T H E N E W S L E T T E R O F T H E A U S T R A L I A N P I P E R S O C I E T Y I N C PO B OX 3 1 ROMA 445 5 , INC 98 80 292 NSW

‘Bucketeers’ on Big Red, west of Birdsville

Dave Ind and a fleet of Piper aircraft at Forsayth, Qld

October 2017

Come Fly With Us!

‘Bucketeers’ on Big Red, west of Birdsville, NSW

President’s Report NEW

MEMBERS

TOTAL MEMBERS:

101

I’d like to welcome our newest member:

Garry Phelps

Garry is a farmer from Wee Waa, Nsw, and

proud owner of a PA24-400 and a PA18-150.

We look forward to meet-ing him in person at fu-

ture APS events.

Janine Milton Committee Member

Membership

For  Vicki  and  myself  the Australian  Piper  Society has certainly been part of 

our life over the past 6‐8 years. I have served as both  commi ee member  and  President  during that period, have flown many thousands of nau‐cal  miles,  and  made  numerous  friendships 

while  engaging  in  Society  ac vi es.  We  look forward  with  your  commi ee  to  introducing some new direc ons for the Society and exci ng new  events  for  members  over  the  next  12 months. I must thank Sco  Lewis and his commi ee  for carrying  the  APS  through  some  difficult  mes, and at the same  me keeping APS flying by cre‐a ng opportuni es for members to fly and build new  friendships.  You  have  done  a  wonderful job. In moving forward, the commi ee and I are commi ed  to  crea ng  a rac ve  flyways  and events for members. I am proposing an  ‘Event Calendar’  that carries Society ac vi es right  through  to 2020. As well as  the  tradi onal PPPs and Flyways,  I am plan‐ning  to  include  some  addi onal  ideas  into  the Society’s program. These could include:      1.  Warbirds over Wanaka,    2.  Fly & Walk Weekends,   3.  Progressive Dinner flyaway weekends,   4.  Oshkosh/Piper Factory Tour,   5.     AGM mee ngs that will include an op onal          3‐4 day flyaway (2018 at Longreach). The overseas  events of Warbirds over Wanaka and Oshkosh are with the idea that some of our 

members leave as a group and extend their holidays in New Zealand and USA a er  the events have completed. Placing  these events on  the calendar now gives us plenty of  me to organise and plan. Could I please ask for your feed‐back  if you are  interested so the commi ee can proceed with the  important planning required? With the next AGM  in Longreach  I really want members to rally and get be‐hind the new changes and direc on. It would be great to have a huge gather‐ing of Piper aircra  at the home of Qantas and hold our AGM in the museum with as many members as possible.  This would be a wonderful start to 4 days in  Longreach.    The  Longreach  experience  includes  river  cruises,  Stockman’s Hall of Fame,  sta on  tours, a visit  to Winton and  the dinosaur excava ons, and  then finishing off with a day at  the  races  to witness  the  running of  the Longreach Cup ‐ a chance to  ‘dress up to the nines’ as they say.      I have put my hand up to organise this event, and once again I need some feedback so I can fly up to Longreach and confidently meet with organisa ons there, know‐ing  approximate  numbers  expected  for  the  Piper  Aircra   invasion  of  Lon‐greach.  So please contact me with your interest in this AGM event as I really want as many members as possible there so as to meet new friends, welcome back old ones and demonstrate the strength of the Piper Aircra  Movement in Australia.  This will be a great AGM and I would love to hear your interest in coming to it, and indeed any other Society ma er you would like to discuss. My contacts are Mobile : 0417 887010  Email : signman@skylinensw.com.au   

Your commi ee has discussed methods of returning value to members that are consistent with the con‐s tu on. The  commi ee has approved  that  for ex‐is ng  and  current  members  a ending  a  PPP  the ground  component will be  free of  charge. This  ap‐proach  will  be  for  the  next  3  PPPs  and  reviewed a er 12 months.  The only fees payable at the next 3 PPPs,  therefore, will be $100.00  for  the flying com‐ponent.  It must be noted that this  is only for mem‐bers but  includes  family members that are pro‐rata according to membership category.  As well as being of benefit to members, I hope this ini a ve will also encourage more members to come along and upskill their flying as well as having a  fun weekend.  I have done the course many  mes and always walk away richer  in knowledge and with  improved flying skills. This  is  a  new  innova on  to  a  terrific  program  the Society offers members,  and  I  look  forward  to  you taking it up at the coming PPPs. Our cons tu on  is now approximately 14 years old and  the  commi ee  intends  to  review  it  over  the next  12  months.  The  inten on  is  to  modernise, check compliance, and a er taking advice, simplify if appropriate.  However,  the  commi ee  does  not want  this  to  overshadow  the  new  direc ons  and ideas for the Society in 2017/2018 and we will come back  to members  on  comple on  of  our  inves ga‐ons. 

And  lastly,  another major  change  discussed  at  the Commi ee  mee ng  on  13th  September  was  to change  the  name  of  ‘Australian  Piper  Society’  to ‘Australian  Piper  Aircra Society’.  This  will  be  the subject  of  a member’s  email  poll  and  require  75% approval  for  the  commi ee  to  act.  The  reason  for this name change  is the confusion that many event organisers  have  experienced  over  the  years  with Pipers being associated with a Bag Pipe Band.  I my‐self have been told that we cannot prac ce the bag pipes at the motel when making a booking. By changing our name, it gives greater clarity to the Society’s iden ty. For myself I think having the name Australian Piper Aircra Society gives  us  greater recogni on or pres ge for the hard work and train‐ing  involved  to become an aviator. This poll will be sent out a er you receive the newsle er and I hope you take the opportunity to vote and be part of the new direc on. Your commi ee is commi ed to a new direc on and as  President  I  ask  all  members  to  embrace  the change, to join us on the planned events, and make the AGM at Longreach a true gathering of Piper air‐cra ,  aviators  and  friends.  You  will  see  Vicki  and myself at as many events as possible during my peri‐od as President.  We look forward to catching up with everybody.  David Ind President  

Bucket List Flyaway Dave Laughton

You’ve probably heard about FIKI (Flight Into Known Ice), but on day one we discovered DIKI (Driving Into Known Ice), at least that’s what it felt like as we drove the Arkaroola Ridge Top Tour.   Never been  so happy  to get  into a warm bar, despite  the  spectacular  scenery and camaraderie the a ernoon of Day 1 provided. Sadly two of our number had failed to show.  Col & Brita were hoping to catch up in a few days a er Brita’s recovery from a tummy wog, as were Leigh & Tracy who had landed in the middle of nowhere on a sta on strip between Mildura and Arkaroola with  issues (not of a personal nature).  Not quite according to plan, but not the end of the world, yet.   In the lead up to the trip some irreverent individuals conspired to nominate a  nickname for each crew.  The eleven starters were:  John & Jan Pullen         PA‐28‐181 Archer    “Airbus” Geoff & Gayle Beutel         PA‐28‐180 Cherokee Ian Tucker and Vicky Giles  PA‐28R‐200 Arrow    “Snowbirds” Dave & Vicki Ind        PA‐32R‐301T Saratoga  “Sparky” Steve Mathers and Sharon Maloney PA‐34‐200 Seneca Barry & Susan McCabe      PA‐28‐235 Pathfinder  “Ice Man” Dave Long & Cath Lincoln   PA‐28‐180 Archer    “Doc” Greg & Toni Morris        PA‐32R‐300 Lance    “Clown” Colin & Brita Bruce        PA‐28‐181 Archer    “Dreamliner” Leigh & Tracy Barling       PA‐28R‐301T Arrow   “Maverick” Dave Laughton & Rae Percival  PA‐46R‐350T Matrix  “Skipper”  Geoff & Gayle and Steve & Sharon, being flyaway virgins, missed out on being nicknamed, but they won’t get away with it next  me.  Day 2, all thawed out and off in various direc ons to a common des na on, William Creek.  Some went north over yesterday’s DIKI country, others to Leigh Creek for fuel and the rest direct to the newly refreshed ‘Marree Man’ which proved to be no challenge to find, unlike the recent past when nature had reclaimed him.  Not the most pleasant of flying days with the strong winds and bumpy ride persis ng down low.   From  the  ‘Man’  the old Ghan  railway was evident, heading west  through  some  low country with numerous long trestle bridges s ll standing, as were remnants of Curdimurka, one of the old railway towns replete with the original water tower.  Not hard to see why the Ghan closed  for months a er heavy  rain back  in  the good old days.   Doc, using his acute vision,  was  able  to  clearly  iden fy  Black  Swans  and  specific  markings  from  500’.                          Truly amazing.   The Painted Hills were next to appear, an extensive area of heavily eroded and remarkably coloured country, situated on Anna Creek Sta on, the largest in the world, and inaccessible to everyone  except by air.  Ain’t we lucky! William Creek offered a  challenging  crosswind  landing, unless  you were  smart enough  to use the undocumented dirt strip on the other side of the road, as many did.  The rest of us were glad no‐one was close enough to score our landings, but at least no maintenance was required. 

A Piper on final for 21 on the other side of the highway,  William Creek 

The Painted Hills, SW of William Creek ‘Cool’ Bucketeers on the Ridgetop Tour, Arkaroola

The Bucketeers, Arkaroola 

Maree Man, SE of William Creek 

Bucket List Flyaway 2017

Bucket List Flyaway 2017

Being close to Woomera Rocket Range has enabled a collec on of ‘Space Junk’ to accumulate and take pride of place  in the middle of town, a town which  is now owned  in  its en rety by Trevor Wright who arrived to start an air charter opera on many years ago and progressively acquired the camp ground and then the Pub by default.   Apart from the Air Charter buildings there’s not much else there.    One of the truly colourful characters of the Outback, Trev took great delight  in delivering a pre‐dinner chat about the history of the place and the nature of his extensive opera on. The following morning he proudly showed off his new toy, a Cessna Caravan, before seeing us on our way north.    Mean me, no good news from our two delayed starters.   Dreamliner (Col this  me) went down on Saturday night as  they were packing but hoped  to  catch up a  couple of days on.   Maverick made it back to Broken Hill and was wai ng on parts, also expec ng to catch up in a day or two.  

Day 3 over Lake Eyre,  sadly without water but  s ll a  stunning  sight and on up  the western side where the  Warburton Groove stands out vividly as  it  leads back to one of the main  inflows to the Lake, the Warburton River. There was s ll some water in the river and quite a lot of bird  life, principally Pelicans.    It’s always amazed me as to how they come to be si ng around down Adelaide way and one day decide  to head off  into  the desert hoping to find water.    It con nues to amaze me, given they are so smart, why they hang on as the water all around dries up.   One can only hope they feed well as fish are concentrated into smaller and smaller pools before finally making a sprint back to the sea.  Finally we’re over Channel Country, and not disappointed as many channels s ll hold water and the extent of Goyder Lagoon  is apparent by the rela vely green expanse nestled in the drier desert dunes to the west and the stonier Strzelecki Desert to the east.  This is where the Diaman na River, which starts its journey to the NW of Win‐ton before creeping down over many months, ends, occasionally reaching Lake Eyre before drying up, an epic journey and an epic sight if you ever get the opportunity to see it.  Red sand hills appear to our le  as we approach Birdsville, the Eastern reaches of the Simpson Desert in this area, and the loca on of our sunset gathering on Big Red, one of the longest sandhills in the Simpson.  As always, Kylie from Desert Edge Tours put on a good ou ng with a short tour of the town combined with a bit of its history be‐fore heading west in  me for drinks and nibbles on top of Big Red to watch another wonderful day come to a close.  But of course the day couldn’t finish before the man‐datory drink in the bar of the Birdsville Hotel, so it didn’t.  

The two recalcitrants had no good news for us, but both s ll held the fading hope of catching up.  Fingers crossed.  They were being missed.  Day 4 and a late change of plan.  The wonders of Facebook resulted in Sharon discovering that a friend of hers who has a mobile pizza truck, a ending all of the rodeos and picnic races in western Queensland over a 3 month period each year, just happened to be in Boulia today and with a bit of arm twis ng agreed to fire up the oven and feed us all  lunch.   Worked a treat with everyone si ng on the grass under the trees on the main street planta on, being gawked at by the occa‐sional passing caravanner.  Doesn’t get much be er than that, especially as we’d all just enjoyed the Min Min Light Experience, le  a few dollars in town and prepared to move on a er visi ng the excellent Stone House local museum.  Soon a er leaving Boulia the country starts to change quite markedly as we headed out over the eastern reaches of the Barkly Tableland and its numerous small mines before arriving at Cloncurry for the evening, and a superb meal at our motel.    

‘Bucketeers’, Birdsville 

Up past the Warburton Groove 

Day 5 and half decided to head off for Adel’s Grove early whilst the rest did a quick trip to the John Flynn Museum, all aiming in to get to Adel’s Grove in  me for an early a ernoon trip to Lawn Hill Gorge.  The smart ones elected to tour the gorge on a small boat, whilst the others took to the two man canoes.  Boa es saw a croc.  Paddlers are glad they didn’t, especially the Snowbirds who ably demonstrated why they should s ck to flying by exhib-i ng a classic slaps ck manoeuvre which unfolded in slow mo on and ended up with both in the drink.   Lucky  it wasn’t cold or deep, and a miracle that neither phone nor camera ended up as wet as the crew.  Curiously all observers and players had a differing view of the sequence of events, but all agreed it was bloody funny!  Again no good news from the absentees.  Col was s ll crook and the catching up ge ng so hard as to make it not worthwhile, so they scratched.  Maverick’s part hadn’t arrived, and  no-one could say where it was.  Ge ng desperate.  Day 6 and a leisurely start for our short run up to the Gulf of Carpentaria near Burketown then across the bo om of the Gulf to Karumba.  Great plan, but the usual amazing vista of the many rivers snaking their way across salt pan country to the ultra shallow edge of the Gulf was somewhat tarnished by the strong wind taking advantage of the dry condi ons and whipping up a cloud of salty dust which looked a lot like sea mist as we approached.  Upon closer  inspec on  it turned out to be both as the dust merged  into the over water mist, all in all presen ng the country in a lesser state than is normal.  Pity, but s ll pre y impressive.  The a ernoon was dominated by Sparky’s horse running  in some flash race down south.  A brace of wannabe punters descended on the pub, home of the TAB  in Karumba.   Bets were duly placed and incredibly the nag got up.  Naturally this was cause for celebra on, and with wallets bulging that’s what happened, and kept on happening.  The reason given by the celebrants is that they took so much money out of the TAB  ll they virtually broke it, and the only way to save the whole opera on was by re-inves ng the winnings in alco-hol.  Seems they were en rely successful.  Maverick re red hurt and rightly p****ed off about the whole exercise, exacerbated by  having to spend 5 nights in Broken Hill, four more than any reasonable person should have to endure (make that 5 if you’ve been before, which they had).  Day 7 and a call  to  the refueller  in Normanton to arrange a Saturday callout resulted  in advice that delays should be expected due to an air-sea search which was  in progress, a number of  aircra  with priority being  involved.   Despite  low  expecta ons  the  refueller busted a gut and juggled his  me to keep everyone pre y happy.  While wai ng their turn several of our crews were treated to an on board tour of the Government Emergency Ser-vices Challenger jet.   Sadly I wasn’t one of them but by all accounts it was an impressive bit of kit - our taxes at work.  Good news is that, despite the person being searched for being extremely overdue when he was located, it all resulted in a happy ending.  Quite a good outcome given they were expec ng to find a body.  Finally we all arrived at Forsayth, the nearest airport to Cobbold Gorge, our home for the next two nights and located about 45 km away.  Unbeknown to us, the Forsayth pub had been  recently refurbished and provided a great  loca on for a very nice  lunch while we waited for our pickup bus.  Parking at Forsayth airstrip was at a premium as the photo shows, and whilst being a thorough gentleman and offering to close the gate a er the bus had exited the airport, expec ng the bus to then stop and pick him up, Clown was le  gazing a er the receding visage of the bus as it went on its merry way.  Thankfully there was a second pickup planned and needless to say Greg was a li le re cent about offering  his  gate  closing  services  second  me  around without  establishing  his expecta ons quite clearly.  Bus driver proved to be a quick learner.    

Bucket List Flyaway 2017

The Snowbirds pretending to be ducks 

The Gulf, with dust and sea haze 

Happy punters, Karumba 

Enjoying a sunset dinner, Karumba 

The Pipers at Forsayth airstrip 

Se led  into our  accommoda on by mid-a ernoon.  It was  me  to  chill out  and what  a  great place to do just that.  An infinity pool with a dam and natural bushland as a backdrop, a bar in the opposite direc on  together with beau fully warm weather made  for a  leisurely a ernoon leading into the evening meal enjoyed by all. 

 Day  8  allowed  a morning  free  to  explore  the  environs with  several  self  guided walks on offer, the majority taking advantage of them to get a bit of exercise be-fore heading off on  the Gorge  tour  in  the a ernoon.   Difficult  to effec vely de-scribe  the Gorge, but suffice  to say  that  it’s so narrow  that  they’ve had  to have special narrow electric powered punts made  to  sneak along  the narrow  chasm.  Well worth a couple of days if ever you’re up that way.  Day 9 and our shortest flight lay ahead, only 64 nm to Undara.  A few elected an early start in order to do a bit of extra-curricular near daybreak flying in a chopper over  this  unforgiving  but  striking  landscape;  another  great way  to waste  some money.  Preparing to leave Forsayth we saw a T-tail Lance land, and to some of the longer serving  Bucketeers  the  colour  scheme  looked  familiar.    Lo  and  behold  up  rolls Cheryl Arentz doing  a  charter  (as  she o en does),  amazed  to  see  the normally deserted airstrip awash with Pipers.   Our encounter was brief as she had paying passengers to look a er and we had flying to be done, having to get to Undara in me for lunch and an early a ernoon Lava Tube tour, all of which was achieved in 

a  mely manner.  One of  the highlights of Undara  is  the accommoda on we’d booked, a string of old QLD  Rail  carriages  aligned  like  a  train  along  an  old wagon  track  and  refur-bished to provide very roomy and comfortable en suite room. Quite nostalgic to the old  farts who clearly remember  these relics being  the norm  for rail  travel  in their youth.  I won’t a empt to describe the tube tour or their history, but can highly recom-mend this quite unique geographic feature as worth a visit.   Unfortunately there were too many in our party to be able to join the sunset tour which culminates a bit a er dark by visi ng one of the huge caves, home to untold numbers of bats, to witness their mass departure whilst running the wai ng gauntlet of snakes try-ing, and o en succeeding, to take them mid flight as a dietary supplement.  Day 10 was an early start for a bush breakfast, each of us si ng on a stump with a taller stump as our personal table.  Wood fire BBQ bacon and eggs, Billy tea, toast being self made using a toas ng fork over the embers of a fire all made for a good brekky, except  for Vicki  Ind bunging on  a  turn both because of  the unnaturally early start (for her) and the discovery of bits of the bush in her tea.  Entertainment was provided watching  some of  the other guests  trying  to figure out the toas ng process which was proving quite a challenge un l the subtle es were politely explained by some of our motley crew.  Back to the airstrip and off to Shute Harbour, some going via Ingham for fuel and others with  longer  range  going  via  Charters  Towers.    The  Ingham mob  tracked fairly well directly over Wallaman Falls, Australia’s highest single drop falls at 879 .   Sadly there was a bit of cloud around so the view was not as good as hoped, 

but s ll impressive for those lucky enough to be close enough.  Ingham refueller wasn’t expec ng to be available due to urgent business off site, so decided we sounded trustworthy and told us where to find a key for the bow-ser, asking  if we’d  leave details of who  took what so she could  invoice us  later.  Real country hospitality, something the whole country could benefit from having a bit more of.  It all proved unnecessary as she found someone to stand in, but very nice just the same. 

Bucket List Flyaway 2017

Infinity pool above the river, Cobbold Gorge 

Above Cobbold Gorge 

Touring through the Cobbold Gorge 

A Piper prac sing a precau onary search, Undara 

On down  the  coast,  some direct over Townsville and others out over  the North of Magne c Island due to traffic, but all interes ng to see.  From there down the coast to the Whitsundays where the Charters Towers mob rejoined the entourage and some of us did a  lap out around the Whitsunday Islands, Hayman and Hook Islands, Whitehaven Beach, Hamilton Island etc and on into the unusually situated Shute Harbour airport with interes ng circuit joining procedures and approaches.  Two surprises awaited us on arrival.   First was  the  level of service.   Seems new owners  took over a couple of months ago and boy, have they got things right.   Four ground staff arrived  in mini bus, ute and golf buggy to guide us to parking, help to push planes back, carry our bags to the vehicle and transport us back up to the terminal and airport cafe for lunch.  The second and bigger surprise was to see Maverick himself standing there grinning from ear to ear and welcoming us.   Having missed  the whole  trip Leigh & Tracy decided  to  rescue some-thing from the ashes and flew up commercially to join us for the last two nights.  That was fan-tas c.    Day 11 and a complete change of transport mode and pace.  A chance comment whilst talking to a couple of sailing friends a few months ago resulted in them offering to take all of us out for a day’s sailing on their 60’ catamaran, their home for the past nine years.  Co-pilots rallied and stocked up on food and drinks and by 0900 all 20 of us were boarding the boat.  Hard to believe that a yacht with two residents could accommodate 22 people, and with space to spare at that.  Martyn & Jude were fantas c hosts giving us the run of their yacht for the day as we headed off under sail  for Black  Island,  just south of Hayman.   Anchored up  for  lunch. Swimming, ea ng, drinking, and sunning all were carried on with enthusiasm un l  me to head for home under a steady but increasing beam wind which carried us along at nearly 10 knots.  At least Doc was no longer the slowest means of transport for the trip.  

Reluctantly the sailing day came to a close  in the  late a ernoon as Jude skilfully ma-noeuvred the 26 tonne boat into its berth with 20 other pairs of eyes watching for the slightest slip, something akin  to greasing a  landing  in  front of a cri cal crowd of on-lookers.  Finally the day, and flyaway, drew to a close with our last dinner together where pla -tudes etc abounded, as did our usual  raucous presence delivered  in every venue we visited.   A special vote of thanks to Marty & Jude, our dinner guests for the evening, was humbly accepted.  Day 12, and a few things to  dy up before Sparky, Doc and Skip headed north to the Torres Strait and the rest planned their various routes and departures for home, all of us wishing there were a few more days s ll to go, having had such a great  me.  The  dying up involved taking Leigh & Tracy and Marty & Jude for a quick lap of the  islands, a small reward to each couple for their respec ve efforts, and what a great day for it it proved to be.    And un l the next trip, that’s it!  Finally,  if anyone  is curious as to specifics of strips,  fuel, accommoda on, track, geo-graphic  features, a rac ons or any other  insight  into  the region  feel  free  to call and we’d be  happy to share whatever knowledge we have.  It’s a wonderful part of our vast country and a must for any aviator to visit at least once before hanging up the goggles.  A sincere thanks from Rae and I to all ‘Bucketeers’ for going with the flow and making the task of organising and running the trip a very enjoyable one.  We’d happily do it all again with the same crew, or a completely new batch.  Rae & Dave (Skipper) 0429 923 003 raedave42@gmail.com 

Bucket List Fly-

Whitehave Beach, Whitsunday Island 

Bucketeers getting some sun aboard the Cat

Hill Inlet, Whitsunday Island 

The Gathering of Piper Aircraft 2018

Australian Piper Society AGM Qantas Founders Museum, Longreach QLD

Next year the APS will be holding the AGM at the home of Australian Aviation in Longreach QLD and the birth-place of Qantas Airways. The destination is a great place to fly our aircraft to as we will cross the colours of channel country, grazing land, and crop plains that make this country great. I ask all members to make the effort to come along and enjoy Australian aviation history and the places of interest that surround the Longreach area and also to attend the AGM to place your vote towards making a better Society. I really want this AGM to be a ‘Gathering of Piper Aircraft’ and a place of aviation friendship for the days that we are attending. We could all arrive in Longreach on Wednesday the 19th of September by 2pm so that we can be comfortably settled into our accommodation during the afternoon. This will be followed by the AGM at 5.30pm at the Qantas Founders Museum then drinks and din-ner in the main exhibition hall. What a wonder-ful way to start our stay. I propose that all attendees take up the Gold Tourism Pass that includes the following attractions: 1.  Drovers Sunset Cruise 

2.  Strathmore Sta on and Smoko  

3.  Stockman’s Hall of Fame entry 

4.  Stockman’s Hall Outback show 

5.  Qantas Founders Museum 

6.  Jet Tour 

 Your second day, Thursday 20th September, will be taken up with the Strathmore Station tour and Smoko in the morning and in the afternoon you can explore the township of Longreach before getting ready for the Drover’s Sunset River cruise to finish your day. The following day, Friday, will be allocated for a visit to the Stockman’s Hall of Fame and perhaps the Stage Coach Experience with morning tea. Others might like to take the day trip to Winton or explore the Longreach township as an option and then get ready for ‘Smithy’s Outback Dinner and Show’ on the banks of the meandering Thomson River as the sun sets. Saturday is morning tea in town and last chance to buy some clothes for the races in the afternoon. At midday we head out to experience the best of country racing and hospitality at the Longreach racetrack for The Longreach Cup. Let’s make an effort to dress up and see if we can win the ‘Fashion in the Fields’. Saturday night dinner may see us return to the Qantas Founders Museum for a BBQ as it would be fitting for our last night to be in the surrounds of the aviation environment. On Sunday it will be time to leave and I sug-gest that you do not take the direct route home but meander home and enjoy the beautiful country we live in. Head north, south or west and find new places. I also suggest that you talk to other members, join forces and fly to Longreach together and home. Vicki and myself are willing to do the hard yards and fly to Longreach to step through the events and attractions. I think it will be a fantastic flyaway AGM where friendships will be made, old friendships rekindled and aviation is the winner. As President I am calling on everybody to join me and get lost in the colours of the Channel Country and the environment of aviation at our national carrier’s birthplace. Email me at signman@skylinensw.com.au with your expression of interest so I can take the next stage of the journey for the ‘Gathering of Piper Aircraft’. Place this date in your calendar and join Vicki and myself on this fantastic five days of flying and fun. President David Ind signman@skylinensw.com.au

 

First IFR flight in IMC - my experience Leigh Barling The Forecast:` CLOUD: ISOL CB/TCU 5000/40000 MAINLY LAND BKN ST 0300/3000 IN PRECIPITATION BKN CU/SC 2000/7000  WEATHER: TSRA, SHRA, RA, FU TURB: SEV IN CB/TCU MOD IN CU ISOL MOD THERMALS LAND BLW 6000'  BALLARAT: 09007KT 9999 LIGHT RAIN BKN010 BKN025 TEMPO 3000 SHOWERS OF MODERATE RAIN BKN006 PROB30 TEMPO 2000 THUNDERSTORMS WITH HEAVY RAIN BKN008 SCT050CB  AVALON: 120010KT 9999 LIGHT RAIN FEW020 BKN040 INTER 3000 SHOWERS OF MODERATE RAIN BKN008 PROB30 TEMPO 2000 THUNDERSTORMS WITH HEAVY RAIN BKN008 SCT050CB  Having checked the forecast, I assumed our booked training flight would be cancelled but my instructor assured me it would be good experience as up to now all my IFR training had been done in VMC condi ons. With my IFR flight lodged via NAIP’s I was all set to go but was then delayed due to my instructor being late as he had trouble ge ng back into YLIL on a previous lesson. We eventually departed YLIL for YBLT via ML climbing to 6000', and were vectored by ML CTR a long way north via Mt Disappointment. The cloud forma ons we passed through were both spectacular and imposing with the sky filled with a mixture of ST, CU, SC and CB.  Eventually we were nearing ESDIG to start a sector entry and hold before proceeding with the RNAV approach for RWY36 at YBLT. At our TOD, however, the radio was clogged and we were unable to squeeze a word  in for several minutes due to many RPTs reques ng track devia ons, changes to approaches, and not being unable to comply with instruc ons etc.  The cloud we were in became steadily darker and it was now raining with zero visibility. We had already begun the sector entry before we were able to get traffic for our descent and provide air work details through to ML CTR. The rain had increased in severity like I’d never seen and the noise on the airframe and windscreen was incredibly loud, even drowning out the engine.  The turbulence had also become severe with strong updra s which would have made it a challenge just to fly straight and level, but we were  there  to do a  tear drop entry and descend  into a holding pa ern.   The condi ons led  to  sensory  overload  and  flying  the  entry pa ern while staying airborne was now my total focus. The next priority as mental power became available was trying to achieve a stable descent rate as the VSI was happily jumping from ‐500 to +1500fpm. 

Comple ng the entry and star ng the holding pa ern we were s ll at 5000' when ML CTR  politely called  to verify our air‐working height of 4000'.  I  sheepishly confirmed 4000' and star ng  the  outbound  leg with wings  now  level,  I  quickly  descended  and  levelled  off  at 4000'.   The rain had now eased a bit as we completed the hold and started our approach s ll in turbulence and cloud. The approach was not one I'm proud of with lateral oscilla on and  varying  descent  rates which  both  at  mes  bordered  on  the  limits.  But  at  the MDA (1910’ or 457’AGL) we levelled off and a few seconds later broke out of the cloud into bliss‐fully stable air with the runway threshold in front of us. (A er what I had just experienced, I could think of nothing be er than landing and re ring to the pub for the a ernoon).  The rain had ceased and we had a  few moments of peace and tranquillity before star ng our missed  approach  and  climbing  back  up  into  the washing machine. We  finished  the missed approach procedure and departed YBLT  for YMAV and as  the  storm  cell had now passed to the south we were in and out of BKN cloud.  Arriving at YMAV we performed a straight‐in sector entry and hold  in BKN cloud. The ap‐proach was done in full cloud but this  me without the rain and only light turbulence and I was able  to be  right on  the numbers, breaking out of  the  cloud at about 300' above  the MDA and with a great view of a very wet Avalon airport.  We  then did an approach at YMMB, but had to break off at 1500' and  join downwind  for RWY 17 due to an  incoming  IFR Charter flight from King  Island, and a clearance to depart was not available and we had to land. We departed special VFR for YLIL, but were unable to get close due to a new storm cell with heavy rain and had to return to YMMB and wait it out for an hour before being able to return to YLIL. Upon arriving and tying down the aircra , it came as quite a  shock  to find  the paint had been  stripped off  the  leading edges of both wings and further paint damage on most other leading edges around the plane.   Lilydale  instructors  like  to  provide  ‘real world’  condi ons  during  training  and  this was  a flight where I am glad I had an experienced instructor in the RH seat (Clayton), but also one that  I  don't  intend  on  repea ng  soon.    It  has  given me  new  respect  for  the  tough  li le planes we fly as well as the charter pilots that have to fly in not so perfect condi ons.    

YTA’s leading edge 

First Flight into IMC 

Tech Talkback with Rod Shearer Leaning the Engine A common question posed to me is about engine operation and more specifically the best 'Leaning' procedure. As we are all aware, Leaning is the reduction in fuel in the fuel/air mix by the use of the 'Mixture' control (the big red knob). We do this to extend range by saving fuel. There is always a balance to be struck. It is possible to reduce power so much that the drop in airspeed almost negates the point of leaning the mixture! We are all operating Lycoming engines in our Pipers (certain Senecas excepted of course), so all the info in this article relates to these. There are no real differences between the different engines or even between the Carby and Injected or Fixed Pitch Prop or Constant Speed (Turbocharged engines do differ, so they aren't covered here). Lycoming have a Service Instruction (SI 1094D) which details their recommendations. Your aircraft Flight Manual will also have pages of info relating to this. There is also a large amount of other info available from various authors which all of you have no doubt seen. Lyco always have to give general conservative advice which ensures that you can't mess it up and damage your engine. Many of the other sources of opinion decry this stance and claim that 'their' method is best. In practice, they are all correct to some degree. First let’s discuss some terms. 'Peak' in regards to engine leaning refers to the Exhaust Gas Tempera-ture (EGT) when it is at the hottest (Peak). As the mixture is leaned the EGT will increase, obviously the highest temp reached is the 'Peak'. The majority of the argument revolves around being either 'Rich' or 'Lean' of 'Peak' (ROP & LOP). ROP is simply the mixture control being pushed in a touch rich after peak EGT is reached. LOP is the reverse: the mixture control is pulled out a touch when peak EGT is reached. The argument that rages is that can you operate Lean of Peak? If you operate at high power settings with the mixture too lean, severe engine damage can occur. This is why Lyco recommends Rich of Peak ops. What is being missed in the discussion is that to use the supposed benefits of LOP ops it is essential that the machine has a full and accurate engine monitoring instrument. That means you need to have an EGT and CHT reading on every cylinder. If LOP ops are attempted without this then you are a fool. A single point EGT will only measure the temp from one cylinder (just like the name says!). This is simply not accurate enough for LOP ops and is not to be attempted. Read all the info, note the history/background of the author and make up your own mind. If you need a copy of SI1094D (and you can't find it via Google), email me for a copy. Engine Longevity It's pretty basic stuff. Operate the engine within the design limits (yes, really). For normally aspirated engines in Continu-ous Cruise Operation it is generally 65% power or less, CHT 400 degrees F or below & Oil Temp 165-220 degrees F. Have a 'Spin-on Oil Filter'. If you still have the old Oil Screen then shame on you. Use a good Engine Oil. I rec-ommend a multi-grade semi-synthetic type these days.Keep the external corrosion treated. Operate the en-gine on a regular basis (at least once a fortnight and that means flying, not engine running). Change the oil at rec-ommended intervals or least every 6 months if you don't do a lot of hours. This will help prevent internal corrosion. Do not run the engine at idle. Use 1000 rpm for all ground operation. Remember to push the mixture full rich before applying throttle. Lock the Primer properly after use. An unlocked Primer will allow fuel to siphon through it and re-sult in a very rich mixture (particularly at low power settings). Brake system leaks If you have a brake reservoir that always seems to require topping up then a leak from one of the cylinders is the likely culprit. Have a feel under the park Brake Cylinder. If there is a drip of red fluid there then it needs fixing. A small leak from the Park Brake has 24 hours a day, 7 days a week to slowly drip away all the fluid in the reservoir. Cherokee 'Hat section' stiffeners Next time you are under your machine take a look at the long stiffeners that run along the bottom of it. These stiffeners have drain holes at the ends. Make sure that these holes are open (use a blast of compressed air if you have it). The drain holes block up and the stiffeners can fill with water and corrode badly. Whilst you are under the aircraft take the time to clean out all the drain holes you can find. They are all along the fuselage and even in the Stabilator. Sometimes when you unblock one it

Spa, Opals and Station Tour

9th– 15th June 2018

Come along and join in some great Channel Country flying. Starting in Lightning Ridge on Thursday after-noon around 4pm, we will check into our accommodation and have sunset drinks at the ‘Lightning Ridge castle’ followed by dinner at the local RSL. The next day will commence by heading out to the mineral Hot Springs to soak away all the aches and pains that we all seem to get as we get older, returning back for a walk around town, and then coffee/morning tea. In the afteroon we will be taken on a Lightning Ridge tour of the mines and art galleries, then dinner at Bruno’s Italian Restaurant in the main street of Lightning Ridge, just a walk away from our accom-

modation. The next morning after a light breakfast we will head out to Rays Sta-tion, a station owned by Mark and Sandra Tully which was estab-lished by their great grandparents, Patsy and Sarah Tully in 1874. Sarah’s brother was Patrick ‘Patsy’ Durack who came to Australia from Ireland in 1853 and whose pioneering spirit was captured in the biography ‘Kings in Grass Castles’ written by Mary Durack. The sta-tion has always remained in the same family, so has a unique and rich history. We will spend 2 days exploring the station and its country side, enjoying bush dinners and lunches as well as a film night on the history of the farm and surrounding areas. This will be a wonderful

experience for those who come along. After Rays Station we will head to Comeroo Camel station, flying in to spend a lazy afternoon fishing in the river followed by a bush dinner. The next day we will have a farm tour. There is a hot spring on the property so we could jump in to warm the bones, and then do some more fishing (perhaps yabby fishing as well if it’s not too cold). The following day we will head back home after 6 days of having enjoyed the delights of Lightning Ridge and stations with rich history. The dates may move slightly as I get sorted with the stations and their capacity, but it will be ‘first in best dressed’ for this great Channel Country flyaway. Dave and Vicki Ind Ray’s Station Airstrip- 1.5km in length S 26.04.465 E 143.44.451

Extension Flyaway to the Tip

Dave Ind

Well what a wonderful fly away with Dave Laughton and the crew, a few weeks of flying over deserts and Channel Country staying in interesting places and good company to share a glass of wine over and a meal. You could not ask for more. I was always going on the Bucket List Tour with the idea of heading to the tip again and doing it a bit different, and I had recently received permission to fly into Coconut Island to visit the school. Coconut is an island 1400m long and 900m wide at its widest and 100km from the tip of Australia in the Torres Strait, so this was an added bonus. Dave Long and Cath Lincoln as well as Dave Laughton and Rae Percival (yes, three Dave’s on the trip) also decided to join us on the trip extension after the Bucket List trip finished in Airlie beach and we headed out to Whitsundays Airport after our last dinner with the crew the night before to head to Cooktown. Dave Long went coastal and Dave Laughton and myself headed direct over the barrier reef approximately 40nm to 55nm out to sea on a direct track for Cooktown. I flew at 2000ft and on the way marvelled at the reef and the blue waters below. Vicki and myself both wore our life jackets and prior to departing Bankstown we went through engine failure, remote landing, and water ditching procedures. Why I have no idea, but it had been a long time since we both had run the drill. Vicki said to me, “Why are practicing? Are we expecting something?” I just said “Mate, just in case.” Funny why we do things sometimes. But I might make a habit of it in the future. The flight to Cooktown was in good conditions with the standard SE trade winds that slap you on your back to welcome you North in winter. On approach to Cooktown the winds gave us a bone crushing ride once departing the water to the airfield. On turning downwind the ground speed picked up 38kts and it was quite brutal with the bumps. Left base and final became all one as the wind powered us downwind. We had to turn early for base otherwise we’d miss it, and apply the power to straighten up on final approach which was brutal with the wind 30 degrees off the nose and blowing in big gusts. The trees caused wind shear but mother nature was better just above the runaway and we landed without too much problems. I let the other two boys know what to expect and they had no issues. We hired a car in Cooktown and got out and about in the afternoon. Headed up Grassy Hill Lookout above Cooktown and watched the sunset with a few drinks (blowing a gale still) and then headed back to the Sovereign Motel where we stayed to have dinner. Not a bad place to stay when in the area and the meals were good to boot. Next day we headed to Bamaga. Once again Vicki and myself headed direct and the other boys wandered around the coast. The weather was low cloud at 2000ft and winds once again trade winds from the south east. The sky was misty and not good for photographs and as we got closer to Bamaga the cloud and mist lowed itself down to approximately 1000ft. I tracked straight coastal and made a left-hand turn at the river mouth, headed straight to the airport, my inbound track would line me up to join downwind for 14. As we got closer the cloud lifted slightly and exposed the strip with a 25/35 kt wind from the 100 degrees. But it was not so bumpy today and we landed followed by Dave and Rae and Speedy Gonzales coming in last in the Archer. Northern Peninsula airport is a lonely old place as we waited for the hotel pickup to come and get us. Once picked up we were taken to the Cape York Peninsula Lodge where we have stayed before. It’s a comfortable place but seems to be struggling with the times. We explored the local area on foot, had lunch at the bakery down the road and an easy afternoon as the following day I had us booked on a day tour to the national park with swimming holes for morning tea and lunch. Dinner that night at the lodge was terrific and the accommodation was all you needed. The next morning we headed out for the day with our guide Craig in a 4WD and drove down the dirt road so many have travelled on to get to the Tip. The day was overcast

but warm with sunshine breaking in and out, and we stopped to view the wreck of the DC3 that crashed there in the 1940s. A haunting experience as you put yourself into the cockpit for the lead up and ultimate crash of the aircraft - I could see all of us just staring and having quiet thoughts.

Over the Great Barrier Reef

Cooktown

Remains of DC3, Cape York

We moved on to Twin Bat Falls to find a beautiful rock pool formation and waterfalls where we all stripped off and jumped in the rock pools … yes with swimmers on for those thinking we had gone feral. The water temperature was warm and water clean. We stayed there for an hour, followed by morning tea. We then headed to the old telegraph track to watch a few 4WD go through some water hazards. Bloody hell they are keen and hard on their vehicles. It was worth the watch and they were only taking the ‘chicken track’. The real 4WD are MAD. We headed back to the lodge but later drove on up to the Tip to get our photographs taken and walk along the beaches. Then down to Seisia beach where we had a drink at the great little beach bar and watched another sunset before finally heading back to the lodge after a long day in the 4WD. After cleaning ourselves up we had another nice dinner. Next day we transferred back to the airport for the short hop to Horn Island. The weather was fine, the wind was better than a couple days before, and there were no issues landing at Horn Island, a very busy place with around 11,000 movements each year transporting over a 100,000 people - more than YSBK - so there you go. We stayed at the Wongai Hotel which is a great place. If you go there ask for rooms 20/21/20 as they are near the pool where green grass abounds. We spent the rest of the day walking, exploring and swimming in the pool and it was a nice afternoon to relax. Dinner at their pub was what you expect and plenty of it, followed by a few beers and wines. It was a good night before flying out to Coconut Island the next day. The next day brought fine weather with a broken cloud base at 2500ft and the standard trade winds of about 20kts. We departed with myself first to check out the strip, (700m we were told), and give a ground report. The flight out was beautiful and we tracked direct passing Warraber Island and the endless blue water. The first I noticed as I approached Coconut Island was how small it is. But after sweeping over the island I could see no issues with the strip and headed out to sea to give myself a long final and have a good look at the strip. It was just beautiful. Sweeping out to sea and turning on final over the blue sea and boats to line up on 07, the trade winds faded as we ap-proached and we landed easily and taxied back to the parking area. I gave the two Daves the weather heads up and both landed with Dave in the Malibu taking up most of the strip with roll out. We were met at the terminal (yes terminal) by Nazareth, an island elder and naval pilot who guides boats through the reefs. He asked if we could move the Saratoga and Malibu back a bit and relocate the Archer as the RPT boys write letters to CASA if aircraft are too close to them. Yes true. This is the point where my good day changed to a not so good one. I walked up to IDN, grasped the prop and just gave it a small heave and then felt the worst pain ever – more than Vicki’s credit card statement - and I knew exactly what was happening as I heard the tendon snap. The pain became very ugly at this point and it was straight to the ground until the pain subsided enough for me to get up. The island people offered a stretcher and I decided just bandages would do at this stage as I collected my thoughts on the logistics of where I am. Bandaged up, Nazareth took me on a town tour in a 4WD and then to the school where I met Deborah Steele, the principal of the school. Would you believe her ankle was wrapped up in bandages and I thought she had gone out in sympathy for me. But no, she had ankle injuries that had not been sorted at the mainland hospital. We were introduced to the class assembly and we supplied the school with fiction books and some sports equipment for the children. I had the chance to talk to the children and found out they LUV their Broncos footy team and the Cowboys. After the assembly we visited all three class rooms and they even danced and sung us songs. By this time my foot was the size of an elephant and my calf was switching colours, but I did my best to look normal. We were supplied with cups of tea but it was really time to get me off the island. So back to the airport we headed and put a plan of attack together.

Dave & Vicki Ind, Cape York

4WD track through creek

At the Tip—Dave x3, Vicki, Rae & Cath

Coconut Island, Torres Strait

With Deborah, Principal

Dave Laughton nominated himself to fly IDN in the L/H seat and me in the R/H seat and after a brief instruction of do’s and don’ts, I started the aircraft and we headed out to depart with Vicki in the back. Dave looked a bit anxious but I had complete faith. One stage of flap, full power, hold on the keys, and let her go was the motto. Away we went, rotated at the 600m mark and lifted off into the blue sky-line. I proved to Dave I was the worse owner R/H pilot he would ever get, but the flight back was easy and the landing no issue. By then I could see Dave wanted to swap his Malibu for my Saratoga so as soon as I got out the aircraft I took the keys off him. In the meantime, Dave Long and Cath flew back to Horn Island. Dave picked Dave Laughton up and flew him back to pick up SOG and Rae on Coconut. So Dave Long did a few extra trips to help the logistics. Once we were all back at Horn I headed with Dave Long to the medical centre where people went out of their way to help me. Dave installed a half cast on my ankle for support and I can only say many thanks to clinic nurse Cath and Marlo, the doctor on day clinic, for their help. After this it was straight to the bar and a few stiff drinks and organising a Qantas flight home for the next day. That night I must say was not one of my best - I was sore, couldn’t fly, our aircraft left on Horn Island and not the way I wanted to go home. But when I reflect, there are a few things that made me think differently - firstly the support and warmth of the island people on Coconut Island and the staff at Horn Island in a world where sometimes we question there are people that really do care. Dave Laughton and Rae flew direct home and Dave and Cath headed to Yarrawon-ga via Sweers Island, Winton, and Tibooburra, and I hope to get IDN in about the first week of October from Horn Island. Vicki and myself wander around this country to remote places with landings by ourselves many times. I think back that if I had not had the two Daves with me what a mission it might have been and the pressure we would have been under. But in the end it was a fantastic adventure (even though the injury was not part of the fantastic bit) and it will be a great story to tell down the track. I might change the story to a crocodile attack and I flew IDN out with one leg…maybe I will save the story for the bar on a APS flyaway at about 10 O’clock at night and someone will listen. See you at the next Fly away and PPP if I get my aircraft back.

Dave Ind

Music and songs in class

With the students, Coconut Island

Tech Talkback with Rod Shearer

Rejuvenate Your PLB Cath and I recently celebrated the five‐year anniversary of a signifi‐cant and  life‐changing event: the purchase of our Archer  I.   Since then we’ve  had  the most  amazing  experiences  flying  the  length and breadth of the country, and made some fantas c flying friend‐ships.  I have also come across a  less‐significant, but s ll  important anni‐versary:  the mandated 5‐year  lifespan of  the ba ery  in  the PLB  I bought at  the  same  me has  come due.    I previously bought an ACR  ResQ‐Link  406MHz  with  GPS. When  the  406  beacons  first came out they were large with a price tag to match, but these are a  ny unit that can fit in the pocket of your life‐jacket and have an in‐built GPS.  I can’t imagine why anyone would buy one without the in‐built GPS.  Crazy.  What to do?  The ba ery probably would last longer – but do I really want to find out in an emergency?  Throw the unit away and buy a new one?  A replacement is about $300.  Or you can get the PLB serviced, which is what I elected to do.  Red Baron ALSE at Yarrawonga is the Australian ACR dealer and servicer, and it involves a lot more than just replacing the welded‐in ba ery.  They check and clear the memory and test the radio and GPS beacons.  The wa‐terproof seal is also replaced.  This is for $200, including GST and postage, although I paid a few dollars more for Express Post as I wanted the unit back quickly.  The whole process only takes a couple of days, but  it also depends on whether they have ba eries from the US  in stock as they prefer to use fresh supplies.  It’s s ll a significant propor on of  the new cost, but  it  is a saving.   They also have a great range of avia on  safety products  including wearable  life  jackets, fluorescein dye markers, and  for  those  worried  about  their  Bass  Strait  crossings  they  have  immersion  suits  that they’re considering hiring out.     David Long  

Red Baron ALSE are offering APS members a 5% discount across most of their life vests and safety equipment until December 17. Use the discount code Piper17 Hangar 17, 27 John Duigan Drive Yarrawonga Airport, Vic

Calendar

 27‐29 October 2017 

 PPP Mildura ‐ Michael Holcro  

  

 Oct‐Dec 2017   

 Mount Beauty Fly‐In — David Goode 

 David is looking for people interested. Go to        www.mountbeautyairpark.com.au for more details   Looks like a great few days. 

  

  21‐28 January 2018 

 Bass Strait Islands Flyaway ‐ Dave Long   King Is, Three Hummock Is, The Vale Aust Day BBQ, Flinders Is 

  

 16‐18 March 2018 

 PPP Toowoomba ‐ Dave Laughton 

  

 9‐15 June 2018 (proposed) 

 Spa, Opals and Sta ons Flyaway ‐ Dave Ind 

  a) Lightning Ridge—tour and hot springs spa www.lightningridgeinfo.com.au 

  b) Rays Sta on, Quilpie, 2‐day stay www.raysta on.com.au   c) Comeroo Camel Sta on www.comeroo.com 

  

 September 2018 

 AGM Longreach and Flyaway  www.longreachtourism.com.au 

  

 November 2018 

 PPP LIlydale ‐ Dave Long & Leigh Barling 

 Topic: Flying With Al tude 

  

 March 2019 

 Fly and Walk Weekend  Murray River Walk, NSW, www.greatwalksofaustralia.com.au 

  

 May 2019 

 PPP Clare Valley, SA ‐ Sco  Lewis 

  

 July 2019 

 Progressive Dinners Flyaways   

 September 2019 

 AGM Kangaroo Island   

 November 2019 

 PPP Roma and Sale Yards Tour   

 February 2020 

 Western Australia Flyaway   

 April 2020 

 Warbirds Over Wanaka  

 July 2021 

 Oshkosh/Piper Factory Visit 

Red Baron ALSE are offering APS members a 5% discount across most of their life vests and safety equipment until December 17. Use the discount code Piper17 Hangar 17, 27 John Duigan Drive Yarrawonga Airport, Vic www.redbaronalse.com.au Ph (03) 5744 2166

APS MANAGEMENT COMMITTEE

President Dave Ind

Mob 0417 887 010 president@piper.org.au

Vice President

Jai Wright Mob 0418 125 164

vicepresident@piper.org.au

Secretary Barry McCabe

Ph 07 4622 6411 Mob 0409 226 411

secretary@piper.org.au

Treasurer Douglas Johnson Ph 03 9532 1171

Mob 0438 548 405 treasurer@piper.org.au

Membership Janine Milton

Ph 03 8624 1555 Mob 0409 222 802

membership@piper.org.au

Committee Alan Bradshaw

Ph 03 5441 6002 Mob 0418 500 368

committee@piper.org.au

Committee (Social) David Goode

Ph 03 5443 7824 Mob 0428 842 344

social@piper.org.au

Newsletter Scott Lewis

Mob 0428 454 337 newsletter@piper.org.au

Technical Advisor

Rod Shearer Mob 0419 717 212

Treasurer’s Report

Treasurer’s Report

Treasurer’s Report

Treasurer’s Report

Treasurer’s Report

Treasurer’s Report

Pilot Proficiency Program & Partners in Flight Course

Mildura

27-29th October 2017

Come along and join us for a weekend of fun, flying and education. The PPP ‘Flying in Remote Areas and Landing on Bush Strips’ is new and should be useful to us all. The Partners in Flight is our highly regarded course designed for the right hand seaters, covering radio protocol, basic flying skills and emergency procedures. PROGRAM: Fly in on Friday afternoon and the fun starts with an evening BBQ at the Aero Club. Sat: PPP and Partners Programs. Dinner Saturday night on the River Queen cruise boat with roast meal and scenic cruise. Sun: The program continues with the airborne component for those interested and opportunity for aerobatics/spin training in a Decathalon or aerobatics/scenic flight in a Tiger Moth. VENUE: Mildura Aero Club social@piper.org.au or committee@piper.org.au

DISCLAIMER  Any advice contained in this newsle er has been prepared without taking into account your specific circumstances, objec ves, or needs. Before ac ng on any advice given the Australian Piper Society Inc recommends that you consider whether it is appropriate for your circumstances.

Coconut Island, Torres Strait

Final, Karumba, QLD

The Dig Tree airstrip