March 2015 Newsletter - The Australian Piper Society

March 2015 Newsletter - The Australian Piper Society
MA R CH 2015
PO BOX 31 ROMA 4455
IN C 98802 92 N SW
Expect the Unexpected!
Welcome to the unexpected March
2015 edition of the Piper News.
CASA making anything easier is
utterly unexpected!!).
Well… not really. The newsletter
itself should have been entirely expected, but the content has a distinctly “unexpected” feel to it.
One thing that was completely expected, however, was the huge success of the APS presence at the
Avalon Airshow. We all must thank
those members who put in a huge
amount of effort to organize and
man the tent and to those who offered the use of their aircraft as static displays. Its two years until the
next airshow, put it in your calendar
Our pastime often brings unexpected benefits, and unexpected
experiences. Irene tells us of hers,
and probably makes many of us
envious at the same time!
The venerable Rod brings us his
tales of the unexpected. Unfortunately, as many of us have found,
’unexpected’ when a LAME involves
is often expensive!
My DAME column discusses unexpected incapacitation and the
changes to medical certification that
will make out lives easier (and
For those so equipped, the APS
Facebook page is now live! Please
visit for all the latest news and contribute to the discussion.
Safe flying all!
Scott Lewis
Newsletter Editor
Any advice contained in this newsletter has been prepared without taking into
account your specific circumstances, objectives, or needs. Before acting on any
advice given the Australian Piper Society Inc recommends that you consider
whether it is appropriate for your circumstances.
Greg Snell
Sandringham, Vic
Richard Hazeltine
Greensborough, Vic
Graham Mansey
Caloundra, Qld
William Hall
Cohuna, Vic
Adrian Thompson
Mildura, Vic
Britta Bruce
North Rocks, NSW
Family Member
From The
Left Seat
Happy New Year to all APS members, families and friends,
The year has started at an astronomical pace with some of the first events for the year already done and others fast approaching.
We had a new improved stand at Avalon, perfect location, plenty to see, a few give-aways,
and of course great fellowship. It was wonderful to see so many members dropping in. Our
tech guru was there on the Thursday and happy to answer questions, I would like to personally thank everyone that helped in the organising and the setting up and packing up of
the site, it took a lot of work and all hands were appreciated. See more on Avalon later in
the newsletter.
The Merimbula PPP being the first event for the year, was a brilliant event and in a magic
location. A full story will be in the next newsletter. Due to the demand we will be running a
third PPP for the year along with the Partner in Flight program so get involved and bring
your partner or right seat buddy. To book your spot at one of these events, give David Seddon a quick call or an email, he will be more than happy to assist you.
Our first fly away for the year is sneaking up. It will take in Ayers Rock, Kata Juta, Lake
Amadeus and many more amazing views in a simply stunning part of our country. Expressions of interest have been emailed out to you.
As usual your committee have been working hard to put together a great year for all members. Please check the website as it gets updated regularly.
Rae Percival
Toowoomba, Qld
Family Member
I encourage all members when they get a chance, to stop in at Bendigo, say g’day and
make yourself known. Adrian and the team at Bendigo are organising some great day trips
and long weekends. Everyone is welcome and the more the merrier. We will be adding the
events to our website so stay tuned.
Terre Holcroft
Mildura, Vic
Family Member
We are pleased to welcome the Royal Vic Aero Club along side. They are interested in
some of their pilots joining in on some events. This is very exciting and a great opportunity
for all concerned.
A friendly welcome our new members Richard Hazeltine, Greg Snell, William Hall, Adrian
Thompson, Graham Mansey, Britta Bruce, Rae Percival and Terre Holcroft and I look forward to catching up at one or more of the many flying events during the year.
With great excitement we have jumped into this year with progression and launched our
Face Book page. It is still in its infant stage and will take time to get some more events and
details on it to bring it up to speed. I urge you jump on the APS website, click on the FB
link on the home page and have a look. Please feel free to comment on what you think and
what you would like to see added. If you have your flying photos you would like to share
please add to our Dropbox.
Again I thank the entire committee including Rod and Scott, for their hard work and effort.
Your commitment is appreciated.
Safe flying to you all
Melissa Fisher
President APS
APS Does Avalon!
Display Aircraft
Ron Koenig
VH-DXF. PA28-140.
Mike Walker
VH-CVZ. PA28R-200
Preparation for Victoria’s massive airshow at Avalon began for the Australian Piper Society
months ago and with the help from many we managed to make our presence felt in the GA industry.
VH-TPW. PA28-161.
Bob Boyd
VH-PXG. PA32-300
Five days began with a display set up day that at
times could be likened to a circus tent with ladders
hanging photos from the roof and the walls. APS
Logoed fans (paddles) spinning in the wind and
cute “Angel Flight” teddies suspended on fishing
lines. Our banners blew about around the outside
of the tent while a Lycoming engine and a shiny
three bladed propeller welcomed our visitors to
step inside.
Jonathon Merridew
VH-CWW. PA28-161
Thursday was another Trade Day with a fairly brisk
flow through the tent.
Ian Thomson &
Irene Lawson
David Long &
Cath Lincoln
Melissa & Phil Fisher
Friday started as the day before and as the
afternoon presented itself open to the public
we had new faces appearing. This time with
children in tow! It’s wonderful to see their
bright questioning eyes, with what is for
some the first time they have been up close
with the huge aircraft on display. The evening show was loud with fire, lights and the
smell of aviation fuel creating a great atmosphere.
Mike Walker &
Michelle Tither
Saturday and the first full day open to the
public. It began with a flood of families and
the aviation minded making an early start to
see and experience the Hero’s of the sky.
Doug Johnson
All day there was plenty to taste, touch, see and smell and by the time the show began and the
earplugs were affixed it was time to settle back and watch. The speed of the FA18s, the noise
from the G17A Globemaster, the size of the USA B52 Bomber, the aerobatics of aircraft & helicopters, and the formation flying was all completely amazing. I asked a couple of children what
their ambitions were and as you would guess they all wanted to be pilots.
Rod Shearer
Adrian Basile
Faye Warren
Tony Collett
Ron Keonig
Gordon & Bronwynn McCaw
David Law
Duncan Morris
Our tent was in a great position with a steady flow
of people coming in and asking loads of questions
on who the APS were and what we do. Our displays created interest with visitors asking questions on our many flyaways
Ron Koenig invited children to sit in his PA28-140
and when they finally stepped out their smiling faces said it all. Budding aviators for sure! A very
popular initiative on the part of Ron
Most had left the area before dark and by 7.00pm
the weather was making some threatening signs.
At 9pm the front unleashed itself with severe wind
gusts followed by a downpour. No real damage but a few tents must have dug their pegs
in further in a show of defiance.
Sunday began sunny and with a slight wind the ground began to dry out. Again the surge
of people started early and the queues snaked over the tarmac waiting a turn of a walk
through the larger Military aircraft. The day flowed on with people coming into our tent for a
natter. Outside our tent our display of Piper aircraft created great interest with Rod again
lifting children big and small into his aircraft. Ron took the older children for a walk around
his plane explaining the ailerons, flaps etc. What a wonderful introduction those children
received. By mid afternoon it was time to start pulling our display down and pack it all away
till the next Avalon Airshow in 2017.
Opals and Rocks
10th - 16th May 2015
The saying “One man’s loss is another man’s gain” seems very fitting to
the Opals & Rocks APS Fly away. Unfortunately one member has had to
withdraw from the Flyaway leaving the door open for another to join in and
enjoy the Aussie outback with fellow flyers.
The flyaway will go from Broken Hill through to Coober Pedy, then Uluru,
returning over Lake Eyre. Get in contact for the opportunity to see some
of Australia’s most magnificent outback areas.
David Long
Tales of the
Ian Thomson &
Irene Lawson
Ian and I have flown our Piper aircraft into
many “unexpected areas” with Papua New
Guinea not being the very least. We think of
PNG as the hostile jungle off the tip of OZ but its beauty and the diverse land has
lured us back. This short story is one of those memory grabbing moments.
We flew out of Madang airport at 7am for a short flight. The flight itself was very picturesque flying coastal past the Manam active volcano offshore visible through low
cloud before flying up the coast to the mouth of the majestic Sepik River. We followed
the ever winding Sepik River inland over jungle vegetation to the Karawari River and
landed at Karawari on a grass strip next to the river. Children from the Kundiman Village were everywhere jumping about with excitement at seeing six light aircraft all land
and get left tied down for the next four days. The villages we flew into, some quite
remote had one thing in common. Everyone was smiling and made us so very welcome. Many of the children have malaria which doesn’t appear to take their smiles
away. Family influence is everything with everyone pitching in. This step back in time
for me was unexpected and very rewarding.
Waking up at Karawari Lodge I find
my bed draped in a mosquito net canopy. Peering out I take a look at my whole room.
Each free standing bungalow styled room is built from traditional bush materials and
has its own bathroom facilities. The vaulted roof is constructed from vegetation held
together to form a peak from which a ceiling fan is hanging. All in all it makes me feel
There is little sign of the previous day’s storm we experienced not long after landing
where holes had appeared in our thatched huts. It had been impossible to check the
aircraft out during the storm as debris made visibility non-existent.
After the storm
had passed a couple of the pilots travelled downstream in a canoe to where a security
team of natives with a feeling of great importance watched over the unscathed planes.
The next morning the weather was not conducive for our aircraft to fly on and we
found that the whole village had come out to wave us off.
Ian and fellow pilot Jim invited a couple of the children to sit in their aircrafts and
placed headsets on.
There were squeals of delight from all the children watching who jumped excitably and
uncontrollably about. We could have sat there all day just watching the locals happily
talking amongst themselves while the children, even the very young, black and as naked as they day they were born played in the dust, or on a couple of disused tyres or
anything that took their fancy.
Toys and material possessions are not to be seen
but these folks seem extremely happy. I ask myself why we adorn our children with
so very much and the answer is “because we can”.
Finally we start up with the engines blowing the air back where the children with their
little arms outstretched and the wind in their faces I am sure they thought they were
flying. One by one we are hurtling down the grass strip, taking to the skies and climbing fast to pass over the 13000ft mountains in our path.
PNG offered many unexpected experiences from challenging flying, ever changing
weather conditions and not really knowing what was around the next bend. For me
apart from the mind blowing flying were the people. Looking back into ever questioning eyes with huge smiling faces. The language barrier was broken and my heart melted at being able to hold and smell a new born baby watched over tentatively by a
mother. Our world as we see it has been enhanced with wonderful and treasured
The Legal
‘Unexpected’ in the realm of aviation this has the same meaning as’ Unpleasant’.
Any advice contained in
the Tech Talkback article
is provided for general
information only. It does
not necessarily apply to
your specific aircraft or
take into account your
Before acting on any
Australian Piper Society
recommends that you
consider whether it is
circumstances and seek
further advice from a
LAME familiar with your
Rod’s Version….
If you are an Aircraft owner
or pilot it is assumed that
you are a grown-up who
will realise that this advice
and comments are my own
opinion, and you will need
decisions regarding their
Unexpected things happen to aircraft from time to time. I had a call recently from a
customer who had suffered a propeller strike at a faraway airfield. He was taxying
along quietly minding his own business when the nose wheel sank into a largish hole
(it was a grass strip). In a split second there was a puff of grass & dirt. The prop was
slightly bent at the tips & the engine hadn’t been operating at much power. Still, it
meets the definition of a prop strike and Lycoming (in this case) dictates mandatory
actions. This involves what is known as an ‘Engine Bulk Strip’. This means
disassembling the engine, inspecting & repairing any damage found. This is different
from an overhaul and the engine when reassembled still has the same time remaining
on it.
Another unexpected aspect of this story is that the aircraft wasn’t insured. When you
add up the cost of repairing the Prop, Bulk-strip of the engine & road transporting the
aircraft (yes, wings off and a 4 hour drive) it will come in at a minimum of $15,000.
So the lesson from this story? Be careful when taxying, know the terrain & be insured.
One thing that wasn’t unexpected is the introduction of the new Airworthiness
Directive regarding Control Cables. (AD/GEN/87). This gem, which has not been
introduced by the FAA or other airworthiness authorities, needs to be complied with by
January 2018. It only applies to Primary flight control cables, that is Rudder, Aileron &
Stabilator (or elevator). It also only applies to cables that have the terminal fittings
swaged onto the cable. These are the cables that usually end in a threaded type
connection for fitment of a turnbarrel. If you have a Tri-Pacer, Comanche etc you may
find that you have the ‘Loop & swage’ type of cable end & this AD will not apply to you.
Any cable more than 15 years old will need to be replaced. I suggest that you
research your Aircraft Logbook & note all the references to when cables have been
replaced. This will potentially save you money as it means your Lame won’t have to
spend time extracting the info & you will have a baseline age on your cables.
A Short
Another unexpected thing that can happen is ‘Bill-shock’ after maintenance. To avoid
this, make sure you communicate clearly what work it is you want done. There is
mandatory work that has to be completed each service but there are also tasks that
can be left longer. For example, if you fly an average of 50 hours per year, keep your
machine washed & hangared, there is little value in cleaning & re-packing the wheel
bearings every service. It would make more sense to do this at longer intervals. There
are many tasks along the same lines & they will not impact on the safety of your
aircraft. If you are worried about the cost of an upcoming service, ask for the
inspection to be carried out & then for a discussion about the findings. Defects can
range from ‘show-stoppers’ all the way down to ‘this will make your machine look a bit
tidier’. Obviously ‘show-stoppers’ need to be dealt with before further flight but often
there are a few options on how to go about fixing the problem. So as long as you keep
in the loop with your maint. org. you may still have a big bill (aircraft can be expensive
despite all efforts) but not a ‘bill-shock’ as such.
Another thing that should not be unexpected is the date of your next Annual
Inspection. It is written on the top of your Maintenance Release (MR) and hopefully
also in whatever you use for a diary. I know of many people who have inadvertently let
their annual expire. When the MR has expired you need to apply for a ‘Special Flight
Permit’ from our good friends at CASA. It should not be unexpected that this isn’t a
free service by the good old regulatory authority. The minimum charge appears to be
in the order of $160. If the MR has been expired for any length of time they will want
an engine oil change etc carried before the ferry flight. If it has been a year or more
they will usually want the fuel drained & replaced as well. Short answer, don’t let your
MR expire.
Always tie your aircraft down when it is parked outside. Unexpected winds can cause
a great deal of damage (although Cherokees etc are not as susceptible as some other
makes). Still it’s better to be safe than sorry. Don’t do what one of my customers did
though, he taxied back in to the tie-downs after a flight & over the ropes which were
still loose on the anchor points. The Prop picked up the rope complete with steel end
& put a large nick in a relatively new blade. Ouch!
Keep those questions coming in.
Most people today think it
improper to discipline children, so I have tried other
methods to control my kids
when they have had one of
Since I'm a pilot, one method that I have found very
is for me to just take the
child for a short flight during
I say nothing and give the
child the opportunity to reflect on his or her behavior.
I don't know whether it's the
steady vibration from the
or just the time away from
any distractions such as TV,
video games, computer,
Either way, my kids usually
calm down and stop misbehaving after our flight together. I believe that eye to
during these sessions is an
achieving the desired results.
I've included a photo of one
of my sessions with my son,
in case you would like to
use the technique Should
work with grandkids also!
From The Email Forum….
Ben Rosmalen Asked…..
“I have a question about my PA28-160 Cherokee, I have attached 2 photos the earlier
one is of my plane when it was brand spanking new in 1962, owned by the NSW royal
aero club (different rego number back then), the second is of my plane now.
You will see on the side of the plane slightly forward of the windscreen, in the stripe,
there is something bolted there.”
Lloyd Shepherd
“It’s a venturi. With the airflow
through it, it could provide suction to
drive the gyroscopic instruments
(attitude indicator, directional gyro,
turn and balance). That size would be
able to drive 2 instruments at least.
Later versions came with a vacuum
pump so at least the crappy WWII
style gyros had (sort of) wound up for
take-off. “
The Venturi Tube….
In the early days, aircraft did not have vacuum pumps installed on them. Instead, the
vacuum that was needed to run the gyro instruments was provided by a venturi tube
mounted on the exterior of the aircraft.
These tubes work due to the “Venturi Effect”. As air passes through the constricted
section of the tube, airflow velocity must increase and air pressure decrease. This effect
is used to produce a suction force in the tube running off the side.
The artificial horizon and directional gyro require approximately 4" Hg suction; the turnand-slip indicator needs only 2" Hg. Venturi Tubes are labelled as 2 inch and 4 inch
tubes, a reference to their suction ability, not their size!!
Although this was a fairly simple design and did not rely on the engine for operation, it did
have its drawbacks. One of the biggest drawbacks is that they required airflow to work,
so adequate suction was not produced until you has been flying and even then it would
take a few minutes while the gyros
span up. Not what you want on
those night-time takeoffs!
because they were external, they
were also susceptible to icing and
produced some parasitic drag.
Venturi tubes were replaced by
engine driven vacuum pumps,
which produce (usually) reliable
suction any time the engine was
Of course, vacuum pumps are now
on their way out as they are
replaced by new generation
electronic instruments.
quite like a
CASA Medical
Unexpected incapacitation of the pilot or passengers is, thankfully, a rare event. Despite this, there are still frequent reports found in magazines (if lucky) and ATSB reports (if not) of the consequences of a pilot becoming unwell in flight.
Much of the medical certification process we are all subject to is design to mitigate this
possibility. The standard that CASA, and by extension DAMEs, have to work to is
known at the 1% rule. That is, the risk of a medically incapacitating event should be
less than 1% per year. This is most strictly enforced for Class 1 Medicals, where we
are required to calculate a cardiac risk each time and refer for further testing if the risk
is more than 1%, even if there has never been any indication of heart problems.
The main causes of sudden incapacitation in pilots are kidney stones, gastroenteritis
and abdominal pain, sinus pain and cardiac issues. While rare, all of these have the
potential to render a pilot unable to partially or completely control the aircraft. I have
written about kidney stones in the past, and cardiac issues are either unpredictable or
picked up through the medical certification process. Other causes of incapacitation,
however, can be predicated and managed.
Gastrointestinal Illness
Almost everyone has suffered from gastroenteritis or food poisoning at some stage.
As such, I don’t need to tell anyone how quickly you can go from feeling a little seedy,
to having your stomach contents evacuate themselves one way or another!
There is little that can be done in these cases, however a short thought before take-off
considering whether you feel fit to fly is the best prevention.
Sinus Congestion
Sinus pain is common. Very common. Most of us have had it at some stage, usually
on descent at the end of a flight. If not us, then our passengers have.
Generally you will be aware that you have congested sinuses. If you are congested, if
you have blocked ears, just don’t fly. Its that simple. If you must, don’t go to altitude.
Sinus sprays and decongestants can be helpful, however be aware that some decongestants, particularly Psudoephedrine, have flight safety consequences and should
not be used.
If you do get sinus pain on descent, the best you can do is climb until the pressure is
reliever, then come down slower, allowing your ears to equalise on the way down.
Don’t be afraid to do this, ATC was very helpful to me when I had to do this for a passenger on approach to Adelaide a few months ago.
While so much of this advice sounds obvious, there are plenty of pilots who have fallen into the trap of “get-there-itis”. On occasion we can all admit that at least once we
have flown when we have been feeling a little under the weather, or tired, or emotional, or pressured.
Set your limits. Make them conservative and stick to them. We would all much prefer
our colleagues arrive late, or make a phone call cancelling, rather than hearing later
that they won’t be arriving at all.
Stay safe out there.
Scott Lewis
CASA is making further improvements to their medical
certification process and the
internet-based interface that
DAMEs use for medical certification.
For many, many years the
paper-based medical was
the bastion of the system.
About 5 years ago this began to be replaced by the
system known as MRS,
which moved the DAME
record system online. This
system still had many drawbacks, not the least of which
was the DAME’s inability to
see any history of the pilot.
CASA is currently going
around the country running
training courses for the new
MRS Version 2 which will go
‘live’ later on this year. Apart
from big improvements to
the interface and access to
Pilot history, there will also
be changed to procedures
for pilots.
Prior to attending the DAME
for your medical, you will be
required to log on to the
CASA website, complete
the medical questionnaire
and pay the $75 medical
fee. The system will streamline the actual appointment
as this information will be
available to the DAME. You
will also be advised of any
reports or tests that will be
required for your medical.
While it is easy to be cynical
about CASA some (most) of
the time, I’m quite excited
about the improvements
that MRS2 will bring.
Basic Flying
Lilydale PPP
Saturday 11th
April 2015
Flying over the beautiful Yarra Valley! How lucky are you!!
'Try to stay in the middle of
the air. Do not go near the
edges of it. The edges of the
air can be recognized by the
appearance of ground, buildings, sea, and trees. It is
much more difficult to fly
You could gain more enjoyment with an even better knowledge of your own aircraft or any
aircraft you fly. Come along to the next Australian Piper Society Pilot Proficiency Programme
(PPP) especially designed for safety in the air. Our PPP has been designed around, but is
not unique to, Piper aircraft. We cover many aspects of your aircraft from hydraulics,
mechanical and electrical systems, along with different models, current aircraft issues,
handling, flight planning and weather.
Have a look over one of the latest Cirrus models on Sunday and get introduced to the Garmin
Come along and have an indulgent weekend of flying with like-minded aviators. Find out why
people keep coming back to do the PPP year after year!
Full details on the website:
'If you hear me yell; "Eject,
Eject, Eject!", the last two will
be echos.' If you stop to ask
"Why?", you'll be talking to
yourself, because by then
- Pre-flight briefing from an F15 Pilot
Sunshine Coast
4th to 10th July
Tower received a call from a
crew asking, "What time is it
Tower responded, "Who is
The crew replied, "What difference does it make?"
Tower replied "It makes a lot
of difference. If it is an American Airlines flight, it is 3
o'clock. If it is an Air Force
plane, it is 1500 hours. If it is
a Navy aircraft, it is 6 bells. If
it is an Army aircraft, the big
hand is on the 12 and the little
hand is on the 3. If it is a
Marine Corps aircraft, it's
Thursday afternoon and 120
minutes to "Happy Hour".
It's been some months now since the thought of a
fly away to sunny Queensland. The focus was on
Great Keppel Island with the Sunshine Coast as a
stopover for a few days.
'When one engine fails on a
twin-engine airplane, you
always have enough power
left to get you to the scene of
the crash.'
-Multi-Engine Training Manual
'You know that your landing
gear is up and locked when it
takes full power to taxi to the
- Training Manual
Ended up the airstrip at Great Keppel Island has been closed to us flying fun loving people
and is open to commercial operations only. This left me upset that all you aviation lovers
would not experience the flight to the Island.
However, Emu Park Airport is nearby. We
can land at Emu Park and travel by taxi a short distance to the Ferry and over to Keppel
Island or, as us locals know it as "GKI".
There is a James Bond Theme to the week, with prizes. Plus focus is on relax and enjoy.
Yes!, a boat ride around the island and will work on a fishing day
To get some numbers rolling we are asking for your expressions of interest at this stage to
arrive Sunshine Coast Saturday the 4th of July for a weekend on the coast and depart
Monday or Tuesday for Emu Park - ferry ride to Keppel Is to the accommodation for another
couple of days.
You will love Great Keppel Island.
Still working on number of days on Keppel.
Would love your feed back. Please pass on
your interest no later than the first week of
April, just after Easter.
Please Contact :
Graham Mansey
Aldinga Partners
In Flight Course
Merimbula APS
Partners In
Flight Course
What to Expect
Tracy Seddon
Dave: “The Australian Piper Society are holding a training program in Aldinga SA, they are
incorporating a Partners Proficiency Program – Wanna go”?
Tracy: “ Right O - book us in!”
OMG! – What have I just agreed to? I know absolutely nothing about flying, controls or
buttons in the cockpit. I crashed the simulator at home on a grand scale – Oh boy!
I’ve had one flight for 40 minutes, sitting in the rear seats, in and around the Sunraysia area
with the moral support of my son. Now I’ve agreed to travel for a couple of hours (with no inflight toilet) across the middle of nowhere to reach the ocean.
The day arrives. My part-time pilot husband is beaming from ear to ear, we are off on a
weekend away via his trusty Piper. So, a very small cup of coffee, along with minimal milk on
the daily ritual of cereal starts my Friday morning. We arrive at the airport with minimal
luggage. I’m sure the pilot’s briefcase is heavier than anything I’ve packed. Off to the hanger,
remove PJ’s from the Piper, completed external checks and loaded up.
Sitting before me is a dash full of dials and gauges which mean nothing and make no sense
to me at all. Our flight is smooth and enjoyable.
The Piper Society had arranged accommodation at the local Big Four Caravan Park in onsite
cabins. We met up with other couples and were transferred back to the Aldinga Airport for a
BBQ dinner hosted by the local club members.
The Big Day!
After an introduction by our instructors; we introduced ourselves and outlined our flying
experience. Many of the partners had hundreds of hours of flying experience - me, 155
minutes total GA flying ( yes minutes).
The course was designed from the start to deliver a basic knowledge of the aircraft controls
and how to get out of a sticky situation should the need arise. Control Column, Moving the
Nose Up and Down, Rolling the Wings Left & Right, Pedals on the Floor, Flaps, Power,
Compass, GPS, Communications and Landing. I soon realised that it wasn’t a prerequisite to
have been a girl scout, the compass I had been familiar with looked nothing like the
directional Gyro installed. I was really comfortable with the Phonetic Alphabet, this surprised
most of the partners. I revealed that I worked in the Travel Industry in a previous life and this
was my second language. We learnt about placing a Mayday call and communicating with
others on the radio network. Not to be shy, as they can prove to be helpful in a stressful
At this point we had been fictitiously flying around, had an incident with our pilot, made a radio
call and advised of our location so now - to land. Our aim was to land safely, it didn’t have to
be pretty, didn’t matter that we broke the aeroplane – as long as we were able to walk away
safely. After final discussions on what if, or how do I…etc, we chilled out after an intense
couple of hours of theory and were treated to a walk-through of many of the hangers at the
airport which housed a variety of aircraft.
Now to put our basic survival skills into action we tackled the simulator cockpit. This was an
amazing experience, watching budding partner pilots navigate their way towards Adelaide
Airport on the simulator screen, completing radio calls, keeping an eye on their airspeed,
height and attempt to safely land. Just being in the room watching all of this got the heart rate
Now it was my turn…and, yes I landed successfully and safely on the grass. I was hot and
flustered after this experience. Time for lunch!
On the way home I had plenty of questions for my pilot, he now has now invented a new rule,
“Sterile Cockpit Below 10000 feet” which apparently means no talking (Unable to find any
CASA documentation to support this)
Overall - an very enjoyable, informative weekend with great people from all walks of life!
“Tracy has since had many enjoyable flights and has also flown Piper Arrow LYA from the left
seat at the Narromine PPP with one of our very talented and patient instructors”
Whilst based around the
unlikely scenario of pilot
incapacitation, the half-day
course is really designed to demystify the process of flying an
aircraft, so that the non-flying
partner may feel more at ease
in the cockpit, and participate
more actively in the flight.
The course was conducted at
Merimbula, March 2015 with 3
participants, Rae, Britta and
Topics touched upon included
principles of flight, aircraft
controls and instruments,
navigation using GPS, radio
communication, and approach/
landing technique. The
presentation was informal, and
there were lots of questions
and discussion from the
partners, which demonstrated
their interest and enthusiasm.
The classroom session was
held on Saturday morning, and
following lunch, the partners
were given the option to go for
a flight with the course
instructor to put their newfound knowledge into practice.
Feedback from the partners to
date has been positive, but
there is always room for
improvement and refinement,
and so any suggestions for
future presentations would be
greatly appreciated.
Colin Burns
Course Presenter
APS Partners in Flight Course
Melissa Fisher
Mob 0458 172 999
Australian Piper Society Events
11th April 2015
PPP and Partners Course
Lilydale, Vic
David Seddon
David Long
10th-16th May
Opals and Rocks Flyaway
Coober Pedy, Alice Springs
and Uluru
David Long
4th-10th July 2015
Sunshine Coast Flyaway
Graham Mansey & Alan Dalrymple
September 2015
PPP and Partners Course
Orange, NSW
David Seddon
November 2015
Annual General Meeting
Milissa Fisher
Bass Strait Islands Flyaway
David Long
January 2016
Other Events
Many more at
28th March 2015
Asses Ears Fly-away
Grampians, Vic
Bendigo Flying Club
Adrian Basile 0419 802 113
12th April 2015
Barossa Airshow 2015
18th April 2015
Temora Fly-away
Bendigo Flying Club
Adrian Basile 0419 802 113
2nd-3rd May 2015
Wings Over Illawarra
23rd August 2015
Outback Air Race 2015
Vice President
Adrian Basile
Ph 03 5450 3577
Mob 0419 802 113
Barry McCabe
Ph 074622 6411
Mob 0409 226 411
Irene Lawson
Ph 03 5988 4608
Mob 0401 775 782
Pilot Proficiency
David Seddon
Ph 03 5023 5162
Irene Lawson
Ph 03 5988 4608
Mob 0401 775 782
Committee (Forum)
David Long
Ph 03 9751 0757
Mob 0408 345 278
Committee (Social)
Ned Gloster
Mob 0424 031 447
Scott Lewis
Mob 0428 454 337
Technical Advisor
Rod Shearer
Mob 0419 717 212
Was this manual useful for you? yes no
Thank you for your participation!

* Your assessment is very important for improving the work of artificial intelligence, which forms the content of this project

Download PDF