1) Can you tell us a little bit about your flying school and what training services do you provide?

Adelaide Airsports is a flying school that specialises in weight shift microlight aircraft. Powered hang gliders, soaring trikes, nano light trikes, microlights; land based or waterborne. We at Adelaide Airsports are qualified to teach all aspects of weight shift aircraft from beginner through to instructor level. We can help you set up your own school should you eventually decide to take it that far.

2) What’s your personal history in the aviation industry?

I come from the early days of hang gliding and pursued that sport with a passion since the mid 70′s. By the late 70′s a few of us were experimenting with bolting chain saw and lawn mower engines to hang gliders and with a bit of luck we got off the ground and flew. By 1979 a fellow hang glider pilot and myself designed, built and flew what was one of the first trikes (microlights) in Australia. I have been involved in teaching people to fly hang gliders and/or microlights since the 70′s. I still enjoy flying and teaching.

3) How many and what types of aircraft are used in your school’s flight instruction program?

We have a variety of aircraft available for teaching and continue to look for new and exciting aircraft to add to out fleet. We use a lot of the Airborne (Australian) aircraft but we also import aircraft from overseas manufacturers. The “Dragonfly” single seat trikes from the UK are currently proving popular. We try to offer a full range of aircraft from fast to slow, single or two seat, 2 or 4 stroke.

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

Most all students start with a trial flight in the rear seat of one of the instructors microlights. After this flight a de-brief with information about future lessons and costs involved. Next lesson is in the pilot( front) seat and so begins a process of slowly handing over more and more responsibility to the student who will eventually go solo and become a fully qualified pilot.

5) How do you think flying schools have changed in the past years?

I don’t see that they have changed a great deal. There have always been great schools run by keen, enthusiastic instructors dedicated to offering safe, affordable lessons to those that choose to pursue sport aviation.

6) What personal characteristics are required for someone to be successful in their flying training?

Desire; just the simple desire to learn to fly, the desire to become a safe competent pilot to enjoy flying and all it has to offer.

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

Relax and look ahead! Relax and allow the aircraft to fly. A microlight aircraft is stable, it wants to fly in trim without any input from the pilot so relax (don’t overfly the aircraft) and let it do it’s job.

Look Ahead! Most learning problems a visually related, we judge where we are with visual reference to the horizon.

8.) What is the most rewarding part of working as a flying instructor?

Just to see a simple smile on someone’s face. To know you have bought some joy, some happiness to their lives.

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

Always start with your local school, the school in the area you will be doing your future flying. Talk with the local pilots and current students, make yourself known. Sure, some school are better than others but always start local, if you are not happy and things are not progressing you can always change but give your local school a go first.

10) What are some of the misconceptions about learning to fly?

That it is too hard, too expensive, too regulated; it can be all those things but it does not have to be, that is the beauty of sports aviation and some of the simple aircraft now available.

11) Now time to promote your flying school… and invite us to learn to fly at your flying school… !

If you have desire to fly, then do so! Don’t put it off, just do it.

If you have an interest in any of the extensive range of microlight aircraft then we at Adelaide Airsports can help. We are the longest established microloight school in Australia. CFI/Examiner, Larry Jones has taught extensively through out Australia and overseas, he has helped set up over seven microlight school in Australia so give him a call and ask how to get started in this great sport.

1) Can you tell us a little bit about your flying school and what training services do you provide?

Fleet Helicopters Flight Training school has been operating for over ten years now and was started to ensure that we had an available supply of pilots trained to our own high standards. We are located in Armidale, NSW, on the top of the New England Plateau half way between Sydney and Brisbane.

We provide training all the way from private and commercial licences through to advanced training including sling ratings and initial turbine endorsements and Helicopter Flight Reviews.

2) How many and what types of aircraft are used in your school’s flight instruction program?

We conduct our initial training in either a Robinson R22 or R44 helicopter.

Our advanced training can be conducted in our Bell Jetrangers, Bell Longrangers or our Bell UH-1H (Huey).

We also have approval to conduct training in AS350, EC120 and MD500 helicopters.

3) Can you describe the training process that takes place once someone starts their flying lessons at your school?

We usually recommend our students to conduct 5 to 10 hours of flying training before completing their theory exams.

Due to the focus on aerodynamics and aircraft systems in the initial few hours of training it helps to build a solid knowledge base that will help with the theory.

Once they have got their theory out of the way we encourage our students to make our hangar their home while they are training.

We conduct all of our own maintenance in house with three full time engineers on staff and we like to see the students helping out and building their knowledge of how the aircraft works and the tips and tricks in the real world of aircraft maintenance.

We also regularly employ students during the course of their licence to work as helicopter crewmen or fuel support drivers giving them experience in the day to day operations of a commercial helicopter company.

For work such as fires and floods this part time work also allows the student to make the all important industry contacts for when they have completed their licence.

4) How do you think flying schools have changed in the past years?

I think other than the fact that there has been a minor explosion in the number of schools in Australia, especially on the Eastern Seaboard, I believe the major change has been a loss of focus on real world commercial skills.

The training environment is one that is very different to the real world of helicopter operations – especially in the bush environment.

I think one of the major things we offer is, as a commercially operating helicopter company with our instructors also flying such operations as fire fighting, aerial crane, shooting and power-line surveys daily it enables them to teach real world skills.

5) What personal characteristics are required for someone to be successful in their flying training?

I think it is very important for a prospective helicopter pilot to have a passion for what they are about to embark on, to be dedicated and disciplined and professional.

Everybody learns to fly different sequences at different rates so I think it is also important not to be competitive in the race to get through the syllabus.

One student may struggle with auto-rotations whereas another may struggle with hovering (OK – lets’ be honest – everyone struggles with hovering!!) but by the end of the course everyone winds up at the same level.

6) What is the single most valuable piece of advice that you could give a prospective student Pilot?

To make sure they really make the most out of the process of doing their licence.

Take the great opportunity you have to gain as much knowledge and experience from the instructors and engineers you are exposed to during your training – there is no such thing as a dumb question in aviation – ask away!

7) What is the most rewarding part of working as a flying instructor?

The huge smiles you get when a student first flies solo, completes their first successful autorotation without me having to lend a hand and especially when they walk back through the door after a few years with a few thousand hours under their belt and some great stories on where they have been and what they have been up to.

8.) What are your top tips to identify a top flying school? What should we look for in a flying training program?

I think identifying a good flying school cannot be done over the phone or from a website. A prospective student needs to take the time to go and meet the company they are thinking of training with and have a go at a trial introductory flight. They need to try to assess whether or not they think they will get the attention and quality of instructor with the experience in the industry they deserve. A helicopter licence is a huge investment and the decision on which school to train with is crucial. I would never say we are the best school for everyone – there are ‘horses for courses’ and students need to choose the school that is the best fit for them.

9) What are some of the misconceptions about learning to fly?

I think the misconceptions are based on the students attitudes when they begin their flying training.

Some come to us with the belief that it is going to be incredibly difficult to learn and because of that, they work very hard and are pleasantly surprised at how quickly they pick it up.

Others think once they get through the theory training, the flying component will be walk in the park which it certainly isn’t – it requires dedication and hard work to succeed.

Students also should realise that gaining a licence is really only a licence to continue learning – You never stop learning as a pilot…Never!

11) Now time to promote your flying school… and invite us to learn to fly at your flying school… !

Fleet Helicopters with its commercially operating instructors, in house engineering and unique training environment offers students the opportunity to gain exposure to all aspects of the helicopter industry in the course of their training.

We aim to provide our students with real world, commercially relevant skills and knowledge that will give them a solid base from which to develop for the rest of their career in aviation.

1) Can you tell us a little bit about your flying school and what training services do you provide?

My flying school specializes in training people to fly recreational aircraft , although this can be the first step in later flying larger aero planes. Training can be provided from initial first lesson up to training of Instructors who are then authorized to teach others to fly .

Most training is carried out on our Tecnam Super Echo aeroplane which is simple and easy to fly , however more advanced flying of tail wheel type aeroplanes can be provided using our Skyfox tailwheel aeroplane .

Our aim is to provide personal professional training while maintaining a fun experience in a relaxed atmosphere at a reasonable cost .

2. What’s your personal history in the aviation industry?

I have been flying light aeroplanes since 1964 and first qualified for my pilots incense in 1965 .Since then I have owned and operated six different light aircraft, including a high performance aerobatic aeroplane .In addition I have flown many other types .I am a retired Professional Engineer and now have the time to indulge in my passion for flying and passing on my experience to others while teaching them to fly .I have been a qualified Instructor since 2007 and since 2009 qualified as a Cheif Flying Instructor. I am also qualified to maintain and repair this class of aeroplane including those used for training and hire .

3) How many and what types of aircraft are used in your school’s flight instruction program?

We have three different aeroplane types available for training .

Most initial training is carried out in our Tecnam Super Echo , however we also have available a Savanna for those who would like to fly this type .

The Savanna is a popular aeroplane among home builders as a quick build kit can be purchased and built in a reasonable time .Our Savanna gives potential builders to experience flying the type ,and learning to fly in it if they wish to do so.

Our third aeroplane is a Skyfox tail wheel aeroplane available for tail wheel flying training .

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

5) How do you think flying schools have changed in the past years?

Back in th 1960′s when I learnt to fly many instructors were ex military pilots ,highly experienced ,with high skill levels .The instructor who I did most of my training with had been a charter pilot before world war two ,and had flown Hurricane and Spitfire fighter aircraft during the war . His flying skills and ability as an instructor were exceptional and I was fortunate to have him as my Instructor.

Unfortunately today many Instructors are young people barely having finished training themselves ,and in many cases their main objective is gaining flying hours of experience so they can move on and become airline pilots .

6) What personal characteristics are required for someone to be successful in their flying training?

In order to learn to fly competently and safely a person must be prepared to devote the time and effort to learn the correct way of doing things methodically ,and be prepared to exercise the self discipline to do things correctly .Flying is in many ways an exercise in self discipline .For someone interested in flying this is usually not too difficult .

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

As in many things in life your rate of progress and enjoyment will depend on how much effort you put in to the learning process .If you do not think about your last lesson until you walk in the door for your next lesson then your progress may be slow and somewhat frustrating as lessons are repeated .On the other hand if theory and lesson notes are revised between flying lessons then progress is usually much quicker and rewarding .

8.) What is the most rewarding part of working as a flying instructor?

I find it very rewarding to teach people to fly from their early tentative steps , to becoming competent safe pilots ,many of whom later purchase their own aeroplanes ,and explore much of Australia .

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

To identify a top flying school :

Do they have experienced career Instructors , or people who are just passing through, building flying experience ,on their way to being airline pilots ?

What is the traffic situation at the airport ? Will you get at least 90% of time in the aeroplane actually flying it or will half your time ,and money ,be spent waiting to take off and getting to the training area ?

Many people think that flying is too difficult and expensive for them to learn .In fact most people can learn to fly if they are interested and put in some effort ,and since the development of the current recreational aeroplanes such as the Tecnam it is easier and cheaper than you may think .

This is reflected in the number of recreational pilots which has grown from approximately 3000 to more than 10,000 in the last five years .Many of these are people who have dreamed of flying for many years and now find they are able to live this dream .

10) What are some of the misconceptions about learning to fly?

My flying school is a small operation with time to give personal professional training and I have the training and experience to ensure that you become a proficient and safe pilot .

We operate from an aerodrome with enough traffic to give experience in traffic separation and radio calls without excessive traffic causing costly delays.

Our location at Bendigo in Victoria, north of the Dividing Range gives plenty of good flying weather most of the year .

We have a range of aeroplanes available and can provide training from beginner, or later to Advanced Pilot or Instructor standard if you wish .

11) Now time to promote your flying school… and invite us to learn to fly at your flying school…!

Flying is my passion , I fly and Instruct because I enjoy it , not to build up hours or just to pay the bills and believe I have experience ,knowledge and skill to pass on to my students ,so come and fly with me !

1) Can you tell us a little bit about your flying school and what training services do you provide?

Caboolture Microlights provides a full range of flight training in weightshift aircraft (commonly known as trikes) from beginner through to Flying Instructor. We are a dealer for Airborne Windsports (microlight manufacturer) and can provide inspection and maintenance services for second-hand microlight aircraft. We also do Human Factors training for
Recreational Pilots and sell other flying equipment such as helmets, headsets and flying suits. Basically we aim to be a “one stop shop” for all things microlight related!

2) What’s your personal history in the aviation industry?

I first flew a microlight in the UK in 1993 so I’ve been involved with trikes for quite a while. In that time I’ve been lucky enough to fly almost 50 different types and in over 20 countries. Highlights include my circumnavigation of Australia and flying across Africa (both in trikes). I immigrated to Australia in 2004 and have been involved with flight training since 2006.

3) How many and what types of aircraft are used in your school’s flight instruction program?

We exclusively use Australian made Airborne microlights powered by Rotax 4 cylinder 4 stroke engines. The aircraft are available with several wing options and the choice depends on the type of flying they will mostly be used for. Faster wings tend to be chosen by people who want to go touring, slower wings are better suited to local flying and are often used for photography or property inspections. At Caboolture Microlights, we have a choice of trikes with Merlin, Streak and SST wings so students can experience almost the entire range to help them assess the type of aircraft they prefer.

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

It generally starts with a Trial Instructional Flight where you get the chance to experience flying in a microlight trike and see what they are all about. It’s also a good way of checking out if the school is able to meet your requirements. To reach the standard necessary for a recreational pilot certificate there is a lot to learn but the process is structured so you don’t have to do it all at once. We provide plenty of handouts and guidance to assist the students and training is arranged at a pace to suit each individual. Most of the flight lessons are preceded by a whiteboard briefing to explain what will happen on the flight and why. This allows the time spent in the air to be much productive.

5) How do you think flying schools have changed in the past years?

The capabilities of microlights have increased enormously in the last few years. These days they can be used for much longer, touring flights (as my expeditions have shown) and the standard of training has needed to be improved along with these new capabilities. The better flight schools have recognized and adapted to this environment.

6) What personal characteristics are required for someone to be successful in their flying training?

Personal attitude is very important. Flying is not dangerous but mistakes can be much more serious than in other activities. Of course we are flying for fun but we want to see that students who are prepared to take responsibility for their actions. Trikes are very easy to fly but it takes effort from both the student and the instructor to learn to fly them.

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

Give it a go! One of the phrases I hear most often is “I wish I had started doing this years ago”. Nobody can put the clock back but we can all make the most of the present.

8.) What is the most rewarding part of working as a flying instructor?

I guess the obvious answer would be when a student completes their first solo flight but, more honestly, it’s the sense of satisfaction I get when I see someone we have trained developing into a responsible pilot and going on to achieve their own personal ambitions such as completing a flying holiday or simply taking their partner, parent or offspring for a flight.

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

That is a very good question! It can be very difficult for someone interested in learning to fly to choose a flying school as they don’t really know enough what to base their assessment on. School websites aren’t always a good indicator – if at all possible I would suggest going to visit several prospective schools. Meet the instructors, have a look at their operation & aircraft and try to talk to former or current students.

Do as much research as you can – for example some schools don’t allow you to fly solo in their aircraft which means you will need to buy your own to complete your training. Others charge extra for briefings and exams so a lower hourly rate for the flying actual costs more overall. Finally don’t pay in advance for your training.

10) What are some of the misconceptions about learning to fly?

The number one misconception is that it is dangerous – flying certainly could be if you choose to make it so but our primary objective is to train you to manage those risks and to fly safely. The second misconception would be that it’s too expensive. A basic recreational flying certificate is quite possible for $5000 and the cost of buying and owning your own trike can be a lot less than most family cars. Whilst not as cheap as sitting on the sofa watching TV it is certainly a lot more enjoyable and rewarding.

11) Now time to promote your flying school… and invite us to learn to fly at your flying school…!

Modern, fully insured aircraft, friendly and experienced instructors, beautiful location close to Brisbane& Sunshine Coast and an informal club atmosphere. What more could you want?

1) Can you tell us a little bit about your flying school and what training services do you provide?

Large country town famous as a POW camp during World War II

Cowra is a town of 9500 people situated on the Lachlan River, 310 metres above sea-level and 320 km west of Sydney at the junction of the Mid Western and Olympic Highways. It is the commercial and administrative centre of a shire in which the major industries are livestock, wool scouring, vegetable growing and processing, vineyards, furniture making and tourism.

Cowra is noted for its historical and natural attractions, the magnificent Japanese Garden and Cultural Centre, quality restaurants, wineries, galleries, craft shops and horse riding. The public identity of the town has become bound up with the Cowra breakout of 1944 (in which Japanese prisoners of war attempted to escape from a local camp during World War II) and the subsequent association with Japan. This history has led the town to focus on and promote the values of pacifism and internationalism, which are at the centre of the annual Festival of Understanding.

Prior to European settlement the area was occupied by the Wiradjuri people. The first known white man in the area was George Wilson Evans who passed near the townsite in 1815. He named the area the Oxley Plains after his superior the surveyor-general. John Oxley, guided by Aborigines, investigated a portion of the Lachlan River and the adjacent lands in 1817, deeming it ‘unfit for white settlement’. He named the river after the then governor Lachlan Macquarie.
In 1831 cattlemen Arthur Rankin and James Sloan from Bathurst became the first white settlers on the Lachlan. In the early days the townsite was a river crossing known as ‘Coura Rocks’. Some sources indicate that a cattle station with this name was established by a Reverend Fulton in subsequent years.

The first hotel on the townsite was established in 1846. About 1847 the crossing became known as Cowra and the village was proclaimed in 1849. In the 1850s the river crossing was used by gold prospectors headed for Lambing Flat (Young) and Grenfell. A school was established in 1857 and a bridge over the Lachlan built in 1870. The railway arrived in 1886 and Cowra attained local government in 1888.

Reef gold was discovered at Mt McDonald to the south-east (near what is now Wyangala Dam) in the 1880s and a settlement of 500 people developed. It was named after the McDonald brothers who first discovered gold in the area. Alluvial gold was also found at Woods Flat near Woodstock and in small quantities amidst the sands of the Lachlan River.

A bridge across the Lachlan was built at Cowra from 1891 to 1893. At the time it was the country’s longest single-span and total span bridge. A telephone exchange was established in 1901, a water supply in 1909, a gasworks in 1912 and electric lighting was introduced in 1924.

Cowra POW Camp and the Cowra Breakout

A large army training camp was established just outside Cowra in 1940 which trained some 70 000 personnel throughout World War II. The following year, a prisoner-of-war (POW) camp was built at the north-eastern outskirts of town. On 5 August, 1944, this camp became the site of the largest mass POW escape in British military history. It was also the only such escape attempt to occur in Australia.

At that time the camp contained about 4000 prisoners who were held in four separate compounds of 17 acres each. A thoroughfare 700 metres long and 45 metres wide, known as Broadway, divided Camps B and C from Camps A and D. Adjacent Broadway was a 10-metre strip known as No Man’s Land, on each side of which was barbed-wire security fencing. Camp B, hopelessly overcrowded, held 1104 Japanese POWs.

On 3 June, 1944, a Korean prisoner reported a conversation in which he heard about a plan among the Japanese to attack the garrison, seize arms and ammunition and escape. As a result security was stepped up. Consequently, on 4 August, the leader of Camp B was handed a list of internees to be transferred to the POW camp at Hay on 7 August. At 1.30 a.m. of 5 August a bugle sounded and the prisoners of Camp B opened the hut doors. Screaming furiously, two groups – armed with knives, chisels, forks, saws, axe handles and baseball bats – rushed the wire separating them from Broadway while two other groups headed for the perimeter wire on the other side of the camp. They threw blankets over the barbed wire, or crawled under it, while others dressed in heavy clothing, threw themselves on the wire for others to climb over. 20 buildings were burned down due to prisoners overturning heating braziers. The Australian Recruit Training Centre, 3 km away, was alerted by telephone and flares.

Two privates, who manned one of the Vickers machine gun trailers, were overrun and murdered, although Private Hardy managed to sabotage his gun before his death. Another private was stabbed to death in the fracas and a lieutenant was killed during the round-up the following morning. Another four Australian personnel were wounded and a civilian from Blayney died after a gun discharged in his vehicle during the round-up.

378 Japanese POWs escaped although the media were kept entirely in the dark about the event and local civilians were given partial and at times false information.

Within nine days 334 escapees were recaptured by the authorities and by civilians. One POW reached Eugowra, 50 km away. Others had been killed and some committed suicide – two by laying their heads on railroad tracks. In all 231 Japanese died and 108 were wounded – three dying subsequently of their wounds. The organisers of the break-out had ordered that civilians were to remain unharmed and this proved to be the case.

One charming story entailed a Mrs Weir who refused to hand over two escapees until she had given the men tea and scones as they had not eaten for days. The men in question returned to the Weir farm in the 1980s to thank the family.
Interestingly, the many Italian POWs were, for the most part, cheerful and cooperative and worked agreeably outside the camp while the Japanese POWs were surly, difficult and resentful. Attempts at employing them outside the camp had proved a failure due to their aggressive behaviour. Their lack of cooperation and the breakout itself arose from an overwhelming sense of shame engendered by a code of honour which viewed capture as a disgrace to themselves, their families and their country. Japanese soldiers were supposed to commit suicide rather than be humiliated by the subservience implicit in imprisonment. Indeed most of the prisoners were taken when they were too weak to offer resistance or they were merchant seamen scooped from the waters. They gave false names as they felt news of their capture would shame their families while the Japanese authorities reported all those missing in action as dead. When informed of the deaths during the breakout, the Japanese authorities asserted that those killed must have been Japanese civilians as, it contended, there was no such thing as a Japanese POW. When the internees returned many felt their ‘shame’ would render them unworthy of return to Japanese society (some expected to be executed) and half did not tell their families they had been POWs.

A Japanese war cemetery was established by agreement with the Japanese government in 1964. It now contains the remains of all Japanese POWs and civilian internees who died during their imprisonment in World War II.

A student exchange program was established in 1970 between Cowra High School and the Seikei High School in Kichijyouji in Tokyo. The Japanese Garden and Cultural Centre was set up with the aid of the Japanese government in 1978-79 to honour the dead on both sides.

A number of annual events grace the Cowra calendar. The Festival of Understanding (which features a different guest nation each year) is held in March, the Cowra Picnic Races and the Cowra Wine Show in July, the Cowra Show in late September, Sakura Matsui (the Cherry Blossom Festival) in early October, and, at the visitors’ centre in November, the Art and Craft exhibition and Rose Fair.
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Things to see:

Tourist Information

Cowra Visitor Information Centre is located on the western side of the bridge, in Olympic Park, on the Mid Western Hwy. It screens a very good nine-minute film concerning the Cowra breakout and Cowra’s subsequent role in the world peace movement. The centre can furnish pamphlets and information regarding local attractions, accommodation, eateries, coming events, tour operators, arts-and-crafts shops and art galleries. The centre is fronted by an excellent rose garden (1000 bushes and 107 varieties) and it is open from 9.00 a.m. to 5.00 p.m. daily, tel: (02) 6342 4333.

The Japanese Garden and Cultural Centre

The magnificent Japanese Garden and Cultural Centre was erected on a 5-ha site as a symbol of the historical ties between Cowra and Japan. It was funded by the Australian and Japanese governments and by private donations but is maintained on a non-profit basis by tourism.

The garden was designed by Ken Nakajima, a world-renowned figure in traditional Japanese landscape gardening, in liaison with the School of Environmental Design from Canberra College of Advanced Education.

Mr Nakajima has written that ‘The Japanese treasure nature and try to live with it. My Cowra garden takes this principle into consideration as a ‘motto’ and treasures all existing objects. In this respect, you will note that all gum trees and rocks on the site have been utilised in their original state’.

The garden was designed to reflect the total Japanese landscape. The mountain represents all Japanese mountains. A stream flows down the mountain through a waterfall to a lagoon (representing the mountain ponds) and on to a larger koi-filled lake which equates with the ocean. Japan’s cities are represented by the buildings, trimmed hedges suggest rolling hills and each gravel path offers new perspectives to convey the variety of views when meandering through the Japanese landscape. The garden was also designed to blend in with the indigenous environs. Consequently gum trees surround the garden.

A traditional tea house sits on an island. There are wooden footbridges, a wisteria pergola, a bonsho (calling bell), a temple lantern, a lookout over Cowra and the valley, manicured shrubs and lawns and a delicate and symbolic arrangement of rocks. The 113 species of flora includes water lilies, cherry trees, wisteria, chrysanthemums, magnolia and Australian natives and there are over 120 bird species in the garden. The overall effect is one of serenity and harmony.

Traditional Japanese design has been employed in the construction of the Cultural Centre which houses a display of Japanese art including the Somenishiki Ornamental Vase, 500 hand-carved Japanese dolls, Nanga paintings and a fossilised chrysanthemum estimated to be over 70 million years old.

Within the complex is the Bonsai House (with Bonsai display), a pottery house, a gift shop, a nursery, and the Chabana Restaurant which fuses Japanese and Australian elements and furnishes views over the garden. In the car park is a Japanese rock sculpture which symbolises peace.

In early October, when the cherry blossoms bloom, the centre becomes the focus of Sakura Matsuri, the Cherry Blossom Festival during which there are demonstrations of Japanese arts and crafts, recitals on the shakuhachi flute, tea ceremonies, martial arts demonstrations, kite flying and Japanese food. The complex is open from 8.30 a.m. to 5.00 p.m. daily, tel: (02) 6341 2233.

To get there, head north off the highway (Kendall St) into Brisbane St which becomes Scenic Drive before bending sharply to the right into the Bellevue Hill Reserve. You will soon come to a turnoff on the left to the centre.
Sakura Ave extends northwards from the centre past the POW campsite to the war cemetery. When completed, cherry trees will line the entire route.

Cowra Museums

Cowra Museums is an interactive war, rural and rail museum with over 8000 exhibits including one of the country’s largest operating model railways, the Cowra POW Camp exhibition, as well as nostalgic, historical and working war, rail, steam and farm machinery. There are engines to start, machines to operate, sirens to sound, bugles, tanks, jeeps, a canon, anti-tank guns, bayonets and other weapons, dioramas, steam engines, old petrol bowsers, cars and lawnmowers, old magazines and newspapers and many other items. It is located 4 km east of the town centre on Sydney Rd (the Mid Western Highway) and is open from 9.00 a.m. to 5.00 p.m. daily, tel: (02) 6342 2666.

The Cemeteries

The Japanese POWs who died in the breakout were originally placed in mass graves. The on-going care bestowed upon these sites by the local RSL impressed Japanese visitors and, in 1964, following discussions between the Japanese embassy and the local council, a war cemetery was established to which the remains of all Japanese POWs who died in Australia were transferred. It was funded by the Japanese government and the land was ceded to the Japanese government. It contains 522 graves, including Japanese nationals who died during the attack on Darwin, and Japanese civilians who died in internment camps.

In the adjacent general cemetery are the tombs of the four Australian personnel killed during the breakout and a monument associated with the graves of Indonesian detainees who died of natural causes in the camp.

To access the cemeteries head north along Sakura Ave or follow Redfern St north of the highway for a little over 3 km and turn right into Doncaster Drive.

Heritage Buildings

Start an investigation of the town’s few historic buildings at Garden and Montgomerie Solicitors on the northern side of Kendal St, between Lachlan and Macquarie Sts. It dates from 1875. Nearby are Allan Gray & Co Auctioneers. This building was erected in 1861. The facade has been changed over the years.

Turn left into Macquarie St. The original St Peter’s Presbyterian Church, built of brick, is situated to the rear of the present structure which dates from 1913.

Return to Kendal St and proceed east to the Brisbane St corner where you will find the courthouse, a Federation-style brick building with unusual gable ends built in 1879.

Slightly further along the street, and across the road, is ‘Ilfracombe’, built as a private home in 1879 and now a restaurant.

Return to Brisbane St and head south. At the Vaux St corner is Cowra Public School (1882). Head west along Vaux St. At no.6 is the old stone flour mill built in 1860. It is now a winery and function centre.
Walk around the corner into Lachlan St. Cross Kendal St and turn left into Redfern St. To the right is the Australian Hotel, the town’s first, erected in 1846 although it has been completely transformed over the years from the crude bark building that it once was.

Recommended Accommodation:

HPPC HANGER ACCOMADATION COWRA AIRFIELD :HPPC hanger has training room and office, air conditioned and combustion fire three bunkhouse bedrooms with accommodation for 12,shower two toilets fully contained kitchen, lounge and recreational area, laundry facilities .Accommodation available to students for $15.00 per night excluding linen.

2) What’s your personal history in the aviation industry?

Gabriel The website will really explain my passion and the how and why this adventure began

3) How many and what types of aircraft are used in your school’s flight instruction program?

Main training aircraft is the factory built Aerochute as this aircraft is an approved two seat training aircraft

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

If you want to experience the thrill of flying, Your time is now

With more than 9000 flying enthusiast Recreational Aviation is a fast growing sport in Australia, and what better way to take to the sky than harnessed in the open cockpit of a powered parachute capable of heights of up to 5000 feet above ground in a group D certified recreational aircraft.

Fear of heights? Graeme Hutchinson Chief flying instructor and CEO is also afraid of heights…I feel dizzy on a cliff’s edge ,but in the air ,fear recedes as you take in the magnificent views and patterned farmlands below

Are you after that adrenal rush, an electrifying kick in the abdomen HPPC can provide that thrill just ask or if you just happy with a bit of a buzz that comes with flight ,gorgeous scenery and a slow descent, its all available. Check the web site www.poweredparachutecentre.com.au and view the video section.

The best type of flying to take to the sky! the parachute is your wing and is open before you are off the ground

Step outside your comfort zone and step into ours. Hear the engine fire up, watch the canopy inflate and feel the power as you take off and climb up to a staggering 1000ft per minute

During your flight your instructor will hand over and you will have control of the aircraft as PILOT IN COMMAND

And if you catch the bug…and want to learn to fly! A Pilot Certificate Course is available! Just ask your instructor for details

5) How do you think flying schools have changed in the past years?

Recreational Aviation has brought the opportunity for people who have always had that wish to fulfill the dream to fly to reality and within an affordable budget with over 10,000 members and 5000,00 aircraft the passion is there

6) What personal characteristics are required for someone to be successful in their flying training?

I believe that if you really want to achieve something never say I can not, and so the characteristic required is the determination to try

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

It is better to be down here wishing you were up there…then up there wishing you were down here!!! So listen to your instructor and remember that Flying can be a fun safe recreation…. there are Bold pilots and Old pilots but never Old Bold pilots

8.) What is the most rewarding part of working as a flying instructor?

Watching your student go Solo for the first time ..your heart beating as fast as there’s and the hand shake with well done when there are back on terra firma

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

Dedication both from the instructor and student : communication and trust between both instructor and student is a must as both trust their lives to each other at some point in the training time: A training programme that is flexible as not all students understand the explanation of a lesson presentation the same way and may require another method of approach

10) What are some of the misconceptions about learning to fly?

I am too old, flying is only for the rich people, It’s just too dangerous, there is to much theory, flying is just for young people and then you have the what if the engine stops and what if…and what if…in fact flying is safer than driving on the road

1) Can you tell us a little bit about your flying school and what training services do you provide?

Secure Air Flight training is located in Victoria at the Shepparton and Wangaratta airports. The school is able to provide training from recreational level thru to the GA commercial License.

The aircraft range from smaller two seat trainers such as Tecnams, Cessna 172s and for the commercial level a Cessna 182 retractable aircraft for that added performance.

Secure Air Flight Training provides training for Recreational Pilot’s Certificates and endorsements, Private and commercial Pilots licenses and offers a range of aircraft for endorsements and further use once our pilots attain their qualifications.

Theory courses are also offered and are particularly sought after by pilots wishing to upgrade their recreational qualifications to the Private / Commercial theory requirements.

Secure Air Flight training offers fully guided and planned flyaways that are essentially flying holidays. Our Pilots are accompanied by our flight instructor team members and the learning journey is enhanced for all participants. These are very popular and flights go to some very beautiful and interesting destinations.

2) What’s your personal history in the aviation industry?

The school personnel are headed up by Chief Pilot and Chief Flight Instructor that has been involved in the industry for some 15 years. Secure Air flight Training management are the owners so our own personal histories are very much linked to the way we engage and encourage our students.

Management maintains a passion for flying which is what is so closely passed on to all the student pilots. There is empathy for the highs and lows, and the challenges that people face on this rewarding pastime or career choice. Support to all our students is offered so that they attain their goals. Flight training is conducted as a partnership ensuring that our students progress to their expectations. Mentoring and Career Counseling are all add-ons for all our students.

3) How many and what types of aircraft are used in your school’s flight instruction program?

The secure air flight fleet is made of up some 12 aircraft ranging from 3Tecnams P92ES to 3 C172s, 1 C182 RG, Multiengine aircraft -1 PA 30, 2 PA 34s, and 2 PA 31s

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

Secure Air Flight Training adheres to the approved syllabuses for both recreational and General Aviation flight Training. Our instructional staff work as a team to ensure that flight training is consistent allowing for students to progress unimpeded.

The very first step is a relaxed meeting where we get to know our prospective pilot, learn their thoughts, aims and goals. We customize a program that then allows the plan to be put into action!

Depending on which pathway our student selects they are allocated their own instructor who then guides them thru student pilot licenses, medical requirements and security clearances.

Once the paperwork is initiated, then flight lessons start.

At the beginning of each lesson the instructor will brief the student on the objective of the lesson and then conclude with a summary of how the lesson went and where to next. Students are encouraged to ask lots of questions and ample time is allowed so that each individual student has plenty of one on one time with their instructor.

As the student progresses we make sure that theory training keeps up and again plenty of support is provided. Pilots learning to fly for fun will be guided thru the theory components in a manner that closely aligns with their practical experience making sure that all elements of this journey are meaningful and fun!

5) How do you think flying schools have changed in the past years?

Country regional flight schools have reduced in number over the past years in Victoria. Smaller regional schools in the past enjoyed an excellent reputation for the production of good all-round experienced pilots. Students directly benefitted by being in the care of highly experienced Chief Pilots and Chief Flight Instructors, that often were dedicated to their schools over a long period of time. The diversity of operations that students partook in as they progressed from beginner pilots to commercial pilots to flight instructor to Charter pilots still remains a sought after suite of skills from major airlines.

Contrary to popular marketing strategy from large suburban schools the regional flight schools like Secure Air Flight Training still place high importance on this blend of skills that set the foundations for a career that can lead in any direction.

6) What personal characteristics are required for someone to be successful in their flying training?

There is not one set of characteristics as there are many different pathways and final ambitions with flight training. Once we know what pathway our student is on then we foster and encourage the characteristics needed.

People flying for fun set their own pace, courses are structured so that the learning is just as enjoyable as the final achievement – a pilot’s license.

Commercial and career students are supported and mentored so that they establish good study habits, learn the required ethics, learn how to prepare / prioritize, manage time, develop high and consistent personal standards of performance that are vital to becoming a successful commercial or airline pilot.

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

Enjoy the journey not just the destination. As a professional student enjoy each stage of the journey. Safe flying requires self discipline, compliance to rules and regs and adherence to safe operating practices. Yet with all this you experience tremendous joy and security as you view the world in the realm of the bird!

8.) What is the most rewarding part of working as a flying instructor?

The partnership that forms when you help another person towards their goals. Watching them develop skills that enable them to discover the potential within themselves.

Providing the professional support that leads to their success!

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

The learning environment and culture of a flight school is paramount when selecting a top School. There is no place for discourteous conduct, rudeness, indifference, and poor client service, rigid hierarchies that make people unapproachable or communication that is condescending. Flying is about forming partnerships based on professionalism, respect and team work, no different to any other high performing team.

A top flying school will have quality systems in place to ensure that the technical standards are met and a culture of care for you the student pilot as they embrass your goals and form the relationship for success.

10) What are some of the misconceptions about learning to fly?

Only clever or special people can learn to fly.

Flying is only for professional pilots

I need to own an aircraft to be a pilot

Learning to fly is very expensive

Flying is a very expensive hobby

11) Now time to promote your flying school… and invite us to learn to fly at your flying school… !

Secure Air Flight Training has two great locations in Northern Victoria. We focus on personalized training that is customized to our student’s needs and resources. We are able to put together programs whether for the private or professional pilot that delivers a unique mix of value.

Your flying partners – our experienced instructors are lead by A Chief Flying Instructor that is greatly experienced at all levels of flying. We operate many different types of aircraft, fly missions all over Australia with the Charter Aircraft and coordinate several flyaways each year so that you can enjoy Australia with us as either a student or a qualified private pilot.

Call us on the mobiles for information on your dream to become a pilot!

1) Can you tell us a little bit about your flying school and what training services do you provide?

We have been training pilots for over 20 years now, both recreational Private Pilots and professional pilots training for their Commercial license and further ratings/endorsements

2) What’s your personal history in the aviation industry?

I have been a flying instructor for 25 years, I have flown 737′s for various airlines and I am a full qualified Aircraft Maintenance Engineer (still active). So with running the flying school and my practical background, I have a pretty good overall understanding of the aviation industry.

3) How many and what types of aircraft are used in your school’s flight instruction program?

We have over 20 aircraft. Our main trainer is the Piper Warrior. We use the Piper Arrows for CPL training and the Piper Seminole for Multi Engine Endorsements and Instrument Rating training. We also have some
Cessna 152′s, Piper Archer, Duchess and Seneca.

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

Our training systems follow the CASA syllabus of training and the process you undertake will depend on what course you have chosen.

For those preparing for an Airline career they will start with their ab initio training for the General Flying Progress Test (GFPT), then undertake their navigation training for the PPL. Before they are issued their PPL they will also need to pass the BAK and PPL theory exams.

Moving on to the CPL, students need to study for and pass the 7 CPL exams, build at least 150 hours total flying time with a minimum of 70 hours solo flight time, undertake further dual training and then sit the CPL flight
test.

We normally do the Multi Engine Endorsement after the CPL test and then use the Multi Engine Aircraft and simulator for our Instrument Rating training.

5) How do you think flying schools have changed in the past years?

There have been some changes in running our flying school, however the systems and processes we follow to train someone to become a competent pilot are essentially the same as they have always been.

6) What personal characteristics are required for someone to be successful in their flying training?

Students just need to apply themselves to their studies and be enthusiastic and interested in all aspects of their training, both theoretical and practical. The ability to be calm under pressure also helps. Flying is safe, so it’s unlikely our students will ever encounter a major problem, however all our training is aimed at preparing our students for any eventuality that might occur.

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

Like with anything in life, if you want to succeed in this career you will need persistence and patience. For those who demonstrate these attributes the success rate is pretty much 100%

8.) What is the most rewarding part of working as a flying instructor?

The greatest pleasure of flying instructing is seeing the joy that flying brings to our students and sharing this experience with them.

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

A good flying school will:

* Have friendly, experienced instructors who you want to be with and learn from.
* A good fleet of aircraft so that you are not waiting around for the use of an aeroplane.
* A strong administration that is able to deliver professional training and services you would expect.

10) What are some of the misconceptions about learning to fly?

Some people think that you need to be a brain surgeon to be a pilot. Most people have the aptitude to learn to fly so for the vast majority, if you have the will and the passion, we can get you through the course

11) Now time to promote your flying school… and invite us to learn to fly at your flying school… !

1) Can you tell us a little bit about your flying school and what training services do you provide?

GoFly is the largest Recreational Flying School in Australia. We offer Recreational Flight training from Pilot Certificate stage all the way to Instructor Ratings.

2) What’s your personal history in the aviation industry?

My Background includes Charter and Scenic flying in the Northern Territory. I never had much interest in Joining an airline and thought Instructing would be a better choice for me. Luckily I made the right decision.

3) How many and what types of aircraft are used in your school’s flight instruction program?

We have seven aircraft in total. We have two high wing Tecnam trainers, two low wing Texan trainers , two high wing composite advanced flight design trainers and a short take off and landing Savannah aircraft.

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

The student would initially conduct a Trial Introductory Flight. This flight gives the student a chance to see what’s involved with flight training and what it is like to fly a recreational aircraft.

5) How do you think flying schools have changed in the past years?

The major difference is that many of the smaller General Aviation schools have now closed down. In their place we have either the large university or airline funded flight schools or smaller Recreational schools for pleasure
flying. The Good news is that Recreational Flight Hours can now be used towards getting your Commercial Pilots license savings students thousands of dollars.

6) What personal characteristics are required for someone to be successful in their flying training?

The biggest factor is enthusiasm and what I call stickability (how much you can stick with learning something new). There is an old saying that states” stickability beats ability”. I find this very true with flight training. I
would say ninety nine percent of individuals can learn to fly a plane however not everyone has the stickibility factor. There will be some tough moments during your training however if you are persistent and keep going
the rewards are worth the effort.

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

Learn to be patient with yourself. It takes time to learn to fly an aircraft. I took five years of flight training and low paying jobs to obtain my Commercial pilots certificate. It would have been easier to give up and settle for a life less interesting , I’m glad I learnt to be patient and keep going forward, if you can learn to be patient and keep going forward you can achieve anything.

8.) What is the most rewarding part of working as a flying instructor?

Getting to know my students and seeing them develop a new skill. I really believe I am changing my students lives for the better. I have had tough sixty year old men cry after I sent them solo because it’s been a dream of theirs since they where a teenager and I helped make it happen. Pilots tend to be a positive enthusiastic bunch so being surrounded by this every day is very rewarding.

9.) What are your top tips to identify a top flying school? What should we look for in a flying training program?

The first thing to look for is customer service. Does the flying school put the customer first. Do they respond to your phone call quickly? A lot of flying schools make the customer feel privileged for being allowed to fly with their school and this is not good business practice. Look at the condition of the aircraft and what commitment they have to flight safety. Also are the flight instructors just building up hours for the airlines or are they committed career Instructors.

10) What are some of the misconceptions about learning to fly?

The biggest misconceptions is that you have to be rich to learn to fly and that it is fairly easy to learn. I have students who work at McDonald’s who pay for their own flight lessons so there goes the affordability argument. I have a lot of students who think flight training will be easy.

When it gets a bit tough they think “Oh this is getting tough I’m not sure I should be doing this”. The truth is flying is like learning to ride a bike, at first its seams really hard and you will make mistakes but once you learn it isn’t that hard at all, ohh did I mention it’s also a lot of fun than riding a bike.

11) Now time to promote your flying school… and invite us to learn to fly at your flying school… !

My motivation for owning a recreational flight school is to offer the most remarkable customer service and training in Australia. We also wanted to offer the largest choice of aircraft. GoFly always puts the customer first and all our instructors are career instructors and are passionate about people and flying.

GoFly puts the fun back into flying, Our aircraft are exciting and we give students a choice of aircraft to fly in. The majority of our aircraft are under 3 years old. Compare that with most other flight schools aircraft (up to 30 years old).

GoFly would love to hear from you and whether you want to fly for fun, business or a future airline career we can help you achieve your dream.

1) Can you tell us a little bit about your flying school and what training services do you provide?

Online Aviation Theory provides theory training for both aero plane and helicopters, for PPL, CPL and ATPL. (See attached information sheet)

2) What’s your personal history in the aviation industry?

When I was around five or six years old, I was most impressed with the way the tram conductors jumped on and off moving trams, and decided I wanted to be a tram conductor. This lasted until I saw an aeroplane fly overhead, and then I decided that being a pilot would be far more exciting than being a tram conductor.

That desire never left me, and when I left school after completing fourth form at the ripe old age of 14, I had to do something to fill in time until I was old enough to hold a pilot’s licence, so I joined Trans Australia Airline (now Qantas) as an apprentice aircraft engine mechanic in order to learn something about aircraft until I was old enough to fly them.

On my 16th birthday I took my first flight in a Tiger Moth, and after doing five hours I was told that my next flight would be solo (things happened a lot quicker then), but then disaster struck.

At that time there was a shortage of pilots, so the Government was paying half the cost of each lesson. This meant I was paying 30 shillings ($3) an hour and the government was paying the other 30 shillings, but as too many people were pulling out without finishing their licence, the Government changed the rules.

You then had to put a 100 pound bond down, and get your licence within 12 months. At this time I was a third year apprentice and could not afford it, I could put the bond down, or I could get my licence in 12 months, but not both.
My parents were not wealthy and I pleaded with them to cash in an insurance policy that they had on me which would have paid for the bond and left me to get the licence within the 12 month time frame, but they didn’t want me to be a pilot, they wanted me to be a bank teller, so they wouldn’t do it, so that was the end of me being a pilot.

I then applied to join the Australian Navy Fleet Air Arm as a pilot and passed all the entrance exams but failed the eye test, I couldn’t cross my eyes enough. The Navy specialist gave me exercises to do, and I walked around for the next 3 days watching an imaginary fly crawl up and down my nose. I then passed the eye test but that intake had closed, and before the next intake was due, they disbanded the Fleet Air Arm and by the time they re-activated it, I was married and no longer eligible.

At that time TAA had a small fleet of helicopters that were used for bush survey work and the city run between the Yarra Bank helipad and Essendon airport.

I was fascinated by these flying machines and spend every spare minute I could in the other hanger tinkering with them.

TAA sold their helicopter fleet just after I finished my apprenticeship, so I resigned and joined Ansett’s helicopter division, where I spent the next seven years as a licensed helicopter engineer.

During the first 4 or 5 years, I worked in every corner of Australia, working on Bell 47s, and then Ansett purchased a Sikorsky S-61 (a twin-engine – 28 passenger helicopter), to fly passengers from Proserpine in North Queensland out to Hayman Island, which they owned, and I moved to Proserpine with my family and spent the next two years there as the Base Engineer.

The resident Sikorsky tech rep took a liking to the way I worked and lined up a job for me with Sikorsky as a tech rep, so I decided to go back to Melbourne to spend the next six months with my parents before heading overseas to take up this new post.

Before leaving Proserpine, one of the passengers off the S-61 approached me and asked if I would rebuild an ex-navy Sycamore that they (Associated Helicopters) had purchased.

I told him I’d never seen a Sycamore let alone worked on one, but he said that didn’t matter as they had an engineer that was licensed on the type but didn’t have the time to rebuild it, so I said yes.

When I went down to Sydney to start the rebuild, I discovered that the engineer was not licensed, and had not done much work on the Sycamores when he was in the Navy.

They asked what it would take for me to get the necessary licences and rebuild it. I said I couldn’t do it in Sydney, but I would have a much better chance in Melbourne were I was known, so they put the chopper on the back of a truck and sent it down to Jayrow’s hangar in Melbourne.

Not knowing anything about the way to transport helicopters, they loaded onto a semi-trailer, and on the way down, the harsh truck suspension caused it to fall off the transport stand, which punctured the centre frame and dislodged the entire instrument panel, which broke 90% of the wiring and all the plumbing.

I had taken four weeks annual leave from Ansett to finish this project, and this did not look like a good start.
Four weeks later I had studied for, and passed the engine and airframe licences, and had the helicopter running.
They then asked me to come and join them as an engineer but I told them I was going overseas to work for Sikorsky and they asked what it would take to make me reconsider.

I asked for a wage equal to what Sikorsky were paying and they agreed. I then said if I was going to work in Sydney, I wanted my rent paid, and they agreed. I thought this was pretty good, so I told them I wanted to learn to fly. They asked if that was my last request, and I said “to be honest I can’t think of anything else to ask for” and they said “if that’s your last request you’ve got it”. And that’s how I became a helicopter pilot.

My best friend at the time, John Stanwix, who was one of the Ansett pilots, was working for Associated Helicopters and taught myself and another student in the two weeks that he had available before returning to Ansett as a Fixed Wing pilot (Ansett had sold their helicopter division at this time).

John lived at our place near Bankstown airport during this period, and we would drive out to Camden airport in the morning and jump into the Hughes 300 for the first lesson of the day. When we returned, John would remain in the helicopter, I would get out and Jerry, the other student, would jump in. When they came back it was a quick re-fuel and another hot changeover with me in the student’s seat again, with Jerry to follow for the fourth flight of the day when we returned.

When they came back from that flight I would have lunch ready for them and they would eat it while I re-fuelled the helicopter again, and then John was back into it again for another two or three flights.

Somehow John managed to keep this up until we were ready to go solo, which gave him a well deserved break.
After finishing our training, John went back to Ansett, and Jerry and I waited two weeks until an examiner could come up from Melbourne to do our flight tests.

It wasn’t until after I started instructing that I realised just how much John had achieved in such a short time.
The manager of Associated Helicopters then closed the company account with one cheque and disappeared into the wide blue yonder, never to be seen again.

I figured I owed them a lot, so I continued working for them for six months without pay. Although the owners of Associated Helicopters were millionaires, they refused to put any more money into the business and my Wife used to walk from supermarket to supermarket looking for bargains as our meagre funds diminished. We were forced to change rental accommodation twice during the six months when they let the rent get too far behind.

I was rebuilding a Hiller 12 C for a private owner at Bankstown airport when Bryce Killen, the owner of Helicopter Utilities, approached me and asked if I would work for them. I figured I’d paid my debt back to Associated helicopters, and agreed. I found out later that it was not my meagre flying skills they wanted, it was my license coverage on the Sikorsky 61, because they had just purchased one.

My first commercial flying job was a locust survey in central New South Wales in a Bell 47D1, my second job was in a 47 G3B1 in New Guinea (some introduction into helicopter flying), and then the Sikorsky arrived.

I reassembled it in Sydney and got their operation established for them in Darwin before leaving them to join Jayrow helicopters in Melbourne.

I worked for Jayrow for around seven years, working again in all corners of Australia, but this time as a pilot/engineer, I also worked in the Solomon Isles and ferried a H500 back from Honiara to Melbourne with my wife, but the highlight of my time with Jayrow was my two trips to the Antarctic.

In 1976 I joined the Victoria Police in order to set them up into helicopters.

During my time with the Police, I travelled to Italy, Germany, and France, evaluating helicopters for them, and then returned to France after selecting the Dauphin, to do the Engine, Airframe, Electrical, and Instrument courses. I then returned a few months later with my Wife and did the pilots course and the pre-purchase acceptance flights. The helicopter was air-freighted to Sydney where I reassembled it and then flew it back to Melbourne.

Some years later, when the bureaucracy was starting to wear me down, I purchased a Hughes 269B to start up a flying school as a means of getting out if the bureaucracy got too bad. I purchased the helicopter in Sydney, flew it to Melbourne, dismantled it and then completely rebuilt it in my garage at home with a lot of assistance from my son Brett.
I then started instructing part-time as Professional Helicopter Services.

My first student was my son, Brett, and two of the other early students were observers with the Police Air Wing.
When the two observers got their commercial licence, the Police cross hired the Hughes from me for traffic patrols with them flying it, so I purchased another one for the school.

After around seven years with the Police, the bureaucracy finally got too much for me, so I resigned in 1983 and started instructing full-time.

In the period between 1983 and 2007, PHS has grown from 2 Hughes 300’s to 2 Schweizer 300CBi’s, 5 R22’s, 3 Jet Rangers, 1 Long Ranger, and 1 BA Squirrel.

It is now time for me to slow down, so my son, Brett, is taking over the role of Managing Director/CEO and is managing the day to day operations of the Company, and I have assumed the role of Chairman, and although I am retaining the roles of Chief Pilot and Chief Flying Instructor for the time being, these moves will allow me a bit more leisure time.

I would like to take this opportunity to thank the 99% of the entire Australian helicopter industry for the support they have given me personally, and for the reputation they given to Professional Helicopter Services. Without this support, we would not have been able to grow to where we are today.

3) How many and what types of aircraft are used in your school’s flight instruction program?

Theory training only

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

The student studies the course subject by subject by reading, looking and the animations, and listening to the audio version,

5) How do you think flying schools have changed in the past years?

This is a new way to learn the theory necessary to pass the exams that are a pre-requisite to becoming a pilot.

6) What personal characteristics are required for someone to be successful in their flying training?

Dedication and a desire to be the best they possibly can.

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

Learn as much as you can about the aircraft you are flying, and always know what you want to do, make sure you are doing what you want, and evaluate your performance after completing the task, whether it’s learning the theory, or doing the flying.

8.) What is the most rewarding part of working as a flying instructor?

Seeing someone succeed in something they were having trouble with.

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

Theory or training, are they aiming to teach you just enough to pass the test or are they looking to make you as good as you are capable of being. Ring people in the industry who are not in the training industry, and ask them what the school’s reputation is like.

10) What are some of the misconceptions about learning to fly?

You have to be extremely clever, and extremely well co-ordinated. Neither are true, you have to be dedicated and have a burning desire to be as good as you are able to be.

11) Now time to promote your flying school… and invite us to learn to fly at your flying school… !

Online Aviation Theory is the only course that can honestly say they cover every single item in the CASA syllabus, and you study at your pace. I am that confident of the value of the course that anyone who signs up and is not completely satisfied with what they get, can email me within 48 hours and get their money fully refunded.

1) Can you tell us a little bit about your flying school and what training services do you provide?

Mallee Microlights provide training for Microlight Pilots in the Mallee region.

Matthew Walter (Moose) is the proprietor and Certified Flying Instructor at Mallee Microlights.

He has been flying microlights since 1993 and a microlight instructor since 2002.

Students that have come to Mallee Microlights have come from as far away as Broken Hill, Adelaide, Kangaroo Island, Cadel and Hopetoun just to name a few.

The surrounding areas of Lameroo are flat and mainly cropping which makes good for outfield landings and all-round safe flying.

Flying traffic around the area is minimal but radios are still a must.

If you’re looking for something a little different and you enjoy outdoor activities and love the wind on your face then microlight flying just could be for you.

It’s hard to find an activity that does not involve travel and others to practice it, this is where microlighting comes into its own. You can transport and rig a microlight by yourself with the right training from your instructor. It is also easy to hangar as it takes up much less space than the conventional 3-axis aircraft.

Over the years of racing dirt bikes, water skiing, the odd fishing trip and general sport not to mention model aircraft, getting into microlight flying is an activity I can do at my local airfeild or with permission from a land owner with a suitable paddock and enjoy lots of local flights not to mention getting a group together for a cross country adventure.

So give us a ring, even if it’s just to have a chat because there’s nothing I enjoy better than talking about flying.

Enjoy life!

Moose

It’s not just flying, its life changing!

2) What’s your personal history in the aviation industry?

As above

3) How many and what types of aircraft are used in your school’s flight instruction program?

Airborne Microlights

4) Can you describe the training process that takes place once someone starts their flying lessons at your school?

The first step is to book a Trial Flight with Mallee Microlights.

What better way to experience the thrill of flight than to have your first lesson with a qualified instructor in a two seat microlight. This flight allows you to experience firsthand the freedom of flight as you take the controls under the guidance of your instructor.

This represents your first steps towards flying solo, the trial flight is fun and exhilarating and will leave you realizing that it is possible to learn to fly.

To many, the trial flight is the first step towards gaining their pilot certificate (license) and opening up a whole new lifestyle of flying adventures and regular flying with fellow pilots and friends. Yet to others the trial flight is a once off experience, a taste of something a little different and another activity to tick off the must do list.

Either way the flight is structured to give the participant both a unique one off experience and sound base upon which to build

Having enjoyed your first flight and wishing to continue then the next step is easy, just talk to Matthew at Mallee Microlights to book your next lesson depending on the season, a jacket, runners, sunglasses and comfortable warm glove can be a benefit.

A smile will also help but we at Mallee Microlights will do our best to provide you with a good reason to smile

5) How do you think flying schools have changed in the past years?

6) What personal characteristics are required for someone to be successful in their flying training?

To be positive open minded but above all to be committed to aviation

7) What is the single most valuable piece of advice that you could give a prospective student Pilot?

Flying is a commitment and it needs 110% focus at all times

8.) What is the most rewarding part of working as a flying instructor?

You meat so many different people over the years as make new friend ships along the way, If you live in a small country town as I do this sport open ups new ways to see what and who is on the other side of the fence.

9) What are your top tips to identify a top flying school? What should we look for in a flying training program?

Friendly environment, open flat land and low or no traffic.

10) What are some of the misconceptions about learning to fly?

If you’re going to learn to fly make sure you intend to purchase an aircraft if not don’t learn but above be COMMITTED

11) Now time to promote your flying school… and invite us to learn to fly at your flying school…!