While the flight ‘There and Back’ has concluded, the journey is just beginning in many ways.

There are speaking engagements and correspondence to attend to. Later this month I’ll be speaking at the Press Club in Canberra and for the first time making a presentation of the recent trek around Australia.

As words of the manuscript flow into text, it is obvious that a wealth of material also exists in a visual sense; split between still images and ‘High Definition’ footage. With each photo and frame, another event or memory is called to mind. However, so too are many items from the aviator’s general perspective. The planning and execution of such a flight over diverse terrain, through all forms of airspace and the challenges that arise from these. As such, there is also a large body of information that is worthwhile sharing of an operational nature too.

As such, beyond the book and the DVD which will relate a majestic tale, a handbook for pilots will also be forthcoming. This website will be the location to see the first excerpts from all of these productions and we’ll be interested in receiving your feedback.

So join those who have already signed up for the Newsletter and you’ll also be ‘in the know’ at ‘There and Back.

Stay Safe.

Owen

Fortunately I was able to gain employment with one of the two main charter operators whose fleet consisted of all marques of Cessna singles, a 310, ‘push-pull’ 337 and a Piper Chieftain.

Unquestionably, the workhorses were our Cessna 210s and 206s that ranged far and wide across the outback.With less than 1000 hours I had been with the company about six weeks by May 1989 and already had flown about 100 hours in the company’s diverse operations.

The trip up was without event and after offloading the freight, I waved goodbye and taxied out empty for the short sector to Kununurra. Rather than a straight line home, we always tracked south to Fossil Head, across to Quoin Island and then directly to Kununurra.

The entire port side of the aircraft was coated in oil. I could now pretty much rule out a birdstrike!

Towed back to the hangar, the cowls were removed to show the cause of my drama. A cylinder head on the Continental IO-520 engine had separated.

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Along the way over $10,000 was raised for the Royal Flying Doctor Service and even more value was gained in promoting the awareness of their sterling cause. To aid my memory I have a comprehensive diary, 700 still images and over 30 hours of video footage.

In over 70 hours of flying the Jabiru never missed a beat. From the dirt strip at Barkly to the international airport at Darwin, the trusty two-seater took it all in her stride.

Burning around 24 litres per hour and swallowing up the landscape at over 200 km/h, this incredible aeroplane offered the ideal way to see this broad island nation. Operating the humid heat of the Top End or the icy climes of Tasmania made absolutely no difference to the Australian built airframe and engine. In fact handing back “Jabiru 73-81” to her rightful owners at Bundaberg was probably the most difficult task of the entire trip.

There were so many sights to be seen along the way that to highlight one or two seems almost unjust. The sheer diversity of the land beneath was enough to be left in total awe. Within an hour of departing pristine waters, one can be high above the rugged red interior or conversely, the stillness Nullarbor Plain can transform into the crashing coastline of the Great Australian Bight.

There were shearing sheds at Murchison Station and the city lights of Perth growing ever brighter as the sun sank lower. I experienced solemn moments beside the graves of aviators and the joyous roar of excited schoolchildren. I dined with dignitaries, but more often with the down to earth folk that make this country tick. The journey reinforced that this is a big country, but it is equally matched by the fullness of its people.

And while I sat alone in the cockpit, the flight was made possible by an exceptional team of support. From the outset my ‘There and Back’ partner Robert Brus helped transform the idea into reality and then converted it into a truly interactive experience through the website and Spidertracks. Peter ‘Buckets’ Buscall was my second set of eyes on the weather and flight plans as I dropped in and out of internet coverage and fax access. Hayley Dean of ‘Me Marketing’ worked tirelessly at promoting the profile of this flight through the media with astounding success and this in a large way contributed the fund-raising success.

My supporters were led by Jabiru aircraft who generously loaned me their new J230D for the flight. Champagne PC Flight Planning provided software, while Spidertracks allowed the public to follow my every move and enhanced the safety of the flight. David Clark and Hawker Pacific equipped me with the right gear, including the fantastic X-11 headsets and a life-jacket for those water crossings. At the forefront of the media interest was our own ‘Australian Aviation’ magazine, while ‘Global Aviator’ set about spreading the word internationally. My most sincere thanks to one and all.

So where to from here?

‘There and Back’ has caused a great deal of interest amongst both aviation fans and the broader community. As such, this website will continue and grow to welcome folks from all corners of the globe to the wondrous world of aviation through all sorts of initiatives. I will continue to speak at a variety of engagements and not only about the around Australia flight. In fact, it was a journey within a journey.

When Ansett Australia collapsed in 2001 and the wake of 9/11 I found myself facing forty years of age and a Centrelink representative. The past decade has been a wonderful turn-around for me, from unemployment to a Masters degree, a published book, writing awards and even more. ‘There and Back’ represented another significant step in a journey that really grew from adversity in the first instance. Given the current economic climate, I am often asked to relate my experiences along that road more than travels through the skies.

So it is back to writing, flying and sharing the privileged flight that I have just undertaken. I will continue to further share my experiences here through ‘There and Back’ and there are some very exciting projects underway as I write these words, so ‘stay tuned’. As for another flight, it is a real possibility. Where to? Time will tell. For the moment, thanks for sharing ‘There and Back’, but don’t get off now; the ride is just starting.

Stay safe.

Owen

The first Jabiru took flight in 1991 as part of founder Rodney Stiff’s vision to develop and promote affordable flying. From the humble lone J160 prototype, the company has gone on to become one of the stalwarts of what has become the Light Sports Aircraft (LSA) category.

Today over 1600 flying airframes and 6500 engines spread over 30 countries bear the Jabiru name. The J230/430 are the fastest selling members of the Jabiru bloodline as customers seek a little more space and performance from this ever popular type. Given the professional approach of the Bundaberg based company, this trend looks set to continue.

While the origins of the Jabiru 430 can be tracked directly back to the first Jabiru LSA 55/2K, the family has evolved substantially through its smaller members,the J120, -160 and -170. Though sharing similar lines to the smaller models, the J430 immediately catches the eye by its longer fuselage, additional mid window and rear entry door on the port side.

The sleek lines conceal the space within the cabin to some degree and not until you are seated and strapped in can you appreciate the cabin height and width. The comfort factor is far greater than many traditional trainer/tourers, and when compounded with the large windscreen and low-cut side windows, offers a definitely airy feel.

The Jabiru company was a pioneer of the LSA scene in Australia. As such, it has endured the rigorous processes of certification time and again. Rodney Stiff ’s vision was to make flying affordable and the Jabiru range has undoubtedly done that on a global basis.

As the various fleets of GA trainers continue to age, more questions than answers seem to arise about the future direction of the category of aircraft. Fortunately, one aircraft is offering a viable solution and best of all, its home grown!!

The Brumby is not only a standout example of an Australian venture doing a tremendous job, it is a very good aeroplane. It is equally suited to the LSA pilot, the dedicated flying school, or the retiree who wants to see Australia from the air. Its performance envelope makes all of these tasks possible and its design allows them to be done in safety and in comfort.

The Brumby’s canopy slides forward to allow easy access. The cockpit is wide and by virtue of a centre console housing a trim wheel and fuel selector, both occupants have a degree of space not afforded in the shoulder-rubbing C152.

The engine start and taxi is straightforward. The direct steering nose wheel and short span make maneuvering in the apron area simple. Advancing the throttle, the lightweight Brumby accelerates rapidly and feels ready for flight after only about 200m.

The controls are well harmonised and the rate of roll is well proportioned to the control stick input. The aircraft will teach the student to fly an attitude and trim the aircraft very early on in the process and prepare them well for more advanced trainers.

Corporate aviation is about meeting the specific needs of the discerning customer.

It is about arriving in style, in comfort,and most importantly, in time. But for pilots, the great news is that Cessna’s Citation X (X as in the Roman numeral for 10) also offers them first class service.

Sliding into the left hand seat of the Citation X is amply assisted by a large handle on the central windscreen pillar. To my right is senior Citation pilot Jeff Brollier from Wichita, who is tasked with guiding us safely between Essendon and Adelaide today.

In spite of its high speeds, it is not ‘slippery’ to manage. It handles well at both ends of the speed envelope and has adequate systems for the aircraft to transition between the two spectrums without undue workload. The Citation X is the complete package.

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And the pleasure began from the moment Qantas Captains Andrew Foxton and Rob Ford opened the door to the massive flightdeck of the A380 simulator.

These dimensions are afforded by virtue of the actual flightdeck being positioned ‘between levels’ with its floor space dictated by the width of the main deck below. It is so large in fact that the physical dimensions of the simulator’s flightdeck had to be trimmed aft of the instructor station so that it would fit in a normal simulator bay.

The simulator provides all of the sensory cues to reinforce that this aircraft is at its maximum weight. The time to reach flying speed is further lengthened by the strong philosophy of derated takeoffs that exist with the type; even at such high weights. The reasons for this are diverse and range from lower maintenance costs to a reduced airport noise footprint.

Now is an appropriate time to confess to having had some trepidation about the side-stick. Having only known the Boeing yoke for my 14 years in airlines, my sidestick record was not good. One attempt at a friend’s Microsoft Flight Simulator after a Christmas barbeque that went rather badly and resulted in me wanting to bend the stick past the limits of its gimbals.

As a first timer I was suitably impressed, no more so than when I was encouraged to stall the aircraft on final approach in the landing configuration with the thrust levers closed and full aft and roll input. We should have fallen out of the sky, but despite my best efforts the A380 powered up, limited my bank angle and carefully set the pitch attitude to recover.

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The target of $10,000 in funds raised by ‘There and Back’ for the RFDS has been achieved! Thank you to everyone who has contributed.

As if ‘There and Back’ hadn’t kicked enough goals, this final milestone rounds of the flight with a wonderful sense of completion. The most recent donation was made by someone preferring to remain anonymous, but was dedicated to the memory of my Dad and specifically his service in Korea with 77 Squadron RAAF.

Everyone is still invited to donate and the online facility will remain available for a little while yet, so please do what you can for the Flying Doctor.

Check back tomorrow for the latest developments at ‘There and Back’.

Cheers

Owen

Today is my first full day at home since the around Australia flight concluded at Bundaberg last Sunday.

It has been a day of ‘administration’ and sending off those vital cheques to the RFDS. We are well within reach of the $10,000 target and the facility to donate to the RFDS will remain open a little longer, so please contribute and help ‘There and Back’ meet its fund-raising goal.

There have also been interviews to attend to as one and all seeks a ‘wrap up’ of what was a wonderful few weeks. However, as I alluded to in yesterday’s blog, ‘There and Back’ will continue to grow towards its next journey. It will also provide a ‘home base’ for those many followers with an interest in aviation. If there’s anything that you’d like to see at ‘There and Back’, just contact us and let us know and the team will look into it.

For now, it’s back to the paperwork and the beginnings of what is sure to be a fascinating book.

Cheers

Owen