Schofields Flying Club Ltd - 1 Tower Road Bankstown Airport 2200
(PO Box 200, Georges Hall, NSW 2198 AUSTRALIA)
Phone: +61 2 9773 3611 Email: mail@schofields-flying-club.com.au
SCHOFIELDS FLYING CLUB NEWSLETTER - SEPTEMBER 2007
Polair Citation Observers Jason Cook and Linda
Dokmanovic 'pretending' to handcuff Pat Watson
Welcome to the September 2007 edition of Schofields News. There are the usual plus some new features - President's Notes by Mike Allsop, Ask the CFI by Pat Watson, X-File X078 (Kawasaki Ki.64) by Anthony Coleiro, Tassie Flyaway Day 11 by Fran Cahill, Victor 1 (a great place to fly) by Peter Blackbourn, Club Relocation (progress update) by Grahame Smith, Changes to Flight Watch compiled by Latrodectus, Tassie Flyaway Day 12 by Jean Swain, and The Last Word from Latrodectus. As well, there's some of the usual administrivia that you've come to expect. So, read on and enjoy!
AUGUST NEW MEMBERS: Welcome to David Bettridge, Wolfgang Reh, Mark L Russell, James Drysdale and Kevin Burman. Prospective new members of the Club can download a Membership Application Form (174kB pdf) here. Note that it is still necessary for new members to attend the Club in person with photo identification before applications can be processed.AUGUST DUTY PILOT DRAW: The Volunteer Duty Pilot Monthly Draw for July ($50 free flying) goes to Bill Dawes and Julian Wilken. The Club appreciates the efforts our tireless band of volunteers generously gives in helping their Club and this is one small way of saying thank you!
EQUINE FLU: A Temporary Restricted Area (TRA) has been established over the Eastern Creek Quarantine area. Pilots may avoid this area by maintaining an altitude not lower than 1200 feet AMSL to comply with the TRA upper limit of 1000 feet AGL. The TRA remains in place until the end of September. The following NOTAM refers.
PRD C3714/07
TEMPO RESTRICTED AREA ACT WI 1NM RAD OF PSN S33 47.8 E150 51.1
(NEAR EASTERN CREEK NSW) DUE EQUINE QUARANTINE AREA
SFC TO 1000FT AGL FROM 08 280615 TO 09 301400
CLUB COMPETITION: For our next competition at Warnervale on Sunday 16th September we will add spiral recovery under the hood to our instrument flying. The sequence is instrument flight, spiral dive recovery, forced landing from 2,500 feet, low-level circuit and spot landing. Cost is $80 and $20 for an extra circuit - this is dual flying with Wayne Russell (but it still counts) so you can use it to regain currency. If you'd like to join us, please phone the Club on 9773 3611 and add your name and phone number to the list. Also we'd like a pilot to ferry Warrior HQR to YWVA and another to fly back and this can be done dual at private hire rates - it takes about 45 minutes and is a great opportunity to lean or re-learn the Lane of Entry. More...GPS TRAINING: A GPS Training Course will be conducted at the Club on Sunday, 23 September from 9:30am to 4:00pm. Printed course material will be supplied and there will be practical exercises using the Garmin GNS430 receiver. Book and pay ($200, including GST) by Friday, 14 September to secure your place. Lunchtime sausage sizzle included. More...
DIARY DATES: The Club has a number of social and flying activities planned for 2007. You can check full details on our Coming Events page. Below is a summary of the programme for September and October 2007:
| Sat | 01 | September | Opal Tour departs Details (358kB pdf) | Clubhouse |
| Sat | 15 | September | Opal Tour Returns | Clubhouse |
| Sun | 16 | September | Club Competition | Warnervale |
| Mon | 17 | September | Committee Meeting | Clubhouse |
| Sun | 23 | September | Last Light Drinks | Clubhouse |
| Mon | 01 | October | Labour Day Public Holiday | |
| Sun | 07 | October | Club Competition | Warnervale |
| Mon | 15 | October | Committee Meeting | Clubhouse |
| Sun | 21 | October | Breakfast Competition - 6:00am to 9:30am | Bankstown |
| Sun |
28 |
October |
GPS Theory Course Last Light Drinks |
Clubhouse |
Mike Allsop
Well it's all happening around the Club at the moment, as they say. We've done a lot of work to ensure we keep flying over the APEC period within the guidelines given to industry. You will have seen special flight planning procedures in place and I'm pleased to say our "company procedures" for handling the air defence requirements seem to have worked really well. This is a minor inconvenience to us, and we are not complaining. Imagine how our US friends feel with a traveling Prohibited Area surrounding every move of the President. Chinese aviators do not even have a private or GA sector, so no need for us to whinge!
The smartest lot are those on the Opal Tour which left on Sept 1 and are not back until after APEC. Great planning there. There are several Club aircraft on that tour, but plenty left for the rest of us.Our CFI Pat Watson has been rostered to assist with various patrols in a Cessna Citation jet for NSW police during the APEC period. We are pleased that he was selected for task, and equally pleased to donate his time as required to this exercise. There is no material impact on us in having him assist the Police, given the shape of the roster.
CFI Patrick Watson on patrol in TRA R902 We look forward to the unclassified versions of any tales he may be able to relate for us.
On fleet matters, by the time you read this Aerobat SRY will be back on-line sporting a fancy new paint job. Our neighbour next door, Rob Rowe of Rowe's Aeropaint has done a fabulous job as you will see. Not only has the paint been done, but she now sports dual comms, including a Garmin VFR GPS/Comm, along with a new ADF and Garmin audio panel. Club member Peter Flanagan of Pacific Avionics did a great job in getting this package together. SRY is now probably the best in the business - whether you want to aerobat it or not! The Club fleet of Cessnas is a great way to get into aviation economically, and for private flying as well. Give 'em a go, as they say.
Did you join us for the simulator day on August 26th? We had a great turnout of our members trying their hand at a full motion GA simulator parked out in front of the clubhouse for the day. As you know we have a good static simulator for IFR training and currency. We are considering the next step with simulator services, and were pleased that the suppliers of this great device were able to let us use it for the day. The motion and internal screen representation is uncanny - but a bugger to taxi if I remember! If you have any thoughts on this please drop me a line.
Our clubhouse construction effort is getting a good head of steam. If you were to go over there now you would see the framework pretty much complete, now awaiting brickwork and roofing before the longer task of fitout commences.
Secretary Grahame Smith and General Manager
Nelson Crawshaw survey the new clubhouse site Weather has been relatively kind so far, so fingers crossed. Our Relocation Subcommitee of Grahame Smith, John Young and Nelson Crawshaw have regular progress meetings on site, and are carrying our interests very well. Our next job is to finalise the aircraft parking plan (ie what, where, pointing which way, how accessed, standing on what etc). We should have that done by October so that we can check our layouts.
Got any ideas for how to use a hangar? The heritage hangar next door to our new clubhouse has become available for us to consider as well. We have not yet progressed the matter, so please drop me a line if you have a view about hangar economics and general utilisation.
Finally, and again relating to the new site, we have received a number of calls from private owners in the rows of T hangars to the south of our site indicating their interest in the activities of our Club and what we offer the private pilot. We have several owner-pilots as members, and we cater for all interests as you know. We look forward to welcoming new members in the near future. On the other side of the coin, we hope to become good neighbours with all tenants on the eastern side of the field, and to collectively boost the overall level of interest in aviation to our mutual benefit.
In the meantime, enjoy flying for the balance of September. See out at the Club sometime
Mike Allsop
President SFC
Patrick Watson
COMMUNICATION BLOOPERS: I thought, this month, I'd share a few thoughts on radio calls, including a few strange ones I have heard. Effective communication requires many things, including a quiet environment, no distractions, levelling, same language, same word and meaning interpretation and finally, some form of feedback to ensure the message has been received, understood, and interpreted as having the same meaning as the sender intended.Most of those requirements are missing in our aviation environment. To overcome these shortcomings, we have standard phrases and words whose meanings are exactly defined. For example the phrase "go ahead" does not mean move your aeroplane ahead on to the runway. It is defined in the AIP as "transmit your radio message".
This month, I thought I might tell you about a few calls I have heard, from pilots who probably should know better, and added comments about perhaps what they should have said.
| WHAT WAS HEARD | COMMENT |
| "Any traffic in the area, please advise" (126.7) | Please advise what? What area? 126.7 is a MULTICOM frequency and covers a lot of non-towered aerodromes. |
| "Cessnock Traffic, Alpha Bravo Charlie, turning base, touch and go" |
Which Runway? Intentions are required to be included in the turning final call. |
| "All stations, Alpha Bravo Charlie is lining up on the duty runway" | Where? What Runway? |
| Tower: "Alpha Bravo Charlie, are you for a full stop or a touch and go?" Response: "Alpha Bravo Charlie" | Does that mean "yes" or "no"? |
| "Orange Traffic, Xray Yankee Zulu, overhead Orange maintaining 5,000, tracking for Bathurst, Orange Traffic." Response from another aircraft "Alpha Bravo Charlie, I'm here too" | Would be handy if he said his altitude, direction, and if he is directly overhead. |
| "Camden Traffic, Alpha Bravo Charlie, downwind touch and go" | The approved radio procedures now suggest you should give the call when turning, so that other pilots know exactly where to look. Would also be nice to know which runway, especially at Camden where the circuits are on the same side of the aerodrome. |
| Tower: "Alpha Bravo Charlie, runway left is available. Advise?" Response: "Alpha Bravo Charlie" | Does that mean he will accept runway left or not? |
| Tower: "Alpha Bravo Charlie, do you have an instructor on board?" Aircraft: "Alpha Bravo Charlie" Tower: "Alpha Bravo Charlie, does that mean yes or no?" Aircraft: "Alpha Bravo Charlie" |
No comment |
| Near Orange (a loud indignant voice): "Aircraft on the Runway, I'm on short final" | Which runway? Which Airport? |
| Overheard on 126.7 near Cessnock: "All stations, Cessna Alpha Bravo Charlie, taxying for the northern runway, departing for Taree" | Is this the runway that's located to the north of the airport, or the northbound runway, or the runway whose threshold is at the northern end? At what aerodrome? Could be Cessnock, Warnervale, Maitland all in close proximity. On a good day, many distant aerodromes on the same CTAF frequency can be heard. |
| Overheard at Hoxton Park. "Hoxton Traffic, HQR downwind". Anonymous: "Which Runway?" HQR: "There's only one" (Said in a tone of like hellooooo stupid). Anonymous: "But it's got two ends" Long Pause "Oh, ... sorry ... ahhh 34" | No comment |
| "All stations Tumut, India Juliett Kilo, ten nautical miles northeast, inbound" | He should have said, "Tumut Traffic". Instead of "ten" he should have said "one zero". The word "nautical" is superfluous, what other types are there? |
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Included in our Operations Manual is a handout from Bankstown Tower on recommended Bankstown GAAP radio procedures. It's worthwhile reading and you can download it HERE (9kB pdf). You can also download the Camden GAAP radio procedures, supplied by Camden Tower (13kB pdf).
APEC: I recently applied for a position with the NSW Police Air Wing, flying patrol work in a Cessna Citation during the APEC period. I was lucky enough to be offered and of course, accepted the position. Our job is to patrol the temporary restricted area R902, find any errant aircraft, identify them, communicate with them and help them exit the restricted area.
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CFI QUIZ: Last month, I posed the question: "Can you suggest a method of finding any direction by observing the Moon?" I added, "This method will work day or night at any time the moon is in the sky, except a full or new moon. (There's a clue)." The simple answer I was after (from my Boy Scout days) "The horns of a waxing moon point east". A "Waxing Moon" or a Crescent, is growing towards a Full Moon.
East is to the right in the above picture. A "Waning Moon" is decreasing towards a New Moon. How to tell a waxing from a waning moon? With a waxing moon the dark side is to the right and a waning moon, the dark is towards the left. Len Diekman was first and gave a very comprehensive and complex answer which was so intricate, technical and good, I just assumed was correct. Troy Smith also gave a very good and correct answer.SOUTHERN CROSS: A couple of people asked how to tell direction using the Southern Cross. Again from my Boy Scout days - here is the method we used. This is easy to do. (it looks more complex than it is). Find the pointers, draw an imaginary line between them and bisect that line, draw a perpendicular line down from the bisect. Draw an imaginary line joining the top and bottom stars of the Cross. Where this line meets the pointers' bisect perpendicular line, draw another imaginary line straight down to the earth. Where it touches the earth is True South.
THIS MONTH'S QUESTION: Our esteemed club member and recent guest speaker Roy Fox, is currently refurbishing a Tiger Moth which will be made available to qualified Club Members. Unfortunately, due to its age, value and maintenance costs, its hire charge will be fairly high.
| Tiger Moth | Warrior | |
| Cost per Hour | $200 | $180 |
| TAS | 80 knots | 95 knots |
| Trip | YSBK - YWVA | 50NM |
Until next month, Happy Flying
Patrick Watson CP/CFI
Anthony Coleiro
Kawasaki had designed the Ki.64 as a twin-engined centre-line thrust heavy fighter. Its design concept was most advanced for its time and was rather unorthodox in its layout compared to other Japanese fighters in those war years.
The aircraft was semi-monocoque all metal in construction and had tandem mounted engines driving contra-rotating propellers. The engine was the 2,350 hp Kawasaki Ha.201 twenty four-cylinder inline inverted 'V' engine, it was actually a pair of Kawasaki Ha.40 engines (Daimler-Benz DB 601A) mounted fore and aft of the cockpit. Cooling of these engines was achieved by stream vapour fed from condensers on the wings; these covered 3/7 ths of the wing area.For offensive firepower, it was proposed that the aircraft would be fitted with four 20 mm cannons or two cannons and two 12.7 mm machine guns.
Design work on the aircraft had begun in 1939
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From the first four test flights it was found that the contra-rotating propellers needed modification. The propeller arrangement was a controllable pitch propeller in the front and a fixed pitch in the back. It was decided to fix this while the aircraft was out of action. The development of the propeller took a lot longer than had been anticipated and by this time the war had entered a critical phase for Japan. The project was subsequently suspended; never to be restarted when the end came for Japan.
ACKNOWLEDGEMENTS
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The Complete Book of Fighters - William Green Gordon Swanborough |
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War Planes of the Second World War - Fighters Volume Three - William Green |
Anthony Coleiro
Huxley Hill wind farm
Day 11: 5 Jan 07 - King Island
T he rain finally caught up with us. It was more of a nuisance than anything else but it gave everyone the chance to justify bringing wet weather gear. Our driver for the day was John! We passed Latitude 40 degrees South on the way to the Calcified Forest, which was formed when calcium-rich sand cemented around trees and roots. When we visited Seal Rocks there were no seals, and hadn't been for a considerable time. Even though there were quite high cliffs there were penguin tracks to be seen. On the return journey we stopped at the Settlers Grave. It recognized the contribution of Elizabeth Bowling to the early settlement of King Island. Further along we sighted and photographed Belted Galloway cattle, first seen on Bruny Island.
Then we crossed Ettrick River, renowned for its fresh water black swans. Our next stop was at the Huxley Hill wind farm. It has 3 smaller turbines of 250kw capacity with fixed pitch commissioned on 17/3/1998, and 2 larger ones of 850kw capacity with variable pitch commissioned on 26/2/2004. The electricity is stored in Vanadium Redox batteries having no fixed metal anodes or cathodes. They use separate storage tanks and membranes cells. This farm can provide just under ˝ the capacity needed on the island.Lunch at the Gem Motel was a welcome break and was provided by John (our driver), Geraldine & family.
Cape Wickham Lighthouse The King Island Yoghurt that came with the fruit salad was a real hit and hey! Who said we needed to count the calories? After lunch we passed the racecourse, crossed the aptly named Porky Creek and arrived at the King Island Dairy. Suffice it to say we found that lunch was rather an overkill. Between tastings and purchases the bus was considerably heavier thereafter. On our way to Cape Wickham Lighthouse we saw "James Bond" on the hillside-the words anyway! The next point of note was Egg Lagoon, the greenest part of the north of the island. Black swans used to nest there. Cape Wickham Lighthouse at the Northern tip of the island, is the tallest in Australia, and it tested the ingenuity of the photographers. Our last general stop was at Penny's Lagoon, which is a suspended lake. It is "suspended" on a leaf/vegetation base, had beautiful white sand and cooold water. Along our return to Currie we saw lots of turkeys in paddocks.
King Island is notorious for its shipwrecks, and there are signposts all around the island pointing them out. After dropping off our less intrepid travellers we visited the Kelp Industries. The seaweed meal is exported to Scotland for use in the alginate industry, and also used in animal feed and soil conditioning. The kelp used is "cast" seaweed i.e. seaweed dislodged by wave action and drifted by tidal movement to the nearest shore. Only 5% of washed up kelp is suitable to collect as the rest breaks down under water.
Dinner at night was the last time the whole group was together and was in the restaurant at the Boomerang by the Sea motel. The views across the golf course to the sea were fantastic, the food went down well and through Wayne's fines and donations, $240 was raised for Angel Flight.
Fran Cahill
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Author, Author...!
One of the joys of attaining your PPL is the array of scenic flights made available in the Sydney basin. Victor1 is without doubt one of the most scenic routes that can generally be experienced in a single timeslot (Arrow JRY) from YSBK. However, like all flying good planning and attention to detail is the key to a successful sortie.
My last two flights from YSBK have taken in Victor1. Fellow staff from my work place have jumped at the chance for such an experience and as their custodian for the duration of the flight I am very much aware of my responsibility as PIC. I apply the same approach whether I am solo or with PAX. 80% planning with 20% flying is what we learnt as students and this has not yet let me down. It is a principle I apply to all my flights irrespective of any familiarity. I never underestimate how easy it is to stray from a flight path, either vertically or horizontally.The boundaries and limits of the Lane of Entry as well as Victor1 have seen an increase in airspace infringements of late. As a couple of our members have made the list here I thought I would share with you the approach I take to these short, but restrictive flights.
My starting point is the currency of my documents. Have I updated my ERSA and VTC and checked for any changes for the proposed route. I then draw up a brief flight plan and chronological information list for the main flight points. This includes:
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Frequencies: | What is the next freq to have on standby and when does it change |
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Waypoints: | Where are the main ones and what are the LL for each |
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Boundaries: | Location of reference points to ensure I am on track and at the right altitude |
I print this in landscape and stick it to the back of my flight info clipboard. This also makes a good "security blanket" for my front PAX.
Generally I will preflight the aircraft before my PAX arrive. After sign-out the life jackets are distributed and the usual briefing given. Once we are belted in and the ATIS to hand I note the nominated RWY and appropriate departure altitude before taxiing.
Remain east (left) of the yellow line at 500 feet After departure and having crossed the pipeline to the North its time to climb to 2000ft, however I level out at 1900ft. This means any slight increase in altitude will not see the LL breached. Same principle after reaching the strobe at Pennant Hills, climb to 2500ft and level out at 2400ft. Then onto Hornsby Station and a right turn towards Narrabeen Lakes. By the time I am over the water and turning right towards Victor1 I have descended to 1000ft before Dee Why with landing light and electric boost pump now on, 120.8 for Victor1 on standby. A further descent to 500ft by North Head and flip frequencies. Now it's really time to pay attention.
With all of Victor 1 over water and at 500ft, not above or below, alert to the altimeter while keeping your eyes out the windscreen for other aircraft, listening for positions, following the Victor 1 lavender dots and not drifting towards the coastline. It would surely be easier to be a one handed juggler. But who would have it any other way!
At Maroubra I do a rate 1, 180o left turn after broadcasting my intentions on 120.8 maintaining a careful lookout for other aircraft as well as paying attention to my altitude. For this northbound leg it's the flip side of before, but more water between us and the shoreline.
With a return trip via Pittwater and down the lane we are soon at PSP at 1500ft this time, in bound for YSBK. Another great flight is entered into my log book.
Being a number cruncher in Civvy Street, I enjoy the planning part. As the saying goes about the 6 Ps Prior Planning Prevents Particularly Poor Performance (slight variation to Wayne Russell's version), but I will admit the flying bit comes out ahead. I hope you have enjoyed my Victor 1.
Peter Blackbourn
Grahame Smith
Most Club members would be aware that we are moving to new premises in 2008. In late 2006, the Board established a "Relocation Sub-Committee" comprising John Young, Nelson Crawshaw and Grahame Smith to oversight the building of the new Clubhouse. I am delighted to report that finally the contract with the builders, Masterton Homes Pty Ltd, has been signed and work is underway.
Excavations done, sub-slab drainage in place and the cement slab foundations have been poured. At the time of going to press the framing had arrived and was in the process of being erected. With a little weather luck all the framing and roof will be up and ready for the brickies within the next few weeks.Vivianne Blackbourn and Suzanne Arnel have also been lending a valuable hand with the selection of colours and styles for bricks, tiles and carpet. Vivianne has taken a special interest in the design and layout of the new commercial kitchen and bar areas.
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The project has had a long and, at times, tortuous gestation. We have encountered quite a few delays along the way with site problems, consent authorities and legal issues. However, I am confident that most difficulties are behind us.
In the months ahead as the building gradually comes to completion, we will be planning what is hoped to be a smooth transition from Tower Road over to the new Club at Birch Street Bankstown. Director Peter Whiteman is taking an active lead in arrangements to clean up the old site prior to vacating and is organizing the transfer of those bits and pieces that we will be taking across for reuse at Birch Street.
Prior to occupation of the new Clubhouse, the organizing committee may need to call on some general volunteer help to move items, fill skips with rubbish and the like. Please keep an eye out for calls for help in this department. We will give you plenty of notice and sure would appreciate your help.
I'll keep you posted on developments in future newsletters.
Grahame Smith
Secretary, SFC
CONSOLIDATION OF VHF FLIGHTWATCH SERVICE - COMPILED BY LATRODECTUS
Domestic FLIGHTWATCH console
A review of the existing VHF FLIGHTWATCH function has been undertaken by Airservices in accordance with their Safety Management System. The current on-request in-flight FIS is provided on a range of discrete VHF and HF frequencies as well as ATC VHF frequencies. The review has determined that the service currently provided can be effectively and more efficiently provided utilising existing HF and ATC FIA VHF frequencies.
From Monday 20th August, between the hours of 2200 - 0100 UTC, Monday to Friday, the discrete VHF frequencies advised in GEN-FIS-4 have not been available. During those hours the FLIGHTWATCH function continues to be available on HF and ATC FIA VHF frequencies. NOTAMs have been published to this effect.
SARWATCH CANCELLATION BY PHONE C3533/07
IFR PILOTS CANCELLING SARWATCH BY PHONE ARE
TO CALL ATC CENTRES ON 07 3216 3127 (BRISBANE ATC)
OR 03 9335 6671 (MELBOURNE ATC) VFR SARTIMES
PHONE FLIGHTWATCH/SARTIMES ON 1800 814 931
ERSA GEN-FIS REFERS
FROM 08 162321 TO 11 160400
From 27th September 2007, the VHF Flightwatch service will be progressively transferred from most of the discrete VHF frequencies advised in GEN-FIS-4, and the HF and ATC FIA VHF frequencies will become the permanent frequencies for all FLIGHTWATCH services.Notification of all details and associated dates of cessation of Flightwatch availability on specific VHF frequencies will follow soon in the form of AIP SUPs. AIP documentation will be amended at routine publication dates to detail end state availability of the service.
The rules and procedures for requesting and receiving information as detailed in the references above will otherwise remain unchanged.
Jean Swain
Day 12: 6 Jan 07 - King Island - Mainland Australia
It was our final day on Tasmania and time to head back to the mainland. It was also our final day together as one group. While most were to continue on to Kangaroo Island, some would start heading off towards home, or to continue their own adventure. Well, at least that's what the itinerary said ...
We awoke to grey skies on our morning of departure from King Island. The weather reports looked ominous... A front was on its way with forecast thunderstorms, severe turbulence etc. While mulling over the weather and deciding what to do, we received word that everyone staying at the Boomerang motel had decided it was not worth heading to the airport. Our bus driver indicated that if we didn't get out today, we would be stranded for a few days. He was right!Upon further assessment of the weather, an intrepid (or crazy!) group of us decided that it was worth a look. Apart from the severe turbulence, the cloud was forecast to be reasonably high and the thunderstorms were only a PROB30 INTER. We arrived at the airport just in time to meet several freight runners from Melbourne. They advised that the cloud base was at 8000ft and that it was smooth skies all the way across the straight. Let's go!
In all, five aircraft departed bound for Warrnambool, our first refueling stop of the day. Despite a strong headwind, crossing Bass Straight was a nice smooth flight with a high cloud base and unlimited visibility. We headed towards Cape Ottway, the shortest water crossing, and once we had reached the coastline, turned west and started to make our way to Warrnambool via the Twelve Apostles.
What's left of The Twelve Apostles Our arrival at Warrnambool was uneventful. As we refueled, the sky to the west darkened as the forecast front moved toward us. Richard Pincus in VH-PTT decided after one circuit that the weather was not good and proceeded to find accommodation in town. The rest of us sat it out for a couple of hours as the storms passed through.
The gentleman from Warrnambool Aero Club was most accommodating, allowing us access to the weather radar and a briefing room so we could plan our next course of action. With the worst of the weather appearing to have passed through, we decided that we could now depart safely and make for our next refueling stop at Aldinga (just south of Adelaide).
Before departing, we provided an update of the weather conditions to the group who remained on King Island. They decided to spend another night before making another assessment of the weather the following morning. The remaining four aircraft in our ever shrinking tour departed in company and headed west. They were VH-LSG, VH-SVK, VH-LJE and us in VH-MIG.
Between Warrnambool and Mount Gambier there were several build-ups and heavy showers, but all aircraft had no problems diverting around them. At around 20NM east of Mount Gambier it opened up into blue sky, with smooth conditions. Unfortunately we still had a strong headwind. Al Drury and Pete Cunningham in VH-SVK decided to land at Mt Gambier for a fuel top up while the rest continued.
Our arrival at Warrnambool was uneventful It was a long day. We were flying straight into the wind and in our little C182 could only manage around 90kt groundspeed for the entire flight to Aldinga. Due to our varying aircraft types, we were stretched over 10NM upon reaching our destination.
Aldinga is a picturesque ALA just south of Adelaide. The flying school staff were very friendly and even refueled our aircraft for us. After such a long flight, we enjoyed a nice coffee from their café. Some even indulged in brownies with ice cream!
Whilst on the ground Mike Allsop provided Wayne Russell (stuck on King!!) with an update of our progress and also organized for our transportation to be ready on Kangaroo Island. With the headwinds experienced enroute to Aldinga, we determined the trip across to Kangaroo Island would take around 40-50 min.
By now it was late afternoon and the weather was starting to build up on the surrounding hills. We departed once again and tracked south west for our final stop of the day, Kangaroo Island. The island had an overcast layer of cloud sitting over it which forced us to remain underneath for the final few miles, but thankfully; once again the airport was basking in sunshine which allowed us to land uneventfully. We were here!
Out of 43 Schoies members that were supposed to be here, just 10 of us had made it to Kangaroo Island. We finished our day at the Ozone Hotel where we enjoyed a well deserved beer and dinner whilst looking back at a challenging, yet thoroughly enjoyable flying day.
Jean Swain
Pilotte of VH-MIG (along with husband Darren & father Hank Langejans)
FEEDBACK AND CONTRIBUTIONS: Well, that's your Newsletter for this month. With help (in the form of contributions) it might be possible to continue to produce a newsletter every month. Don't forget to check the latest news on the Club's website at www.schofields-flying-club.com.au. Contributions, comments, feedback, and suggestions to latrodectus@schofields-flying-club.com.au.
THOUGHT FOR THE MONTH: The cruel deception of nappy makers is that cute, warm names like Pampers, Huggies and Luvs in no way prepare you for the horror you find inside. And I don't care how much of an optimist you are, there's no such thing as a half-full nappy!
Latrodectus
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