How to Hire IGG

1. Book the aircraft by phoning The Aeroplane Company (TAC) on 9417 0700 or by using our online booking system(link to www.goboko.com).

2. Obtain the book from The Aeroplane Company which has the keys and paper work for IGG.

3. If you wish to borrow a headset or life jacket, these are located in the back of the plane.

4. IGG is located on the Tarmac (There is a map of its location on front of the book).

Hire Rates

A/C: Grumman Tiger AA5B VH-IGG

Member Hire: $180 an hour (including GST) This is almost $60 cheaper an hour than for non members, and much cheaper than any over Grumman on the strip!

This price includes free use of headsets and life jackets (for members only).

If a member wishes to hire the plane for more than 10 hours of flying time, they may be eligible for a discount. Contact us.

If a member wishes to use IGG for more than two days, per mission must be sought from the committee.

Non Members can cross hire IGG through the Aeroplane Company. This costs $236 an hour (including GST). The university flying club takes no responsibility for pilots who cross hire the aircraft.

How to Pay

There are some invoice forms located in the green metal drawers in the top drawer. If you can not find them, ask the TAC.

Fill out the form and place it back in the drawer for the treasurer to collect. You will need to calculate the cost of flight. The rates are written on the form for you to fill out.

Pay for the flight with the UFC eftpos terminal.

If you have any problems, contact the club treasurer (see the contact us link in the menu bar).

Please note our EFTPOS machine accepts any debit card and Master and Visa cards only.

Weekend Hire

As the TAC office is not always open on the weekend following procedure should be followed:

• The aircraft book and keys are usually left in the lock box on a Friday night, if you have a booking on the aircraft just call TAC on Friday at about 4pm to make sure.
• The headsets and life jackets are now kept in the back of the aircraft.
• There are some self invoicing forms kept in the lock box, or may be down loaded here (link to self invoicing form). Fill out the form and send it to the treasurer. This can be done by post or scanning and emailing it or editing the form directly and emailing it. Use the Yahoo group email address.
• To pay for the flight you should either attach a cheque to the self invoice form when you post it in or do a direct credit or our bank account online. The account number is on the form.

Club Rules on Aircraft Hire

Before taking command of VH-IGG all pilots must satisfy the following current requirements.

1. The pilot must have flown a Grumman tiger as pilot in command (preferably VH-IGG) within the last 180 day period prior to the hire.

2. Satisfy the CASA statutory requirements re. the 90 day currency period.

3. The pilot must be familiar with any current performance handling issues of VH-IGG and be in possession of and conversant with the club handling notes for VH-IGG (or TAC book for AA5B).

Note: In any one of the requirements 1-3 cannot be met a check flight endorsement may be required by the TAC. Failure to observe the above requirements will affect the insurance cover and may make the pilot fully liable for all costs associated with the incurred damage to aircraft, property and public liability.

Caring for “our” aircraft

Above all treat it as your own, that is, with respect. We take pride in our aircraft and want them to be in the best condition. Sun, rain and wind can damage IGG.

The person using IGG is responsible for ensuring the aircraft is tied down, has its control lock in place, pitot cover on, chocks in place and is locked with its sun protector on. If this is not complied with, that person may face disciplinary action by the club.

If there are any problems please contact the club maintenance officer.

Notams for Pilots

TOPICS

1. Starting IGG

2. Towbar Operation

3. Maintenance Release

4. Ground Running and Taxi- Mixture Leaning

Starting IGG

Would all Pilots please be aware of:

1) The limitation of cranking times for the Starter Motor, see: CRANKING.

2) The correct priming technique for IGG, see PRIMING.

Both these operations have caused unnecessary maintenance expense and substantial financial loss to the Club during 2006.

CRANKING

Please observe the limitations in the Cranking Period while starting IGG.

These are outlined as an insert in the Flight Book.

This is to allow sufficient time for the starter motor to COOL DOWN and prevent fusion damage to the armature.

Basically as a standard rule, DO NOT turn the motor over for more than 15 revolutions per start attempt. Between each 15 revolution attempt wait a few seconds before another try.

Each OVERALL cranking session should be limited to about 30 seconds (ie approximately 3 lots of 15 revolutions with rests) with a ONE minute rest period between each session.

After the third session (ie 9 lots of 15 revolutions) all switches on aircraft must be turned off and the Starter Motor left to COOL DOWN for 5 minutes.

PRIMING

Cold Starts

After building up pressure with the Electric Fuel Pump and then switching OFF,then TWO full strokes of the primer are usually adequate. Allow for sufficient time for the plunger to refill between strokes. Set the throttle open about a “thumbnail” in and engage the starter with a minimum delay after this.

DO NOT PUMP THE THROTTLE LEVER AT ANY TIME

This will cause excess fuel to collect and spill out of the side draught carburettor and WILL CAUSE an engine fire if a backfire occurs during start up.

Only a SLIGHT advancing of the throttle as the engine shows signs of firing up is acceptable and may be applied on an AS REQUIRED basis.

If the engine has not started at this first cranking attempt wait a few seconds before a second attempt is made WITHOUT priming again.

If start is still not achieved, prime again with only TWO strokes of the primer and repeat the cranking procedure.

Only proceed with TWO strokes of the primer and TWO cranking periods for each start attempt.

By following this you will eventually achieve a good start by the THIRD attempt without flooding or over priming the engine.

If still unsuccessful after the THIRD attempt, the engine and starter motor should be left to COOL DOWN for 1 minute. (i.e. you have just completed the first cranking session of approx 30 seconds)

Note: If you reach the stage of the 5 minute rest period for the starter motor, and the next start attempt is unsuccessful after priming, consideration should be given to the flooded engine start technique as per the Aircraft Handling Notes.

Hot Starts

Generally within 5 minutes after shutdown, an engine is in its operating temperature range DOES NOT require priming to achieve a start.

Start should be attempted with just MIXTURE RICH selected. If this is unsuccessful after two attempts, the engine has cooled down and will require a prime sequence as per the cold starting procedure.

Towbar Operations

Points to note are:

1. Do Not attempt to steer or turn nose wheel while IGG is stationary.

2. Only steer when you have some forward or rearward motion in progress.

3. Do Not use any pushing force on towbar while you are steering IGG into position. This places too much stress on its weakest points

4. The only pushing force to be provided is done by placing a hand on the propeller blade hub next to and touching the spinner and also the leading edge of the mainplane when you have some passenger assistance.

5. Pulling force as you tow IGG is allowed but proceed with due care.

Maintenance Release

Since the replacement of IGG’s tacho, the carry forward of the Maintenance Release record of maintenance times will not correspond to the present instrument reading on the aircraft.

TAC maintenance keeps the correct record in the Aircraft Maintenance Log Book held by them which corresponds to the entry on the first page of the MR.

To check whether maintenance is due for a 50 or 100 hourly the record of Air Switch cumulative times in the daily inspection section will show the number of hours flown since the last inspection.

NOT ALL PLIOTS ARE COMPLETING THE DAILY INSPECTION

ENDORSEMENT AT THE END OF THEIR FLIGHT

Please do not forget to complete this section after you have finished your flight signing off with your licence number for the daily inspection.

This section is normally completed only once on the particular day that IGG flies and is signed off with the total cumulative Air Switch hours, landings and oil added for the day.

If on rare occasions, when another pilot has already flown IGG that day and signed off, please also complete your details and total off the Air Switch hours etc in this section as a second entry. Although this is not the usual practice, it is better to do this than no entry at all to finish off the records for that day.

For aircraft defects, DO NOT write any entry in the relevant section of the MR. If something is amiss with IGG check with the TAC staff first before you make an entry into this section.

If that is not possible, contact the UFC Maintenance Officer on Mob. 0404122460 available at anytime.

The reason for this not to ground IGG unnecessarily for other pilots when the defect does not affect the airworthiness or safety of the aircraft and TAC maintenance is not available on W/ends to the release entry.

Ground Running and Taxi – Mixture Leaning

Please do not forget to lean IGG's Mixture for all ground running.

Lean the mixture at least a 1/3 out on taxi and ground running to prevent bottom plug fouling and rough running after start-up, then returning it rich again when you do your run-up & mag check in the before T/O vital action checks.

Here is an extract from Flight Club operations at the TAC re their Grumman and another generic advice from an aviation source.......

"We are continuing to have problems with plug fouling, most likely due to poor ground handling of the aircraft. It is not only with people cross-hiring the aircraft! If the mixture is not leaned for taxiing both after start and after landing, a lead build up will start on the bottom plugs. Once it starts to build up, it is like a catalyst for further build up until eventually rough running results."

"Lean, lean, lean. If you don't want a fouled plug to spoil your next run-up, lean aggressively whenever you are taxing. Add this to your "clear of the runway" checklist after you land."

The Aeroplane Company

The Aeroplane Company (TAC) is a commercial flying school/aircraft charter business. We keep our aircraft at The Aeroplane Company as we are a non profit club, not a flying school, and we must legally be attached to a flying school with an aircraft operating certificate as our aircraft are used for training.

We use the flying instructors from the TAC for training. Often we also use their aircraft. The TAC also manages our aircraft bookings. If you wish to use an instructor, specify you are a UFC member.

The Aeroplane Company
2 Eagle Drive
Jandakot Airport
Phone: 9417 0700