says his team is always looking to create exciting new routines to show the aircraft in

their best light. This takes lots of practice and the team critiques each other as the sequences are developed to a standard that can be safely repeated.Fly-insFor pilots flying into air shows there are a few important considerations. First, they must read up on all the rules of when they can fly in and the routes required. There will often be special procedures added to the normal ones, for example, preferred or closed runways, and NOTAMs to be complied with. It’s also important to know where aircraft must be parked and how to access fuel, food, and facilities. Tie downs will be essential and accommodation, either beside the aircraft or nearby, will be required – ideally cancelable in case the weather packs up. On the question of weather, will it be possible to get both in and out again? Few pilots fly in on their own and most will come with or join up with friends on site. Weather proved to be a big issue with AirVenture this year. Although the way to the field was fine from most directions, the field itself was about 80% covered in thick fog in the morning, meaning a stack of aircraft over and near the field waiting for it to clear, or diverting to nearby airports and trying again later.55australianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGORIGINAL ARTWORK ERNEST MONTAUTABOVE: The world’s first air show, the Grande Semaine d’Aviation de la Champagne, was held in Reims, France, in 1909.CA UNI THAT KNOWS THE SKY’S THE LIMITWhen it comes to a career in the aviation industry, CQUniversity Australia can help you achieve your goals. Our partnership with Hinterland Aviation and Virgin Australia Airlines provides a first-of-its-kind pathway for graduate pilots.The Bachelor of Aviation (Flight Operations) gives you the knowledge, skills and experience to satisfy requirements for an Air Transport Pilot Licence and Command Instrument Rating. The Graduate Diploma of Aviation (Flight Operations) provides you with the aeronautical experience required for a career as a commercial pilot.* Online students are required to attend practical residential schools.Apply now to study in 2020. Discover more at cqu.edu.au/aviationSTUDY IN BUNDABERG, CAIRNS OR ONLINE*STATE-OF-THE-ART FLIGHT SIMULATOR AT CAIRNS AVIATION CENTREExhibitorsExhibitors are a key part of any air show. It’s true that perhaps as many people are there for the shopping as the flying. It is usual for all the major aircraft suppliers to be in attendance and a range of other support acts like avionics, accessories, electronic flight bags, headsets, airparks, regulators, and of course food and drinks. For exhibitors looking to display and sell aircraft it will always seem an impossible task to marry costs and sales, which are rare at the events themselves. The top suppliers like Cirrus, Diamond and Cessna will have specialist teams that plan and organise air shows worldwide. There will be air-conditioned space, sumptuous food and hosts for VIPs, plus demonstration flights to be organised.“ if we had to pay for these services, the general public could never afford the entry price”

DOswald Watt Gold MedalSTEVE HITCHENAustralia's highest aviation honour has been around since 1921 and has recognised achievement and innovation at the highest level. Steve Hitchenprofiles the Oswald Watt Gold Medal.The list of recipients reads like an aviation Team of the Century: Hinkler, Kingsford Smith, Percival, Taylor, Bennett, Millicer, Connellan, Fysh, Brearley, Wackett ... only the greatest would do. Add to that a long litany of names that have served in silence and known only unto the industry and you have a virtual history of aviation in Australia.It has been awarded many times since the first year it applied to, 1921, and several winners have multiple Oswalds in their cabinets, but over the last few decades so few have been awarded; only six since 1999. Speculation might conclude that advances in technology and capability have diminished opportunities 56AUSTRALIAN FLYING January – February 2020Gold MedallistsAviation’s“ From 1927 to 1934, no-one but these two won an Oswald Watt.”to make outstanding flights across Australia (nowadays everyone’s doing it). It might also conclude that the general malaise that plagues aviation has meant enthusiasm for adventure has been dampened, reducing the opportunity for suitable candidates to be put forward.That means it’s a lot harder for aviators to join the ranks of the elite.Who was WattThe genesis of the award was the man himself: Walter Oswald Watt. Born in the UK before his parents moved with him to Australia when he was only one, Oswald Watt was the first Australian to qualify for a Royal Aero Club flying certificate (No. 112). An adventurer and a Francophile, Watt walked alongside aviation pioneers like Louis Bleriot and Roland Garros. At the outbreak of the First World War, it was a natural step for Watt to join the air arm of the French Foreign Legion: the Aviation Militaire. There he made a name for himself flying a kangaroo-adorned Maurice Farman biplane named Advance Australia and earned a Croix de Guerre with palm leaves.Unable to command a squadron because he was not French, Watt ick Smith’s Wikipedia entry contains a long list of awards and honours that mark his greatest achievements. It mentions his Companion of the Order of Australia, Australian of the Year, Centenary Medal, Lowell Thomas Award, Father of the Year, induction into the Australian Aviation Hall of Fame and even Dick’s little-known Academy Award nomination.But Wikipedia has completely missed his Oswald Watt Gold Medal.You can’t really blame a do-it-yourself encyclopaedia for missing things occasionally, but the Oswald Watt Gold Medal just happens to be the highest honour awarded in the field of Australian aviation. That such an honour should go unrecognised should raise the ire of everyone in the industry, but the Oswald Watt has become a somewhat forgotten award that deserves to be remembered, even within the greater aviation community.C

transferred to the Australia Flying Corps and served in the Middle East under Richard Williams (later Air Vice Marshal Sir Richard Williams) as commander of B Flight 1 SQN flying BE2s. Watt later led 2 SQN flying DH.5s serving once again in Europe and on promotion to Lieutenant Colonel, commanded the AFC’s 1 Training Wing in the UK.With the closure of the war, Watt was presented with an OBE and returned to Australia in May 1919. Now 41, he left the AFC and became the first president of the NSW branch of the Australian Aero Club. He refused offers to go into commercial civil aviation and to join the fledgling Royal Australia Air Force, preferring to concentrate on business interests.Under Watt, the aero club flourished and became a driving force to improve civil aviation in Australia as well as an energetic advocate for aviation in Canberra. A straightforward man, he dealt with politicians in his own style and has been credited by historians as being critical to the establishment of civil aviation in the immediate post-WWI period.On 21 May 1921, Watt went swimming at Bilgola Beach near Newport, NSW, and never returned. He drowned after slipping on rock, hitting his head and rolling unconscious into the water. A wealthy man, he left behind a £500 bequest for a medal to be awarded by the Australian Aero Club reported in Aircraftmagazine in June 1921 thus:57australianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGABOVE: Sqn Ldr Paul Simmons won his gold medal in 2011 for his professional mastery as a fighter pilot, dedication to mentoring, commitment to the preservation of aviation heritage as a CA-27 Sabre pilot and establishment of the LIFT youth charity. He is pictured here with the Chief of Air Force Air Marshal Geoff Brown and fellow Oswald Watt winner Marj Gillespie.

“Under his will the late Colonel Watt directed that the sum of £500 be paid in trust to The Australian Aero Club, this sum to be invested in such securities as the Council of the Club thinks fit; the income thus derived to be used by the said council in purchasing a gold medal to be presented each year to the aviator who, in the opinion of the council, achieves the most brilliant performance in the air during each year in the Commonwealth of Australia, or to the Australian-born aviator who performs the most brilliant feat outside Australia.”The criteria has expanded since inception and now under the administration of the Royal Federation of Aero Clubs of Australia (RFACA), includes those who have made significant contributions to aviation in Australia rather than just for one single flight.“The RFACA is honoured to be the guardians of the Oswald Gold Medal,” said RFACA vice President Marj Gillespie. “It takes the awarding of the medal very seriously as it is considered the highest and most prestigious award in the industry.”Oswald Watt winners are presented with a gold medal and a citation, remarkably, thanks to good management by RFACA, still funded from the original bequest, giving the winners a connection all the way back to Watt himself.Oswald Watt Gold Medal“ The very first winner, for the year 1921, was a man who has been largely forgotten ...”58AUSTRALIAN FLYING January – February 2020Fuel solutions and services for your World.Fuel Trip Support| | Card and Reward Programs Technology Logistics Technical Services|| |Discover our fuel and service solutions [email protected] 1800 319 479 wfscorp.com/anzIn an ever-changing aviation world, yesterday’s business practices and approach no longer cut it. Airports and aircraft operators are seeking new ways to drive efficiencies. Explore the innovative solutions and operating models delivered by World Fuel Services to answer that need and discover a new choice of fuel supply chain provider.Contact us to discuss a new approach to fuel solutions.ABOVE: Lt Col. Walter Oswald Watt (front row second from right) left a £500 bequest in his will to establish a gold medal for aviation achievement.AUSTRALIAN WAR MEMORIAL

Numero UnoBureaucracy ensured it was seven years after Watt’s death before the first medals were awarded. The bequest was made to the Australian Aero Club, but by the time probate was done, only the NSW section was operating under this name. Watt’s executors couldn’t determine if that was the organisation to which the money had been left. It was 1927 before the matter was straightened out, leaving the aero club to announce six winners retrospectively ... without medals as no design had been approved by that stage. The very first winner, for the year 1921, was a man who has been largely forgotten by aviation in Australia even though he was once considered one of the nation’s most famous aviators: Francis Stewart Briggs. A former Australian Light Horseman and Royal Flying Corps pilot, Frank Briggs had been the first person to fly from Melbourne to Brisbane and Melbourne to Perth. Briggs later pioneered aviation in the Riverina district of NSW and was also the first person to fly from Melbourne to Alice Springs. Briggs went on to become a representative of the Shell Oil company in Australia in both WA and QLD. He made many flights for his boss, Mildura businessman CJ de Garis, who could rightly be considered the first person to see the value of aircraft for business travel.In 1938 he co-authored Joysticks and Fiddlesticks, a first-hand account of the rise of aviation in Australia. Frank Briggs died in 1966 almost completely unlauded. Not for him the OBEs and knighthoods of his contemporaries. He is not even in the Australian Aviation Hall of Fame. His only recognition today is his Oswald Watt Gold Medal.59australianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGTwo of the retrospective awards went to Flight Lieutenant Ivor Ewing McIntyre for his circumnavigation of Australia in 1924 and a flight to the Solomon Islands in 1926.The inter-war period was a time of great proliferation in Australian aviation as pilots and planes were plenty after the war and there was a lot of the country as yet uncrossed by air. Gold medal after gold medal was presented as milestones and achievements fell like ten pins over so few years. With only TOP: Frank Briggs (left) was the first winner of the Oswald Watt Gold Medal. He posed for this shot with Jimmy Melrose in 1934.ABOVE: Dambuster “Mickey” Martin broke the London to Cape Town record in a de Havilland Mosquito.AUSTRALIAN WAR MEMORIALSFiberglass Moulding (Coffs Harbour) is now owned and run by Weather Watch. Both Weather Watch and Fiberglass Moulding have been manufacturing quality products for the aviation industry for many decades, and we are committed to continue providing the quality products and service that you expect. Weather Watch is a leading manufacturer of windsocks and fabric aviation ground markings established in 1993. Our existing product range includes windsocks through to small wind indicators, stainless steel frames and ground markings re-quired by CASA Standards.1RZ RSHUDWHG E :HDWKHU :DWFKContact us today with all your Windsock and Fiberglass Marker enquiries VDOHV#ZHDWKHUZDWFK FRP DXUNDER NEW OWNERSHIP

that today gives air forces crucial long-range capability. After the war, Bennett surveyed routes in South America, which won him his second Oswald Watt Gold Medal.Peter Lloyd holds the record (so far) of the longest time between medals. This doyen of air safety in Australia was first recognised in 1969 for his long service as president of RFACA and for chairing the England to Australia Commemorative Air Race in that year. But his contribution to aviation was just starting. Lloyd is now Honorary Governor of the Australian Sport Aviation Confederation, President d’Honneur of the Federation Aeronautique Internationale and President Emeritus of Safeskies Australia. His second Oswald Watt was presented to him in 2016, 47 years after the first.Like so many other things in Australian life, the Oswald Watt Gold Medal was suspended during WWII. It may have been impossible to present anyway given the incredible aviation feats that everyday pilots performed simply in the line of duty. How would the judges have chosen? From the dambuster raids and the Qantas double-sunrise Catalina flights to the Empire Flying Boats evacuations of Indonesia and the exploits of fighter pilots in Africa, Europe and New Guinea: one hundred worthy winners every day before lunch.One dambuster pilot did get himself an Oswald Watt, but in peacetime. Harold Brownlow Morgan Martin (but mostly just “Mickey”) took part in the dams raids and later commanded 617 Sqn. In May of 1947, Martin broke the London-Cape Town record in a Mosquito, adding an Oswald Watt to his Air Force Cross, DSO and bar, and DFC and two bars.In the mid 1970s, some overdue pioneers began to be recognised, having been overshadowed in their day by the derring-do of aviation’s headline acts. Aviation legends Hudson Fysh, Norman Brearley, Lawrence Wackett and Reg Ansett all added gold to their trophy cabinets for their (very) notable achievements in aviation.Remarkably, bewilderingly and sadly, it was not until 1996 did a woman win an Oswald Watt: Shirley Adkins. Adkins was the first woman president of both the Royal Aero Club of WA (RACWA) and of the RFACA. Oswald Watt Gold Medal 60AUSTRALIAN FLYING January – February 2020By the end of 1934 they were both dead, having shone brightly in their respective short careers.Winners of noteOnly two other people have more than one Oswald Watt against their name: master navigator Air Vice Marshal Don Bennett and George Alfred (Peter) Lloyd AC OBE. Bennett was a pioneer of long-distance flying and won his first Oswald for a most unique flight: piloting a Short S.20 float plane that was piggy-backed B747/Space Shuttle style to altitude on the back of an empire flying boat. The plan was to get the S.20 to performance height before releasing it on a flight across the Atlantic Ocean. It was a novel approach that didn’t survive the march of technology and development. Bennett turned his skills to the pathfinding systems used to during WWII and pioneered the air-to-air refueling one Oswald Watt allocated per year, there must have been many great pioneering flights that were over-shadowed by someone else’s achievement. Perhaps the greatest example is Sir Charles Kingsford Smith. A winner of no less than four Oswald Watt Gold Medals, Smithy did not get one for his most famous flight: across the Pacific from the USA to Australia in the Southern Cross. For the year he did that, 1928, the medal went to Queenslander HLJ (Bert) Hinkler for his solo flight from the UK to Australia. It must have been a hell of a conundrum for the Australian Aero Club to decide between the two.It was Hinkler’s second in a row, having been gonged in 1927 for his flight from England to Lativa. He would take two more: 1931 for America to Africa and 1932 for crossing the South Atlantic. Smithy’s four were for Derby to England (1929), England to Australia (1930), a record on the England to Australia flight (1933) and his west-to-east crossing of the Pacific in 1934 with PG Taylor navigating from the back seat.From 1927 to 1934, no-one but these two won an Oswald Watt. “ Remarkably, bewilderingly and sadly, it was not until 1996 did a woman win an Oswald Watt”RIGHT: Henry Millicer’s designs won him a gold medal in 1962. Other than the Victa Airtourer and CT-4B shown here, he also designed the Percival Provost.ABOVE: Australian astronaut Andy Thomas, winner of the 1988 Oswald Watt.N

With such great women pilots in our history, it is hard to see why only two women have ever won the medal. The other is Marj Gillespie herself, who was awarded hers in 2013.“I am extremely honoured and humbled to have received the award,” Gillespie admitted to Australian Flying. “I have received several awards, but this to me is the biggest honour. It takes pride of place in my office at home.”That feeling of humility was echoed by Dick Smith.“The Oswald Watt Gold Medal is the highest aviation honour in Australia,” Smith reflects. “I was very humbled when I received it in 1983 for my helicopter circumnavigation of the world. I’d like to see the medal brought back into focus in Australian aviation. It’s a very important award and I hope it will motivate people to get out there and do some things that are worthy of it.”Into the futureWhen Oswald Watt wrote his will, aviation was still a very risky enterprise carried out in planes with unreliable engines and dubious performance. Instrument flying, WAC charts and air traffic control were so far into the future as to be unimaginable to the pilots of 1921. Not even runways were common. It would take adventure and daring to pioneer the industry, and no doubt it was these pilots and their exploits that Watt wanted to reward, knowing that bravery would be a vital ingredient in the development of safe aviation. So, with aviation in such as advanced state today, is there still a place for the Oswald Watt Gold Medal? No medal was awarded between 2000-2010, which RFACA puts down to a lack of nominations or a lack of worthy winners. Despite that, Gillespie believes there is still plenty of scope for contributions worthy of an Oswald Watt.“There is a place in the future as it is not just about 61January – February 2020 AUSTRALIAN FLYINGthere will be people who will go that extra nautical mile for their passion. They may not be the adventurous and brave types that dominated the early ranks of Oswald Watt winners, but aviation is such a varied pursuit that there are many different ways that people contribute to it today.For those innovators and the achievers, the Oswald Watt Gold Medal awaits.ABOVE: Aviation advocate Dick Smith won his Oswald Watt for flying a helicopter around the world.ABOVE LEFT: Air Marshal (Retd) Sir Angus Houston was recognised with a gold medal in 2014 for his leadership roles in the MH370 and MH17 disasters.TOP: “Smithy” won four gold medals, but didn’t get one for his first crossing of the Pacific Ocean.Cperformance in the air but also can be a contribution to aviation in any one year,” she said. “The RFACA is confident that there are many worthy recipients still to nominate for this prestigious award. “Aviation is always moving forward and there will always be people who contribute to that in an uncompromising and extraordinary way.”As long as there is aviation

W hen Anna* suffered a period of depression and anxiety brought on by her divorce, she simply stopped flying. A private pilot with a Class 2 medical, Anna had made the assumption that no doctor would permit her to fly while taking Lexapro–an anti-anxiety medication–and so she grounded herself. A year later, she ceased the medication–slowly, through ever decreasing doses–renewed her medical and resumed flying.Unbeknown to Anna, she made two errors. Firstly, Anna may have been able to continue flying on her medication all along; and secondly, she may have been better off, psychologically speaking, staying on her medication under the watch of her DAME. Like many pilots with mental health concerns, Anna was uncertain of how to proceed and made a decision to ground herself.As it turns out, Australia is a world-leader in the area of anti-depressants and mental health in aviation. Unlike a majority of air safety authorities around the world, CASA allows Australian pilots to fly while on anti-depressant drugs, under tightly controlled conditions. For example, the pilot must have taken the drugs for at least a month before flying. This is to ensure that he or she is not suffering side-effects such as fatigue or nausea that could affect performance. A study led by consultant aviation specialist James Ross in 2005 concluded that taking anti-depressants does not increase the risk of accidents, while banning them could increase risks by encouraging depressed pilots not to seek treatment. Ross, who ran the study while a consultant at CASA, scrutinised Australian pilot safety records spanning from 1993 to 2004. Over the 12-year study period, 481 pilots who were prescribed anti-depressants had 11 accidents due to pilot error and 22 near misses. The researchers say this was not significantly different to the five accidents and 26 near misses of the similar number of pilots who did not take anti-depressants, but who were matched by age, sex and flying experience.What’s the worry?In Australia, it’s estimated that 45% of people will experience a mental health condition in their lifetime. Mental health concerns affect how a person thinks, feels and behaves. They may or may not be part of a mental illness, which is a diagnosed mental health problem. Mental health concerns include feelings of depression, anxiety, and psychosis.In any one year, around one million Australian adults have Mental Health in AviationKREISHA BALLANTYNEAviation is a discipline that relies on good psychologial function, so what happens when a pilot's head is not in a good space? Kreisha Ballantyne details the complex matter of mental health and aviation.62AUSTRALIAN FLYING January – February 2020Where’s YourHead at?In low risk cases, CASA may accept a report from a psychologist rather than a psychiatrist.]

depression, and over two million have anxiety.According to the Black Dog Institute–an organisation dedicated to improving the lives of people affected by mood disorders through high quality translational research, clinical expertise and national education programs–signs of depression and anxiety include:• lowered self-esteem (or self-worth)• change in sleep patterns, that is, insomnia or broken sleep• changes in appetite or weight• less ability to control emotions such as pessimism, anger, guilt, irritability and anxiety• varying emotions throughout the day, for example, feeling worse in the morning and better as the day progresses• reduced capacity to experience pleasure: you can’t enjoy what’s happening now, nor look forward to anything with pleasure Hobbies and interests drop off• reduced pain tolerance–you are less able to tolerate aches and pains and may have a host of new ailments• changed sex drive–absent or reduced• poor concentration and memory–some people are so impaired that they think that they are becoming demented• reduced motivation–it doesn’t seem worth the effort to do anything, things seem meaningless• lowered energy levels.It happened to NicholasThe Ross Report recognised that for a variety of reasons, pilots were either taking medication without declaring this, or not seeking treatment for depressive symptoms. The ground-breaking decision was made therefore to permit pilots who had recovered from depression to resume flying, even though they might still be taking medication. The type of medication is important, as some can continue to affect performance, and are therefore not permitted in the aviation environment.Nicholas’ case illustrates the need for a clearer dialogue on mental health concerns.Nicholas was diagnosed with clinical depression in 2002 at January – February 2020 AUSTRALIAN FLYING

age 24 after suffering a number of prolonged episodes of severe sadness, loss of sleep, lack of concentration, helplessness and hopelessness after his first major relationship broke up.Nick went to the doctor and his GP prescribed Stilnox for lack of sleep. “The doctor said I was ‘a very well-adjusted 24 year old’ and nothing was wrong with me except for poor sleep quality,” said Nicholas. “I felt sure she was wrong but continued to fly. I didn’t fly if I felt very bad, but with depression it’s ‘painful’ to do everything. Just functioning hurts. I was never dangerous, but had difficulty concentrating for prolonged periods and I suffered from constant pain in my head (a dull headache and feeling that everything was a struggle) that hurt so much. “For fear of losing my medical I did not mention it to anyone else close to flying. This was a mistake, but brought on by there being very little information on mental health from CASA. I didn’t know who to talk to or whether CASA would remove my dream to fly as a career.“I was confused and desperately scared because my moods were becoming increasingly dark. I had a constant feeling of helplessness, and so I turned to a friend who was an ER doctor who diagnosed me over a 15 minute conversation. She prescribed Aropax 20 mg Paroxetine daily. It changed my life. After two weeks I started to become the person that I feel I was supposed to be! It was like a weight had been lifted and the ‘fog’ began to clear!”Feeling well, Nicholas took a break and headed to Europe for an overseas adventure. Returning in 2012, he started flying again in 2014 and regained a Class 1 medical. “I remained on the medication Mental Health in Aviation“ banning them could increase risks by encouraging depressed pilots not to seek treatment”64AUSTRALIAN FLYING January – February 2020TOP: We pre-flight aeroplanes as a matter of process, but good pilots also pre-flight themselves.ABOVE: Your head needs to be inside the cockpit and not with worries elsewhere.

and my GP was very happy with my demeanour; my condition was stable,” he recalls. “At my next medical, I told my DAME that I was taking Paroxetine 20 mg/daily. Straight after, I received a threatening letter from CASA indicating that my Class 1 was effectively denied, pending a review from a psychiatrist or doctor that my condition was stable. The letter also indicated that I had lied to CASA and that this was potentially a federal offence which held a possible jail sentence. I was shocked!“My GP was able to clarify that my condition was (and remains) stable and that I operate normally. My licence was reinstated although CASA requires a yearly review from my GP, despite my DAME requesting otherwise. Both doctors state that my condition has been stable since 2003 and I remain medicated.“Importantly, I am fully aware of the way in which my mind operates and how my thoughts and feelings interact with my ability to perform tasks daily. I understand the interaction that diet, exercise, interactions of alcohol on mood and sleep has on my brain function and my level of awareness about my mental health is far higher than many others’. “This is because I have spent years studying my own mind, conducting mindfulness work, meditation, and managing stress, alcohol and sleep. I have become an expert on a part of my body that controls my function and this understanding translates to the air. My ability to make decisions about my medical fitness to operate an aircraft is heightened and I would consider myself moresafe than someone who has not had this experience.”Anxiety the CASA wayIn diagnosing depression or anxiety, pilots are asked two very simple questions in CASA’s medical questionnaire about whether they’ve been feeling flat and down and if they’ve been actually enjoying life or not.1. During the last month have you felt down, depressed or hopeless?2. In the last month have you often been bothered or had little interest in doing things?If you answer “yes” to either of the two questions in CASA’s medical questionnaire, it doesn’t mean the end of your aviation career. The questionnaire tries to reflect the practical and health risks and because psychiatric illnesses are incredibly common it has been adjusted to reflect these sorts of risks.For pilots, well-managed depression is compatible with medical certification, but you must report any relapse 65australianflying.com.au January – February 2020 AUSTRALIAN FLYINGin depressive symptoms to your DAME. Any change to medication (starting, stopping or changing drugs or doses) must be notified to your DAME and will require grounding for two to four weeks. Additional information may be required from family, treating doctors and flying colleagues.In cases CASA assesses as low risk, treating doctor reports (GP or DAME) or psychologist reports may be accepted in lieu of a psychiatrist report, as in Nicholas’ case.The Clinical Practice Guidelines on CASA’s website provide more information. It should be understood that this approach remains at variance with other regulators around the world. Pilots on anti-depressant medication considering working in other jurisdictions may wish to discuss this further with the relevant authority.The current CASA guidelines in regards to mental health are:• depression is one of the leading causes of disability worldwide• well-managed depression is compatible with medical certification• any relapse in depressive symptoms must be reported to the DAME• any change to medication (starting, stopping or changing drugs or doses) must be notified to DAME and will require grounding for two to four weeks• CASA may require additional information from family, treating doctors and flying colleagues• in cases that CASA assesses as low risk, treating doctor reports (GP or DAME) or psychologist reports may be accepted in lieu of a psychiatrist report.You are more likely to be certified or re-certified if:• your doctor has confirmed a diagnosis of uni-polar depression and excluded other conditions• you are taking only one medication• you are being treated with one of the following:• Fluoxetine• Sertraline• Citalopram• Escitalopram• Venlafaxine (low-dose only)• Desvenlafaxine.You are less likely to be certified or re-certified if you have:• alternative diagnoses including BPAD, schizophrenia, psychotic disorders• are receiving therapy involving a multiple drug regime• are taking Lithium, anti-psychotics, agomelatine, quetiapine, tricyclic antidepressants or monoamine oxidase inhibitorsInto the futureIn March 2015, the Germanwings air crash–in which an Airbus A320 was deliberately flown into the French Alps killing everyone ABOVE: Whether or not you will be grounded may depend on the type of medication you’re on.RIGHT: An inability to sleep can be a symptom of depression.G

that depression should not lead to a lifetime ban for commercial airline pilots. Speaking to The Guardian, Wessely said “I have dealt with pilots with depression and when they recover they are still monitored. But the two I have dealt with returned to very successful careers.“Why should they not? What does cause trouble is saying that if you have ever had a history of depression then you should not be allowed to do whatever. That is wrong, as much as saying that people with a history of broken arms shouldn’t be allowed to do something.”This sentiment was echoed by says David Powell of the Occupational and Aviation Medicine Unit at Otago University in Wellington, New Zealand. “Many aviation doctors have maintained that the side effects of antidepressants present far less risk to aviation safety than the problem of untreated or undeclared depression. It’s encouraging to see that the Australian evidence supports this,” said Powell in a New Scientistarticle in 2007.“Depression is common and treatable, so surely the best way to manage it in aviation is to bring it out of hiding.”In the darkWhat’s surprising is that while Australia has led the way in research and approval to fly on certain anti-depressants under controlled conditions, there is very little information circulated to the general pilot community. While a DAME will most certainly have access to this information, it is possible there are pilots failing to disclose their medication for fear of being stigmatised or penalised.While Australia is exemplary in being a leader in anti-depressant aviation research, the fine work is undone if the general pilot community is not informed. James Ross echoes this point.“I would certainly support the release of more mental health information to pilots,” he told Australian Flying. “A campaign, detailing the facts and limitations of flying on prescription anti-depressants, is overdue.”With so many other industries investing in mental health recognition, it would be encouraging to see our sector to on board. A CASA AVMED awareness campaign around mental health issues, to inform and educate the aviation sector and to remove any stigma would be a most welcome start to 2020. *not her real nameMental Health in Aviation 66AUSTRALIAN FLYING January – February 2020FLYtheDREAMaviation authorities in some countries (including Australia, Canada, Germany, and New Zealand) implemented new regulations that require two authorised people to be present in the cockpit of large passenger aircraft at all times. The incident incited a public debate about mental health concerns in aviation leading to the President of Royal College of Psychiatrists, Professor Simon Wessely, to urge caution over calls for people suffering from depression to be prevented from working as pilots. He warned airline authorities to avoid a knee-jerk reaction to the crash, insisting on board–focused the world’s attention on mental health issues in aviation. Post-accident investigations concluded that that the crash was deliberate and the co-pilot, Andreas Lubitz, had previously been treated for suicidal tendencies and declared “unfit to work” by his doctor. Lubitz kept this information from his employer and instead reported for duty. Shortly after reaching cruise altitude and while the captain was out of the cockpit, he locked the door and initiated a controlled descent that continued until the aircraft impacted a mountainside.In response to the incident, The IMSAFE check list prompts pilots to assess their stress levels and medication considerations before flight.australianflying.com.au

SAT 4 – SUN 5 APRIL 2020REGISTRATIONS NOW OPEN+ NEWDIRTY CLARE GRAVELWWW.CLARECLASSIC.COM.AU11050Feel the Freedom and ride for the charity that you are passionate about! YSTRATEGIC PARTNERSSUPPORTING SPONSORSLOCAL SPONSORSMEDIA SPONSORS5CS5CSNEW!

BusinessDown tohe commencement of business aviation in the 1920s and 1930s was featured in the November-December 2019 edition of Australian Flying. 1940s to the 1970s. Manufacture of piston powered business aircraft continued after the war with Beech introducing the single engine V-tail Bonanza in 1947 and Twin Bonanza in 1951, to be followed by the very successful Model 65 Queen Air in 1960 and Model 90 King Air in 1964. These business aircraft were direct descendants of the Model 50 Twin Bonanza. Meanwhile, many other manufacturers including de Havilland, Cessna, Piper and Grumman produced piston powered aircraft in the 1940s and 50s and in some cases well beyond. A major change occurred in the late 1950s with the introduction of the twin engine turbine powered Grumman GI, named the Gulfstream GI, after the gulf stream, which originates in the Gulf of Mexico and flows along the Florida coast to Newfoundland before crossing the Atlantic Ocean. The turbo-prop Gulfstream GI was specifically designed for business travel, with 12 passenger seats and a cruise speed of 350 mph at 25,000 feet and a range of over 2000 miles. This aircraft was a great success, with in excess of 200 being built from 1958 to 1969. This then led to many Gulfstream business jets being manufactured from the late 1960s to the present day.BHP, CRA and one or two other Australian resource companies formed Associated Airlines in Melbourne soon after the war. These companies were leaders in the efficient use of business aviation for several decades. Associated operated several different aircraft types, including Gulfstream G1 tubo-prop, GII jet and Canadair Challenger jet. These aircraft were flown all over Australia and also utilised for overseas travel, often to hostile terrain including Papua New Guinea.Beginnings of the bizjetWhilst many Business Aircraft manufacturers, were concentrating on piston and turbo-prop aircraft in the 1960s, a brand new breed of business jet aircraft began to emerge at that time. These included North American Rockwell Sabreliner 65, Learjet 23/24/25, Dassault Mystere 20 and de Havilland DH125. These new \"bizjets\" were initially very well accepted by the entrepreneurial sector of the business aviation community, with general acceptance soon thereafter.Australian businessman and racing car driver Bib Stillwell was one of the early Learjet owners and the Australian government showed much foresight in acquiring three Mystere 20 aircraft in the 1960s for the RAAF VIP Squadron 34 based in Canberra.Personal experience at BeechFollowing the contract signing by Beech distributor Hawker de Havilland in early 1975 for 21 Sundowner training aircraft and two King Air A100 Flight Inspection aircraft for the Indonesian Government, I was asked to be project manager for a year at the Beechcraft factory in Wichita, Kansas, due to my involvement in the sales process the preceding year. The posting in May 1975 turned out to be a wonderful An Emerging IndustryDavid Bell, CEO of the Australian Business Aviation Association, continues his restrospective on the development of business aviation in Australia.68AUSTRALIAN FLYING January – February 2020Gates Learjet's model 24 was one of the earliest available business jets.AIRWOLFHOUND / WIKIMEDIA COMMONS

learning experience, with duties such as monitoring aircraft production progress, arranging ferry flights to Jakarta for the King Airs, arranging ferry flights to New Orleans for the Sundowners followed by disassembly and loading on trains bound for Oakland, California. Then the ocean crossing in containers to Singapore for reassembly and ferry to Curug, near Jakarta. Also, arranging the selection and shipment of US$500,000 of spares to Curug and Sundowner training for flight instructors and King Air pilot endorsements, together with engineering training on both aircraft types. Then there was a complex letter of credit to be progressively drawn down. This entailed five separate visits to Manufacturers Hanover Bank in New York to supervise the draw-downs.My new wife Lynne and I arrived in Wichita just in time for the tornado season and spent a large part of the first night in the Holiday Inn basement.Mrs Olive Ann Beech was Chairman of the Board and her nephew Frank Hedrick was President of the company. Beech Aircraft manufacturing output was huge in those days, with record numbers of Bonanzas, Barons and King Airs being produced. King Air production was almost fifty units per month. This was to be exceeded in 1981 when 52 King Airs rolled off the production line in June of that year.Both Mrs Beech and Frank Hedrick had very well appointed offices in Mahogany Row, as it was known. I was very fortunate to be invited on many occasions to have a chat with them in their offices and during this period, Lynne also got to know Mrs Beech very well.Olive Ann's office was decorated in various shades of blue, her favourite colour, which also adorned her person King Air's exterior paint and interior leathers.The most impressive part of our stay in Wichita in 1975-76 was the work ethic we observed at Beech, which we were informed was the same at Cessna and Learjet on the other side of town. The workforce consistently produced very high quality aircraft.Also, Mrs Beech had a most competent no nonsense board of directors. S69australianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGBeechcraft’s model 35 bore a lot of the early business aviation load.the Australian government showed much foresight in acquiring three Mystere 20 aircraft

700Sophisticated engine management systems were once thought to be appropriate only in larger aeroplanes where fine-tuning could produce huge leaps in performance and reduction in fuel consumption. Thanks to technology, we now know that paradigm was quite restrictive and the truth is that even the humble Rotax engine can be adjusted to get the best out of it.With the engine running on song, aircraft owners stand to benefit through reduced fuel consumption, extended engine life and the best power setting suitable for each flight, whether it be in the climb, cruise or descent phases. Almost literally, fine-tuning an engine will get you the best bang for your buck.The trick is to get an engine management system (EMS) designed to fit the motor, which will monitor and report on every characteristic that reveals how efficient the engine is running. For the Rotax series, one of the most trusted around is the Italian-built AvMap EngiBOX EMS.The EngiBOX is designed to operate with several Rotax engine models including the 447, 503, 582, 618, 912, 912s and 914 series. As the 912 and 914 engines are fitted to the bulk of new recreational aircraft today, the EngiBOX has very wide coverage in that market.Measuring 95 x 95 x 88 mm and weighing only 250 g, the EngiBOX fits into a standard 79.5 mm panel hole and doesn’t add a lot to the basic empty weight (BEW) of the aeroplane, and important consideration in recreational and sport aviation. The display is a an 89 mm LCD with an anti-reflective coating so it’s easy to read in the air. The required power input is 10-35 VDC.Despite being a compact unit, the EngiBOX still monitors all the most important characteristics of engine performance, enabling the pilot to tune the engine to the optimal level. Areas covered include:• oil pressure and temperature• air temperature• cylinder heat temperature (CHT)• coolant temperature• RPM• exhaust gas temperature (EGT)• manifold pressure (MAP)The unit also includes a Hobbs meter to record engine running hours.Monitoring made EasyAUSTRALIAN FLYING January – February 2020innovationProducts &A LOOK AT SOME EXCITING PILOT EQUIPMENT & RELATED PRODUCTS7AvMap’s EngiBOX brings top-level engine management to Rotax motors.AvMap’s EngiBOX measures and display the engine parameters and issues warnings if any of the parameters are exceeded. The information is updated five times per second and all data is recorded in an internal memory. A graph page can be selected for each engine parameter and all data can be exported to a mobile App. With all that information at hand, owners and pilots can follow the manufacturer’s recommended settings to achieve the desired performance from both the engine and the aircraft.AvMap’s EngiBOX app also enables Rotax operators to connect to Rotax’s service centre for diagnosis, and the EngiBOX portal provides the capability to review flight and engine performance once you’re back in the comfort of your lounge room.EngiBOX EMS by AvMapIndicative Price: $1295.00www.avionics.avmap.itLEFT: The EngiBOX display showing a low oil temperature and a cold engine warning at the top left.ABOVE: Warnings are displayed when parameters are exceeded, such as this over-speed warning on the RPM.

Aerobatics is the science of flying an aircraft around the perimeter of its performance envelope in every available axis, and perhaps inventing a few new axes along the way. It's flying, gymnastics and dancing all in one discipline ... if you do it right. Get it wrong and it can be ugly and embarrassing.Flying good, tight and geometrically accurate moves in an aeroplane requires good training and plenty of practice, plus a lot of reading. There are many books on the market that will step you through how the basic and advanced manoeuvres are done, but very few of them take into account every aspect of aeros, from flying a loop that's actually round to making sure the aeroplane doesn't get hangar rash. Aerobatics Down Under is one of those that covers everything.Penned by well-known aerobatics doyen, aeronautical engineer and 2019 Flying Instructor of the Year David Pilkington, Aerobatics Down Under is a comprehensive guide and narrative on how to make yourself a better aerobatic pilot.Although the book mainly references Pilkington's darling aeroplane, the Bellanca Decathlon, it touches on most of the types used in aerobatic training in Australia, and with many of the manoeuvres described having basic characteristics regardless of the aircraft, this book has very wide appeal for those that want to polish their performances, even if they're the only person that will ever see it.The contents page reads like a recipe for becoming Australian Unlimited Champion, covering the basic manoeuvres, advanced aerobatics, spinning, physiology, how to develop aerobatics, low-level, sequences and instructor training to boot. The text is drawn not only from the author's extensive experience, but also from the available science that will give the reader the deep understanding needed to fly an aerobatic aircraft in all dimensions.The physics of aerobatic flight are well explained, and in many places illuminated with images and graphics that bring the subject into sharper focus.As noted in the forward by US aerobatics virtuoso Rich Stowell, Aerobatics Downunder includes lots of nuggets about often-overlooking bits of aviation that, once applied, make the difference between an ordinary pilot and master of the machine.The original version of this book has been around for awhile, but the introduction of CASR Part 61 changed a lot of things about the discipline, which Pilkington has woven into the fabric of this updated version.So whether you are starting out on an aerobatics careers for your own enjoyment, or have excellent competition results in your sights, Aerobatics Downunder is the text that will let you take your skills to the next level.Aerobatics Downunder by David PilkingtonPaperback RRP: $65.00 on Amazonwww.ozaeros.com.au January – February 2020 AUSTRALIAN FLYING71 australianflying.com.auSTOPTHE ONEPILOT SHOPwww.skylines.com.auor visit our store:Corner of Second Ave & Bundora Pde Moorabbin Airport Victoria 3194(opposite control tower)PH: 03 9587 3400EMAIL:[email protected] Book SelectiontPractice ExamstRadios / ScannerstAirservices PublicationstJeppesen ProductstAviation Theory CentretBob Tait’s Aviation Theory BookstPilot Accessories / UniformstAuthorised Dealer ofWe stock all the best HEADSET BRANDSMAIL ORDERVisit our WebsiteAustralian aerobatics mentor David Pilkington has updated his classic text to account for Part 61.Rolling and Tumbling

s part of the US Army’s innovative Aviator Training Next (ATN) programme, award-winning Queensland aerospace company Ryan Aerospace has been awarded a contract to supply 30 HELIMOD Mark III helicopter virtual reality (VR) simulators for the US Army’s aviation Centre of Excellence at Fort Rucker, Alabama. The simulators will provide ab initio pilot training using the latest in VR technology combined with high-end commercially available helicopter simulators. Managing Director of Ryan Aerospace, Chris Ryan said he was “delighted to partner with the US Army, and prime contractor Science Applications International Corporation (SAIC) to work on this ground-breaking project.” The system features an after-action review software package that automatically assesses, grades and logs the student’s progress. A team from the United States Military Academy at West Point is conducting a thorough assessment of the project and will report to the US Army by mid-2020 as to whether the system is a valid means of training. Ryan Aerospace, is also working in co-operation with Precision Flight Controls (PFC) in Sacramento, California, and as a direct result of their technology, Ryan was recently a winner of the Queensland Premier’s Export Awards. All 31 systems were delivered and installed ahead of schedule, and U.S military aviators have commenced the experimental training.Night fire-fighting to continue for 2019-20National Aerial Firefighting Centre (NAFC) General Manager, Richard Adler, recently announced that night firefighting operations using Night Vision Goggles (NVG) would continue in Victoria during the 2019-20 fire season. This summer, Coulson Helicopters will again supply a Sikorsky S-61 based initially at Ballarat, Victoria, and Kestrel Helicopters will operate one of their Bell 412s out of their Mangalore, Victoria base. “Both machines are tank-equipped and capable of hover filling at night. Supervision and support will again be provided by a Coulson NVG equipped Sikorsky S-76 and by a number of other locally based NVG equipped Type 3 (intelligence gathering) light helicopters. It is hoped that the night program will be able to move into ‘initial attack’ over the course of the 2019-20 season, but this still requires some work to establish appropriate systems of work and procedures.” Adler explained. “Last summer the NAFC actively explored the possibility of having fixed wing air tankers working at night, and although they are still interested in having that capability, the agency is taking a 'crawl-walk-run' approach.\" The NAFC is working with the Civil Aviation Safety Authority (CASA) and stakeholders on parameters for a trial, and hope to make some progress over the 2019-20 fire season.Westpac Chief Pilot’s 20-year MilestoneThe Westpac Rescue Service’s Chief Pilot, Mike de Winton recently celebrated a career milestone after achieving 20 years of service with Westpac. Mike, who has been flying helicopters for 40 years, began his training in the United Kingdom in 1979 with the Royal Navy College at Portsmouth, and has enjoyed a varied career, which has included flying and instructing duties throughout Europe and the Middle East, with active duty during the Falklands and Gulf conflicts. de Winton immigrated to Australia in 1998, and worked in Brisbane before setting up US Army selects Australian Helimod SimulatorsROTARY-WING NEWSRotorsGreg Thom presents news and views from the Australian helicopter industry.RIGHT: Ryan Aerospace Helimod III VR simulators installed at Fort Rucker, Alabama.TOP RIGHT: Westpac Rescue’s Mike de Winton has chalked-up 20 years in service.72AUSTRALIAN FLYING January – February 2020RW

marine pilot transfer operations for the Port of Newcastle. In 2000, Mike joined the Westpac Rescue Helicopter team as a Line Pilot and has been Chief Pilot since 2010. With over 6000 flying hours, de Winton played an integral role in the introduction and crew training in the use of Night Vision Goggles (NVGs). When asked about what aspect of the job gave him the most satisfaction, de Winton said “I enjoy being part of a community organisation, working with NSW Ambulance and NSW Health. The variety and complexity of the missions we conducted and knowing we, as a team, have been able to positively affect the lives of people in trouble.”AMSA recognises Rotorlift TeamHobart-based Rotorlift Aviation pilot Chris Fahey was recently celebrated as part of the team that has been recognised by the Australian Maritime Safety Authority’s National Search and Rescue Council’s Australian SAR Awards, recognising their 73australianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGFLEET HELICOPTERSFlight Training School“Train here...fly anywhere”Private Helicopter LicenceCommercial Helicopter Licence Endorsements Including: R22, R44, B47, B206/L, B204 /205, Sling, Low Level Biennial Flight ReviewHigh Altitude Flying (Sea Level – 5000ft Training Area)Participate in Routine MaintenanceTraining Bush Pilots for over a decadeArmidale AirportPO Box 453, Armidale, NSW 2350, AustraliaPh +61 2 6772 2348Fax +61 2 6772 7654www.fleethelicopters.com.au [email protected] efforts in rescuing a 26 year old male climber at the geological feature known as the Totem Pole, near Cape Hauy in February 2019. The formation is an igneous dolerite pillar some 65 metres high, popular among climbers. The man was winched to safety when he suffered spinal injuries while attempting to cross from Totem Pole back to Cape Hauy.Heli Tours liquidatedQueenstown, NZ, helicopter company Heli Tours, which has been in operation since 2009, was placed into liquidation earlier this year with debts in excess of $NZ2 million. The company’s assets, including its trading name, sold for $NZ 125,000. Liquidator Duncan Fea confirmed that on his appointment the benefits of continuing to trade did not outweigh the costs and risks, and took control of all assets on the date of liquidation. The company's fixed and intangible assets were subject to a secured debt and were sold. Secured creditor, the Bank of New Zealand has since been paid around $NZ 220,000. Fea subsequently changed the name of the company to ZK Tours Ltd, and stated that shareholders could stake a claim in the liquidation as unsecured creditors for amounts owing to them.USN Firescout achieves IOCThe United States Navy recently declared initial operational capability (IOC) for the Northrop Grumman MQ-8C Fire Scout, clearing the way for the Unmanned Aerial Vehicle (UAV) to begin fleet operations and training aboard the USN’s littoral combat ships in 2021. The aircraft will be used for intelligence gathering, surveillance and reconnaissance, as well as precision targeting. Based on the civil Bell 407 airframe, with seats and avionics removed and remote controls and extra fuel tanks added, the aircraft has a flight endurance of 12 hours, a maximum payload of 318 kg and a range of 150 nm. The aircraft is expected to supersede the smaller MQ-8B in USN service. The MQ-8C is equipped with a Leonardo Osprey 30 Active Electronically Scanned Array (AESA), lightweight radar, that allows for a larger field of view compared to the MQ-8B’s radar. The radar also includes a range of digital modes including weather detection, air-to-air targeting and ground-moving target indication. To date, the MQ-8C has flown over 1500 hours, and over the next few years Northrop Grumman plans to deliver 38 aircraft to the USN.

744447 7 7AUSTRALIAN FLYING January – February 2020ell if you have gotten over Australia’s worst flu season through Winter and Spring and are now ready to head into some Summer flying without the associated allergies, then perhaps it’s a good opportunity to look into the big weather picture in Australia and particularly the effects that ongoing drought and climate change are having on the air we fly in for recreation.Anyone who flew into AirVenture 2019 at Parkes or Ausfly 2019 at Narromine can attest to the dramatic effects that aggressive pressure fronts combined with the driest conditions most of the country has seen in over 10 years can have on our flying activities. So let’s look a little closer at some of the factors that are dominant this year as we plan for our Summer flying.According to the Bureau of Meteorology (BOM), there are three main factors that have significant influence on our continental weather patterns in Australia:• Indian Ocean Dipole (IOD) • El Nino Southern Oscillation (ENSO)• Southern Annular Mode (SAM)The BOM is predicting the IOD will remain positive resulting in less rain and higher than average temperatures and less rain during Spring and Summer this year.Andrew Watkins from the Bureau stated in August 2019 that while the El Nino Index remains neutral, SAM is the climate driver that describes how far north or south weather systems are over the Southern Hemisphere. \"So far during Winter we've seen three periods with a negative SAM, which means that the Winter systems have been further north than normal,\" Dr Watkins said.\"Those three periods are really the key periods that have given us the bursts in southern Australia with the cooler weather and snow up on the alps.\"We are looking like we'll have more negative [SAM] events as we go through into Spring, but unfortunately in Spring, negative SAM tends to keep dry conditions for New South Wales, Queensland and northern Victoria.\"What this means for pilots is the drier air has a much greater capacity for energy to be stored and this can often manifest itself in stronger winds, increased turbulence, a higher risk of dust storms and generally rougher flying conditions. With Loss of Control (LOC) accidents continuing to be our Number 1 accident type for RAAus, the hazards these conditions present cannot be understated. Additionally, managing passengers, carry out simple navigation tasks and personal well-being in the cockpit all require additional consideration and attention as we move into these warmer than usual spring months.But the introduction into the Spring/Summer of 2019-20 also had a number of other elements we need to consider as pilots. The warmer air is less dense and this has a direct impact on aircraft performance. We might think that our high power to weight aircraft are immune to these considerations but the wing reacts directly to the reduced air density and this could easily double our take-off roll on a 30-degree day at 2000 feet AGL. When was the last time you even calculated your density altitude or the take-off distance required? For pilots operating at small landing areas or those with marginalised approach and departure profiles, these considerations take on an even greater level of importance.Operations recently reviewed an accident in the southern highlands where the pilot attempted to take off on a short 400 m strip on a relatively hot day at 2800 feet AMSL. The density altitude calculated out at approximately 5300 feet. The Pilot Operating Handbook called for a required distance of 247 metres at standard atmospheric conditions (ISA), but the conditions were significantly different to the referenced performance standards. The result, a very broken aircraft and a pilot lucky to survive to tell the tale.Flights involving cross-country navigation require careful and comprehensive planning to determine how all the above factors will affect our upcoming flight. The BOM Graphical Area Forecast (GAF) is a valuable planning tool that can give us a big-picture view of the expected weather conditions across our planned tracks and some of the signs of the sharp edges in the weather systems such as fronts and depressions as well as any associated terminal forecasts that could not only make flying uncomfortable but also reduce VMC to below required minimums.So, if you see a forecast like this, please ask yourself is this really the sort of day I want to fly for fun?A Dry Time AheadRAAus CEO Michael Linke examines the type of weather we can expect in the coming months and how it impacts our flying decisions.RECREATIONAL AVIATION AUSTRALIA A Spot of Recreationhis can often manifest itself in stronger winds, increased turbulence, a higher risk of dust storms and generally rougher flying conditions.J

January – February 2020 AUSTRALIAN FLYING75If the weather is looking marginal, ask yourself if this is the sort of day you will find flying fun?australianflying.com.auFAR LEFT: The E-Nino Southern Oscillation is one of three climate systems that drive Australian weather.LEFT: A positive Indian Ocean Dipole means less rain and higher average temperatures.B

arromine, midway between the NSW coast and NSW outback, has broad sweeping plains populated with cotton and grazing. It’s big empty skies make for great flying and so it’s no wonder that Smithy, Nancy Bird and Chuck Yeager all found their way to Narromine at various times.From 17-20 October last year, the Sport Aircraft Association of Australia (SAAA) held their annual fly-in event, Ausfly at Narromine.With its long history of flight training in both powered and gliders, both the Narromine Aero Club and Gliding Clubs again opened their doors to the SAAA for the Ausfly weekend as the first of about 170 people arrived for the welcome barbecue held jointly with AOPA. The weather, of course always the hot topic among pilots, was uncomfortable with strong winds but many attendees made it through in time for the seminars, demonstrations and exhibitors. By the time the meal was ready, the wind had died down and made for a perfect relaxing yet up-beat evening.Friday saw the commencement of our seminars and workshops. Oleg Deshin, AvPlan EFB and OzRunways proved popular along with the vacuum bagging workshop. Motivated by the amount of men who flew in the last few years without their wives, I organised a day out for the women. We made our way to nearby Trangie for some shopping, lunch, poetry and garden tours. With drought conditions the way they are, the lunch destination, Bevo’s, expressed their gratitude to us for bringing business to their tiny town. It was a delight and we plan on doing it again next year, probably spending less time at lunch and more time with champagne in the gardens.Back on the airfield, exhibitors and sponsors were meeting with clients, while one of the highlights this year was the Young Aviator Program. Our National Councillor, Russell Ford, hosted the program. which included free flights for youth. It was so inspiring to see some of the local high school kids come along, and the faces of young aviation enthusiasts that we all know so well, colloquially known as the kids who \"hang over the fence\". One 11-year old, Thomas, informed his father on their drive back to Sydney that it was the best three days of his life. After flying in an RV-7 with one of the formation flying team, the aviation seed had been firmly planted. At the SAAA AGM, Terry Keating was awarded a Life Membership to his great delight! Terry is a helicopter guy! Despite Saturday’s even more challenging weather with heat, wind and dust, more aircraft arrived and we stopped counting when we got to 250. The air display was brought forward and together with a band of locals, the crowd now at 700, we enjoyed watching the air displays of aerobatics and handling of a wide range of sport aircraft.The weather beat us with our plans for a dinner under the stars and we moved indoors during the afternoon. Hosted by the Narromine Shire Council and sponsored by Ace Aviation, CASA and Cirrus Aircraft Australia & New Zealand, our theme for the dinner was Past, Present and Future. The past covered the 100 years of operations at Narromine. Present and Future was covered by David Miles from Larcombe and Brown and discussed how aviation has transitioned to what it is today and what the future may hold.Of course, a dinner is not complete without awards and both SAAA and AOPA presented their distinguished awards to those nominated. Ausfly is here to stay and this year saw record numbers. It was so heartening to see and the vibe was alive. The event is definitely here to stay, however SAAA is consulting with its community to finalise dates and programs for 2020. SPORT AIRCRAFT ASSOCIATION OF AUSTRALIAaustralianflying.com.auGood SportsAusfly rules the Narromine SkyA Viper LSA gets plenty of attention on the display line at Ausfly.Kathy Mexted wraps up the SAAA's national fly-in, Ausfly.AUSTRALIAN FLYING January – February 2020Thomas informed his father ... that it was the best three days of his life.76S

7777australianflying.com.auustralianflying.com.auustralianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGCIVIL AVIATION SAFETY AUTHORITYSafety Mattersafety Mattershe 25th anniversary of the tragic Seaview accident was marked on 2 October last year. Together with the Monarch tragedy, this led to the establishment of the modern CASA in 1995. Investigations into those tragic accidents concluded that the then CAA (CASA’s predecessor) had failed in its safety responsibility by placing commercial considerations of operators ahead of the safety of passengers. It is an important point that remains very front of mind in CASA these days – the primacy of safety and making sure that we are not captured by industry relationships, ensuring that possible conflicts of interest are identified and managed and that we do not become too close to those we are responsible for regulating.CASA was established on 6 July 1995, as Australia’s aviation safety regulator with a focus first and foremost on aviation safety. Next year marks 25 years since CASA’s inception. Things have changed quite a lot over those 25 years. CASA has matured and industry has matured. Approaching a significant anniversary provides us with the opportunity to reflect on our safety role, our achievements, improvements made and yet to come and the technological advances that have occurred over the years. Most importantly where we are headed and how we can get there more safely, efficiently and effectively.We have made some important safety decisions this year. The grounding of Boeing 737-8 MAX on 12 March 2019 was one of those. We did so on a precautionary basis, before the Federal Aviation Administration or European Union Aviation Safety Agency or Transport Canada to name just a few. CASA’s actions didn’t go unnoticed globally, that’s probably one of the reasons we were one of nine global safety regulators to be asked to participate in the Joint Authorities Technical Review of the 737 Max. Another major decision that we did not make lightly was the grounding of the GA8 Airvan on 20 July 2019, following the tragic accident in Sweden that resulted in nine deaths. As the state of design and in the knowledge that we have some level of responsibility for over 220 Airvans flying globally and 60 plus in Australia alone, we acted quickly to understand the accident including sending an engineer to Sweden to assist in our understanding of the accident sequence and factors involved. Being very conscious of the financial impact on our industry, we lifted the grounding five days later as soon as we could be satisfied that there were no inherent safety concerns that led to the catastrophic failure of this aircraft in flight. A risk-based decision was made, despite opposition, on improving the safety of community service flights (CSF) after two tragic accidents that involved six avoidable deaths. Unlike the other two big decisions which were generally well received, and while many pilots I have spoken to are very comfortable with the changes imposed, the CSF matter has resulted in considerable debate. The most contentious has been the maintenance requirements. As you probably know, we have imposed a minimum 100 hours or 12 months maintenance requirement on aircraft conducting community service flights that are maintained in accordance with CASA’s maintenance schedule, commonly referred to as Schedule 5. The 100-hourly requirement is not normally applied to private flying because most aircraft conducting private flights do not reach 100 hours per annum – with the average private aircraft flying about 50 hours a year. However, the data indicates that a small number of aircraft engaged in community service flights can and often exceed the average private aircraft utlisation rate. Furthermore, the likelihood of a mechanical related occurrence increases as parts and components wear. A pattern of increasing failure rates with accumulated use can be observed, with improvement at times of planned maintenance. The 100 hourly requirement is a modest imposition aimed at ensuring the airworthiness of an aeroplane carrying CSF passengersNot everyone will agree with these decisions and some industry segments would prefer we deal with their particular issue before others. It’s pretty much an impossible task to please everyone as a regulator. However, I won’t sit back and ignore a safety issue simply because some people might not be happy with the action required to mitigate it. Maintaining our strong aviation safety record by focussing on the evolving nature of risk, ensures the safety of passengers and the general public, that is who I consider first and foremost when considering such issues.7 7The Public is the FocusCASA says the priority must be with the safety of the general public rather than the concerns of the industry.Director of Aviation Safety Shane Carmody explains why CASA gives priority to the safety of the general public.a aCIVIL AVIATION SAFETY AUTHORITYSS

Don’t panic ... I will explain.We are dealing with four speeds that are important to this accident:• the speed of the aircraft through the air (airspeed)• the wind speed (14 knots)• the speed of the aircraft over the ground (groundspeed)• the aircraft’s stall speed (around 35 knots).A Tiger takes off at around 40-45 knots and climbs out comfortably at 60 knots. So let’s assume that after take-off he started climbing out at 60 knots on his ASI.The wind of 14 knots was coming from 40º left of the nose. Open Cockpit IllusionAircraft Registration: ZS-OCS Date of Accident: 19 December 2007 Time of Accident: 1321Z Type of Aircraft: DH-82A Type of Operation: Private Pilot-in-commandLicence Type: Private Age: 41 Licence Valid: Yes Flying Experience: Total Flying Hours 139.1. Hours on Type 14. During the past 90 days 0 hours.Last point of Departure: Bethlehem Aerodrome, Free State Province Next point of Intended Landing: Nottingham Road Aerodrome Kwa-Zulu Natal Location of the Accident site: Near Bethlehem Meteorological Information: Wind 060°/14, Temp 19°C, Dew Point 8°C, Cloud cover FEW at 3500 No. of people on board: 1+ 0 No. of people injured: 0 No. of people killed: 1 SYNOPSIS The pilot departed from Bethlehem on a private flight in daylight and fine weather conditions to Nottingham Road Aerodrome in Kwa-Zulu Natal. As the pilot turned onto the crosswind leg after take-off, still in the climb, he allowed the aircraft to stall and entered a spin manoeuvre from which he was unable to recover. The aircraft crashed next to the aerodrome. The pilot sustained fatal injuries. The aircraft sustained extensive fire damage. Investigation did not reveal any mechanical failure on any of the primary flight control systems or any evidence of structural failure elsewhere in the aircraft structure, nor any evidence of engine malfunction due to mechanical reasons prior to the accident. The aircraft took off from runway 11, turned out to the right, entered a spin and crashed just outside of the aerodrome perimeter Evidence on the site indicated that the aircraft was in a spin from which the pilot was unable to recover. This was supported by a cell phone video that was recorded by a witness. Shortly before the right-hand wing made contact with a 4 ft wire fence, the aircraft was in a steep nose-down (-30°) configuration, with the right wing low by approximately 60°, flying in a southerly direction. When the nose impacted the ground, the aircraft spun around. The fuel tank was ruptured during the accident sequence and the aircraft erupted into flames. PROBABLE CAUSE The pilot applied poor take-off technique, causing the aircraft to stall and enter a spin manoeuvre from which the he was unable to recover. CAA AIRCRAFT ACCIDENT REPORT AND EXECUTIVE SUMMARY JIM DAVIS learn?What can weJim Davis has 15,000 hours of immensely varied flying experience, including 10,000 hours civil and military flying instruction. He is an established author, his current projects being an instructors’ manual and a collection of Air Accident analyses, called ‘Choose not to Crash’.78AUSTRALIAN FLYING January – February 2020This discussion contains extracts from the SACAA’s accident report. It is compiled in the interest of promoting of aviation safety and not to establish legal liability.Jim’s analysisHaving owned a Tiger Moth for nearly half a century I can identify with this unfortunate pilot. His lack of total flying experience (only 140 hours) and lack of Tiger experience (only 14 hours) combined with lack of currency (no flying at all in the last 90 days) made him extremely vulnerable under the prevailing conditions.He would have been far less vulnerable in a Cherokee or a 172. There are two main differences. First is the Tiger’s low speed and second is the fact that the pilot of an open cockpit aircraft is far more conscious of the environment outside the cockpit.

What Can We Learn?• By looking at the position of the crash site this guy turned out at low level very soon after getting airborne. This accident demonstrates that there is good reason why we are taught not to turn before 500 feet AGL after take-off • The density altitude was 7500 feet, which gives any aircraft anaemic climb performance. You only aggravate the problem by easing back on the stick. Don’t do it – regardless of how strong the temptation• Any low level flying has its own set of dangers. But a wind introduces some really hazardous false impressions. Near the ground you have to be very aware of your surroundings so you can avoid hitting wires or other obstacles, but you must not let their perceived movement, caused by the wind, influence you into reacting to groundspeed and the illusions of skid or slip.• Briefly, beware of low flying, particularly in wind.Unfortunately, he does what feels right – he pulls the nose up.Aiming to make safer pilots of us, here veteran instructor Jim Davis looks at extracts from official CAA Accident Reports from his homeland of South Africa and analyses why things went wrong and how we may all avoid making similar mistakes.79australianflying.com.au January – February 2020 AUSTRALIAN FLYINGJust to keep it simple let’s call that a 10-knot headwind component. So after take-off the pilot climbs out with the ASI showing 60 knots, and he sees the ground going past at 50 knots – and it feels good.Now he turns right until the wind is behind him. What happens to his groundspeed? It shoots up to 74 knots. But he was happy a moment ago when it was only 50 knots. Now suddenly the ground is rushing by and he has a pathetic angle of climb. In his head, he has allowed the nose to drop in the turn, and this accounts for the increased speed and the poor climb.How does he respond? Unfortunately, he does what feelsright – he pulls the nose up. This may all sound a bit theoretical – but it's exactly what happens and is so easy to do. Particularly in an open cockpit near the ground you are not flying on instruments, you are flying by the seat of your pants and by looking outside. Sadly that’s what killed this poor guy.We’ll look at the figures again. Let’s say he eases back on the stick so his 74-knot groundspeed comes back to that 50 knots which was very comfortable a moment ago. This means he has actually knocked 24 knots off his 60-knot airspeed. In other words, he has brought his airspeed back to 36 knots – precisely where a Tiger stalls.To make matters worse, because of the anti-clockwise prop rotation, he should have been using left rudder in the climb, but when you are looking out of the side, the wind causes an apparent slip into the turn – well naturally you relax the left rudder and put in a bit of right boot. Of course this makes the aircraft bank too steeply to the right, so all you need to do is hold off bank with the aileron.Stop!Time to look at the whole picture. We are low level at around stall speed with right rudder and left stick – perfectly set up for a spin with no room to recover.If you have followed me so far you will no doubt be saying \"yes, caught out by the dreaded downwind turn!\"We don’t have the time or space to go into that discussion at the moment. Briefly, you are correct. If he had turned left–into wind–there would have been no problem. So he was indeed caught out by the dreaded downwind turn. But think carefully. If he had watched the instruments instead of outside references would he have been in trouble? No. He would have maintained his 60 knots and kept the ball in the middle.This man was caught out not by the aerodynamics of a downwind turn, which are harmless, but by the illusions that come with a downwind turn. He was trying to relate his aerodynamics to what he saw on the ground.Slow, open cockpit aeroplanes are particularly susceptible to the illusions that make low-level downwind turns so dangerous – simply because the pilots are far more exposed to the elements which cause these deceptions.S

Kreisha Ballantyne wonders if some flying schools are doing themselves any favours with their levels of customer service.80ast month, while having dinner with a friend who is also a pilot–and, indeed an aircraft owner–I heard the words I’d been waiting to hear for nearly 10 years: “Hey, I’m not flying my aeroplane enough. I’m looking for someone who’d like to fly around 50 hours a year and just share the costs.”After putting my tongue back in my mouth and giving a salute to the aviation gods of great fortune, I took him up on the offer immediately, in case he was one wine too many in and liable to forget.The very next day, he took me for a fly in his aircraft, a two-seat RAAus-registered low wing Rotax-powered single (with auto pilot!). I loved it immediately, but I couldn’t fly it immediately because despite having a CASA licence and Class 2 medical and a little over 800 hours on single-engine aircraft, this aircraft isn’t \"licensed\" by CASA. To fly it, I would need to join RAAus and gain an RPC.Many years ago, when I was the deputy editor at Sport Pilot magazine, I had accrued a certificate from RAAus in a Foxbat, but couldn’t remember whether it was something I needed to renew annually or not. As I was already at the airfield, I figured I turn to the experts and ask them the question, so I approached a school on the aerodrome that specialises in recreational aircraft.As I pulled up to the school, my first thoughts were “wow, this sector must be thriving!” The school was modern and bustling with young pilots; the day’s flights were detailed electronically on a giant board in the waiting room and the facilities were clean and comfortable. As I approached the receptionist, I asked about what I called “an RAAus certificate” and she looked confused. “I don’t know what you mean,” she frowned. “Isn’t that what you do here?” I asked, to which she replied, “Let me get one of the pilots.”A few minutes later two pilots around the age of a fairly decent bottle of Scotch came through a door and asked if they could help me. I explained that I have a CASA PPL and Class 2 medical and that a friend has an aeroplane with numbers on the tail that I would like to fly and that once upon a time a held a certificate, issued by RAAus in which I had completed a conversion in a Foxbat, but that I was uncertain of its validity. The young men deduced I needed something called an RPC. There then ensued a debate between the two instructors about how much training I would need, which varied between five and 25 hours, neither pilot seeming confident of their own suggestion. At this point, I mentioned I was an aviation journalist and would like to write about the experience of the conversion, whereupon the young men suggested I contact the CFI. The elder of the two suggested I leave my number for the CFI to contact me, because he is \"incredibly busy\", which I did, after picking up some price lists on their available aircraft.Guess what? The CFI never called and I was left with the feeling that the school had no interest in a middle-aged woman who was not signing up for a 150-hour VET FEE HELP course.For some reason, I let this encounter simmer in my mind, allowing it to annoy me whenever I thought of it. To work out when I’d last flown an RAAus aircraft, I dug out my logbook. There it was, back in 2011: I had done five hours dual and three hours solo in a Foxbat, sat a flight test and had gained a stamp in my logbook claiming I had passed the test. Thirteen pages later showed I never flew a numbered aircraft in command again, although I have no idea why, as I adored that Foxbat.Leafing back through my logbook, I was struck by something else: how many flying schools I had attempted to learn at. My first one was such a disaster I left by the back door after lesson five, causing a two-year hiatus from flying. My second cost me 10 hours extra in circuits because my instructor was too inexperienced to teach me properly and when I did find one who could get me to solo the airport closed down! The school that got me to PPL was a Flying schools have enough trouble keeping their doors open without burdening themselves with poor customer service.Conditions of ServiceAUSTRALIAN FLYING January – February 2020KREISHA BALLANTYNE of habitKreishaKreisha Ballantyne is one of the most recognisable aviation writers in Australia. With experience writing for several aviation titles, Kreisha has a broad base of experience, an ability to tap into important general aviation issues and a talent for expressing in simple terms what everyone is thinking. An active pilot, she lives and loves aviation.

81fine one, and although the toilets were a long walk from the school, the quality of teaching was, and remains, excellent.However, a move prompted a changing of airports and I struggled to find a school that worked for me; in one, the instructors were too harried and never had time for a proper debrief, in another an instructor made me uncomfortable with his sexual innuendoes and in a third, the instructors changed more often than our Prime Ministers. Another had a fabulous CFI who There then ensued a debate between the two instructors about how much training I would needaustralianflying.com.auJanuary – February 2020 AUSTRALIAN FLYINGwas so popular I had to book two weeks in advance, which was fine if the weather was OK and a lesson didn’t have to be canceled, but awful if he was pushed back due to a week of rain.Pondering on my experiences at flying schools, a thought occurred to me: is the standard of customer service at flying schools part of GA’s problem?I think it might be.Consider this: your young adult offspring has decided to learn to drive and there’s no way you’re going to teach them in your (in my case vintage-imagine-the-insurance-costs) car. You decide to check out a few driving schools in your local area. The first is in a lovely modern building but the receptionist has no idea what a learner’s permit is. Two young driving instructors come out for a chat, but are not sure what package to sell your young adult, because she had a few lessons some years ago and they’re not sure if they count. They promise to get the manager to call you, but they don’t.The second school has a good reputation online, but when you get there it’s housed in an old demountable and the cars at least 20 years old and not very clean.The third is a busy school, full of young driving instructors all wearing uniform. The cars are all the same model, but are clean. They ask you to buy a driving package of 10 lessons, which seems reasonable, so you do. After lesson 10, you’re informed your young adult is nowhere near their test standard and you need to buy more, despite the \"learn-to-drive-in-10-sessions\" brochure’s claims.The fourth is run by experienced older instructors, who claim your offspring will only need a few more lessons to get to the test, but is ruined when your young adult comes home in tears claiming the instructor made them feel uncomfortable.By the fifth, you’re ready to pay the extra insurance costs to teach them to drive yourself! Sadly, we can’t simply ask our parents to teach us to fly (in nearly all cases; I do know some who have!).I struggle to imagine many other industries whose first customer-facing experience is one met by a teenager in charge of advising potential clients; being led out of a demountable building with dead flies on the windowsill and curling-edged magazines dating from the 1970s to ancient paint-peeling equipment, in which you will risk your life and pay several hundred dollars per hour for the privilege.Is it any wonder GA is struggling?While I know this certainly does not reflect all the flying schools in Australia, it would be hard to argue it doesn’t capture a great deal of them. General aviation has an image problem. I’ve had several friends refuse to join me in a 1970s Warrior with peeling carpet, and have met many a well-educated and affluent adult man who has walked away from the terrible customer service.Meanwhile, at a recent air show, the lovely people at RAAus informed me that my RPC is valid for life and all I need is to re-join RAAus and sit a flight review. Now to find a school ...

he pool of Grade 1 flight instructors that are suitably experienced and qualified, current, medically fit and willing to assume senior roles is rapidly drying up. Why? There are various culprits and, whilst the blame certainly can’t be laid on any one party, it appears that the CASR Part 61 Flight Crew Licensing Regulations, along with the salary provisions in the Air Pilots Award 2010, are inadvertently conspiring to cause a growing shortage of G1s in the general aviation flight training sector that will potentially impact upon the wider industry for years to come.The Award’s salary provisions are factored on aircraft All-up Weight so pilots flying GA training aeroplanes get substantially less than those flying jets. Furthermore, no consideration is given to the difficulty, complexity, responsibility, risk or nature of the specific piloting or instructing activities. How is it that an A380 Second Officer–who is virtually banned from the flight deck except during high altitude cruising–can earn in excess of A$200K per annum, yet an experienced G1 with in-demand training endorsements can barely make $80-100K p.a., or perhaps $150-180K in a high-pressure Head of Operations (HOO) position? A cynical person would think that the Award is formulated to facilitate the flow of CPL(A) holders into the right-hand seats of Australian airlines, to the detriment of all the other sectors of the industry, not just flight training.Compared with the previous CARs (1988) Part 5 Flight Crew Licencing regulations, CASR (1998) Part 61 now requires highly- prescriptive, competency-based training, assessment and/or formal testing by a Flight Examiner for the issue of all flight activities, design features, instructor training endorsements and NVFR/Instrument Ratings. Yet the Award makes little or no compensation for the often-substantial cost of initial training and testing and the ongoing costs of renewals, recency and/or flight reviews to maintain these qualifications. By way of example, a G3A flight instructor–on the miserly annual salary of $44,871–wishing to upgrade to G2 with MEA CLR and IR TEs, would spend another $40-50K to become qualified, yet the Award pay increase is worth less than $10K p.a., or five years to amortise the investment in the qualifications, and that is not allowing for associated costs such as document/iPad subscriptions, simulator recency and/or annual renewals if the employer does not cover these. The Award just does not incentivise upskilling for instructors.The significant increase in the workload associated with compliance inherent in CASR Part 61, i.e., checking and signing off a myriad of competencies, means that it is difficult to achieve more than 600 flying hours per year, so a G3A paid as a casual employee earning $70.11 per flight hour is realistically working 50+ hours per week, often six days per week, weekends and public holidays to make $42,000. Even a G1 with MEA and IR training endorsements is earning only $91.22 per flight hour or $55K per year – hardly an adequate return on the $200K or more invested to get this stage. The other reason that most G3A and G2s restricted to single-engine aeroplane day VFR work do not wish to upskill is that they will invariably be burdened with administration responsibilities, such as Training Manager duties, that increase their workload and reduce flying hours further. Where are the G2s going then? As soon they acquire the bare minimum 1500 hours total with an IR and 25 hours night experience, they are off to the USA into jet airline positions, now offering substantial sign-on and annual bonuses and the incentive of a jet command in 18 months. Alternatively, they will move onto a regional or domestic carrier. Where does this all leave the industry? The long-term G1s are getting older and retiring. Soon there will be none to take up the GA HOO positions much less CASA FOI positions. The flow-on effect will be detrimental to smaller flying schools and, ultimately, the entire industry.Where Have all the Grade Ones Gone?RUSSELL LUCASthe Award makes little or no compensationShort FinalRussell Lucas, Chief Flying Instructor of Australian Flight Training Services addresses a question that is plaguing the whole training industry.82australianflying.com.auAUSTRALIAN FLYING January – February 2020RIs the sun setting on the Australian flight training industry?

COME FLYthe Yarra Valley way! 6'$-!£-9-2+ -2 ;!-£38'& *-+,; ;8!-2-2+ (38 3='8 Œ‡ @'!89 -2 32' 3( ;,' 139; #'!<ধ(<£ &'9ধ2!ধ329 -2 <9;8!£-!TRAINING OPPORTUNITIESPerso2!£-9'&T ˆf32fˆ *-+,; ;8!-2-2+ (38 !££ £'='£9• '$8'!ধ32!£ -£3;9Z '8ধ)$!;'• 8-=!;' { 311'8$-!£• 29;8<1'2; l 8-=!;'c 311'8$-!£m• <£ধf'2+-2'• '83#!ধ$ { 381!ধ32TRAINING FLEETWe 36'8!;' 32' 3( ;,' 139; &-='89' *'';9 -2 <9;8!£-! f (831 8'$8'!ধ32!£ !££ ;,' >!@ ;,83<+, ;3 $316£'? 1<£ধf'2+-2' !2& ;<8#36836 !-8$8!đWFRIENDLY ENVIRONMENTYarra !££'@ =-!ধ32 ('!;<8'9 ! (8-'2&£@ ;8!-2-2+ '2=-8321'2;T ,39ধ2+ ! 8!2+' 3( -29;8<$;389 >-;, #83!& -2&<9;8@ '?6'8-'2$' !2& ! 68'1-<1 9!(';@ 8'$38&WNO LANDING FEES | EXPERIENCED INSTRUCTORS | DIVERSE FLEETWWW.YVAVIATION.COM.AU

1WTǾ%KTTWUǾ5VCPFCTFKUGF +PUVTWEVQT 2KNQVU ECP NGCF [QWǾ HTQOǾCD KPKVKQǾVTCKPKPIǾVQǾC EQORNGZ KPUVTWOGPV TCVKPI KP VJG YQTNFŦU UCHGUV OQUV EQOHQTVCDNG )# CKTETCHV #TE #XKCVKQP KU [QWT %KTTWU 5CNGU %GPVTG HQT 8KEVQTKC 5QWVJ #WUVTCNKC CPF 6CUOCPKC URGEKCNKUKPI KP PGY CPF WUGF %KTTWU #KTETCHV LEADING THE WAY IN SAFE AND PROFESSIONAL FLIGHT TRAININGCTECXKCVKQP EQO CW