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March 2017
Manager's Report

As most of you are no doubt aware, Central Coast Council has opened an Expression of Interest (EOI) period for aviation industry in all its forms to relocate to Central Coast Airport. This is a very positive step for the future of aviation on the Central Coast. It appears Council is aiming toward a GA-centric future for the airport, a sensible way forward, especially with the inevitable pressure on Bankstown Airport with the looming behemoth of Badgery’s Creek.

The CCAC is in an enviable position, in that we are already in place with agreements allowing for our continued existence on the airport and options for land exceeding by some margin that which would be available to many other businesses. We also enjoy a cordial relationship with council – we are mentioned within the EOI both in the history of operations at the airport, and as part of the airport’s future – something that is appropriate, yet still encouraging to see in Council’s own documentation.

There is yet no timeline for the expansion to commence, Council will wait for the interest garnered through the EOI process before making a decision on when to move ahead. We will let you all know when anything changes.

The Flying School continues to perform solidly, if sporadically of late due to the weather. We have had our worst rain affected period for 2 years; let’s hope the rain stays away for a while.

Dave and Paul in the maintenance hangar have been extremely busy over the last month or so, and have a huge amount of work on the horizon. They are on top of things and are doing great work, but we may shortly need to look at hiring another engineer – a good problem to have. The Arrow (PRF) is well on the way to her mid-life overhaul – she’s looking beautiful, have a peek inside the hangar next time you are walking past.

I am very happy to announce that Council has finally seen the light with respect to landing fees. AvData will manage the collection and billing of landing fees from the 1st of April. I have been assured that the rates will be reduced by some margin for the majority of aircraft.

In line with the upcoming airport expansion, Council are also shortly to commence the construction of a 1.8 m man-proof fence around the entire airport perimeter. The construction of the fence will not affect our operations in any way. I have also been assured that our problematic taxiways will be finally attended to within the next fortnight or so. I was asked to convey an apology to the membership from Council – they had funds lined up on 3 separate occasions for the work, but it was taken for projects deemed more important. After I repeatedly pointed out that the issue was now ‘urgent’, Council has agreed. They won’t be sealed initially, but a consolidated, fine fill will be used which I have been assured will pack down to a hard layer – no more prop damage!

Daniel Buzalski remains an active member of the club since his departure North, and has even offered to keep compiling the newsletter you are now reading – a valiant offer and one I am grateful for! Dan reports that he is enjoying the challenges of being checked to line in an RPT environment, always a bit of a culture shock after operating in an Aero Club environment. Be sure to drop in and annoy him for me if you are passing through Cairns!

Things have been a little quiet on the social side of late – we will look at announcing some dates for upcoming events very shortly. My long term goal is to have the membership regularly drop in for a drink or 2 on a Friday or Saturday afternoon and talk aviation, however it tends to not happen if I don’t personally call people and ‘invite’ them along. Remember, it is your club, please make use of it and the fees you have paid. We have a fridge stocked with drinks and a kitchen and TV – it’s yours to enjoy.

I’ll hopefully have more to say about the future of the airport in the next newsletter.

Until then,

Andrew Smith
The Little Arrow that Could

As mentioned, our beloved Piper Arrow, VH-PRF, has been tucked inside the maintenance hangar getting a new lease of life at the hands of Dave and Paul (and all the members who have generously donated their time to help).

The Arrow was manufactured in 1978 and bought by Warnervale Air in November of 1994. As it stands, she has a total time in service of 9064 hours, which at the normal cruise TAS would get an intrepid pilot around the world 185 times - world record attempt anyone?

Not only is she getting a new paint job, she will also come out of the hospital fully approved for flight under the IFR. This upgrade includes getting equipped with a Garmin 430W GNSS system, as well as an ADSB capable transponder. 

Keep a lookout for the Arrow back on the line. In the meantime, pop in to the hangar the next time you're at the airport and take a look! As you will see in the photos below, she is starting to look better than new. A special thanks to Dave and Paul for all their hard work.
The last club competition was held on Sunday the 12th March and was graced with a record number of participants - 11 in total, including teams consisting of a husband and wife and a father and son. The weather on the day was a welcome change from the less than ideal flying conditions that were experienced around the time, with a light breeze from the north requiring the use of runway 02.

Our Chief Flying Instructor Andy Coulthard put our entrants through their paces with a set of tasks designed to test readiness for emergencies as well as accuracy. The challenges assigned were:

Circuit 1
A soft field takeoff with a transition to simulated instrument flight shortly after take-off and a subsequent failure of the flight attitude indicator. On late downwind, an engine failure was presented followed by a spot landing and a touch and go.

Circuit 2
A standard circuit with a requirement to maintain 65 knots from take-off to the point of touchdown - this one really tested the accuracy of those flying! This was followed by a spot landing and a touch and go.

Circuit 3
Simulated bad weather required the use of the 'bad weather' technique for flying a circuit, which requires that it be flown at 500 ft. Little did the entrants know, the flaps had also failed for landing, which meant the subsequent spot landing had to be given a lot more thought!

The results were:
  1. David Tennant
  2. Peter McTaggart
  3. Peter Hobson
Our members enjoyed a very well cooked BBQ lunch prepared by the culinary experts Carole and Paul and a thorough debrief at the end of the flying provided by Andy.

The club competitions are generally held on the second Sunday of each month, however to work around other events such as Mother's Day, a few of the dates were changed. Click the button below to download a PDF calendar with all of the competition dates to make sure you don't miss any.
Click me for club competition dates
Crew Resource Management and GA
What comes to mind when you hear the term “Crew Resource Management”? For the average GA pilot, the concept of CRM may suggest something from the brightly lit flight-deck of a Boeing 787 with two well-dressed pilots at the helm. On paper, the concept of CRM presents as a high-level training regime used to prepare airline pilots for the transport of passengers numbering in the 100s. As CRM promotion and training is not yet fully geared towards GA, this type of thinking will continue. So, let’s conduct a quick thought experiment. Before continuing with this article, consider the scenario below and create a plan of your own on how you would deal with it:

You’re in command of an aircraft with two other flight crew – a co-pilot and a flight engineer. On approach to landing the co-pilot extends the landing gear and you note abnormal vibration, a strong left yaw and no gear down indicator lights. What do you do?
Continue reading only once you have a plan!
I’d imagine the first thought that came to your mind was to conduct a missed approach and try to diagnose the issue. You might have asked the co-pilot to monitor the state of the aircraft whilst the flight engineer and yourself worked through the checklists associated with the gear issue. If the gear didn’t extend, a gear up landing may have resulted. Maybe in your mind you could get the gear down and the flight landed normally. Regardless of how you decided to deal with the scenario, I bet that in your mind it didn’t end with the aircraft running out of fuel and crashing.

Unfortunately, this is exactly what happened to United Airlines Flight 173 in 1978. The flight crew got so absorbed with rectifying the gear issue that they failed to adequately monitor the fuel state of the aircraft. The NTSB established that, among other things, the failure of the crew members to fully utilise all available resources was a major causal factor.

The above example is the foundational event upon which the modern concept of CRM is based, and thus we may conclude the following definition:

“Crew resource management may be defined as a management system which makes optimum use of all available resources (equipment, procedures and people) to promote safety and enhance the efficiency of operations.”

Whilst training commercial pilots towards the issue of a Jump Pilot’s Authorisation, I would always ask the question “what happens if your radio fails whilst in controlled airspace – what would you do?”. From 100% of candidates, I would get a regurgitated textbook answer as it is written in ERSA. Whilst the ERSA procedures are certainly not an incorrect answer (definitely follow them to the best of your ability), I never once got the response I was looking for. When I leave my house, I always pat my pockets and utter to myself “phone, wallet and keys” to ensure I have those essential items before I leave. My phone is with me at all times and I suspect it is the same for most pilots. I make it a point to keep all my local air traffic control numbers (found in ERSA) under one contact named “Airservices”. Should I have a radio failure, I will whip out my phone and make a quick call to the applicable airservices centre – in fact I have actually done this before and it worked perfectly.

The foundation of CRM is use all available resources. There are a multitude of resources available to us, and it often requires a little bit of out the box thinking to fully appreciate their usefulness. If you’re ever flying with passengers think about asking them to keep an eye out for traffic. If you’re flying with another pilot in the seat next to you, think about including them in your flight. They aren’t an official co-pilot, but they also know what to do and when to do it. In your take-off safety brief, have a think about assigning them duties in the event of an emergency such as making the mayday call, following along with your actions to make sure you don’t forget something, completing the passenger brief, etc. If you can ask them to communicate, then all you need to do is aviate and navigate.
It would be impossible to list here each possible resource you may have available to you on a specific flight, however what CRM tells us is that we need to be able identify those resources and use them to our advantage. There were 3 crew members on UA Flight 173 and in a perfect world, the Captain would have delegated and the flight at worst would have completed a belly landing. Instead, at least 1 of the 3 crew members were underutilised and it led to tragedy.
Welcome to the new feature in our newsletter! The quiz will test you on all things aviation. The answers will be published in the successive newsletter. Let's get started.
There are two main types of drag, induced and parasite. As speed decreases, what happens to each type of drag?
  1. Parasite drag increases and induced drag decreases.
  2. Both parasite drag and induced drag increase.
  3. Both parasite drag and induced drag decrease.
  4. Parasite drag decreases and induced drag increases.
You are flying in to Bankstown Airport (YSBK) and you hear an aircraft call the tower requesting a "Special VFR" clearance. What are the minimum in flight conditions allowed under a special VFR clearance?
  1. Clear of cloud, visibility not less than 1600 m, clear of terrain.
  2. 1000 ft vertical and 1500 m horizontal distance from cloud, visibility not less than 5000 m and standard CAR 157 heights above terrain.
  3. Clear of cloud, visibility not less than 1600 m and standard CAR 157 heights above terrain.
  4. Special VFR is only allowed in weather emergencies, therefore as long as the pilot deems it safe there are no minimum weather requirements.
You arrive overhead Warnervale and you notice a thin layer of fog entirely covering the airport. Whilst circling, you note that you can see directly through the fog looking down at the ground. Is it safe to land?
  1. Yes, the layer is only thin and visibility through the fog is obviously good enough as you can see the ground.
  2. No, the "slant visibility" will be such that visibility on landing may be reduced to near-zero.
  3. Yes, the "slant visibility" will be such that visibility on landing will be the same as you can see looking at the ground from above.
  4. No, aircraft with piston engines are prohibited from flying in clouds.
Warnervale Airport, Jack Grant Ave ,Warnervale NSW 2259
Ph: (02) 4392 2632
Central Coast Aero Club, PO Box 9370, Wyoming NSW 2250
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