Feb 2015 - Flying NZ

prop
talk
Feb 2015
North Shore Aero Club
North Shore Aero Club
Training services
North Shore Aero Club is more than just a club. We are a leading flight training organization
catering for training of private pilots and commercial pilots, and issuing a range of ratings including; multi engine rating, instrument rating, aerobatic rating, night rating, aircraft type ratings and
conversions. We also handle foreign pilot license validations and provide a range of ground
courses for licenses and ratings.
Want to learn to fly?
If you’re considering flight training, North Shore Aero Club in Auckland, is the perfect place to
start. Students receive top level training as well as help and encouragement from staff and other
members alike. There are many and frequent social occassions and club trips to exciting destinations. If you like the idea of flying your partner, family or friends to an exciting destination like
Pauanui, Raglan or Great Barrier Island for lunch, then this is the place to start. Book a trial flight
now.
PPL theory block courses
Block courses are available at North Shore for both Aeroplane and Helicopter PPL theory. You
can find more information on our website.
A career in aviation
If you’re considering a career in aviation, you will be following in the footsteps of many very successful and experienced commercial pilots who have trained at North Shore Aero Club.
Our club
North Shore Aero Club owns and operates the North Shore Airfield from which our operations
are based. North Shore Airfield is in the Hibiscus Coast district, twenty minutes north of the
Auckland CBD. We have excellent facilities for training. We run regular club competitions and
compete very successfully at regional and national levels. North Shore Aero Club has an excellent reputation for training, safety, and competition success.
HOURS OF OPERATION
The club is open for flying 7 days per week from 8.00am until dark
and after dark for night flying on request.
Office hours are 8.00am to 5.00pm.
We are closed on Christmas day and New Year’s Day only.
The bar is open from 5.00pm Thursday through to Sunday.
Feb 2015
PROP TALK
Patron
John Verleun
09 479 7555
President
Joe Smith
0272 525 216
Vice President
David Saunders
021 1154696
Treasurer
Margaret Smith
09 445 6468
Secretary
Ian Couper
09 478 6351
Club Captain
Christoph Berthoud
021 933 202
Committee
John Eaton
09 420 3331
John Punshon
09 426 4273
Kirsty Coleman
021 704 294
Roy Crane
0274 896 988
Robert van Heiningen
0274 831 439
CFI (A-Cat & Flight Examiner)
Daryl Gillett
09 426 4273
A-Cat & Flight Examiner
John Punshon
B-Cat Instructors
Mike Egden
Tim Marshall
Alistair Blake
Dawson Boles
Michael Bach
David Pauw
Tom Howitt
Rob Woonton
C-Cat Instructors
Andrew DeZoete
NS Helicopter Instructors
Roy Crane
Julian Miller
Riaan van Wyk
Flight Office Staff
Lynn Packer
(Sunday - Thursday
Stephen Leader
(Friday - Saturday)
Safety Coordinator
Tim Maynard
Bar Staff
Brian Clay
Angela McLaggan
Ben Grooten
Groundsman
Caleb Hanham
“PROPTALK” magazine Is published by NSAC. Circulation appr. 530.
Advertising rates:
Quarter page $20.00 +GST/ issue, Half page: $35.00 +GST/ issue, Full Page: $65.00 + GST/ issue
EDITOR: Michel Bach
DESIGN: Bruce Lynch, COVER DESIGN: Rudolf Struyck
COVER PHOTOGRAPHY: Steve Bicknell - GOPIX , www.gopix.co.nz
Neither the editor or the North Shore Aeroclub are responsible for opinions expressed by
contributors to “Proptalk” magazine.
Postman Road, RD4, Albany
Phone 09 426 4273
Fax 09 426 5912
From The Editor(s):
Whilst assembling material for each issue, it has always
been a pleasure to receive the first article, which has consistently been the safety piece from Tim Maynard. Sadly,
this issue is the last opportunity to be enlightened by his
valuable contributions. as we have just received the news
that Tim has lost the battle after a long illness. This club
has lost a dear family member, and our condolences go to
Colette and Tim’s family and friends.
Tim’s close friend, Alistair Blake has kindly written a
tribute and we shall have a more detailed dedication to Tim
in the next issue.
A recent discussion at the bar with an older member,
whereby the topic centered around the gauntlet that resembles the aviation medical approval process, has prompted a
few thoughts.
The rigmarole and associated costs facing an older aviator
on a biennal basis certainly invokes the law of diminishing
returns. Ie: the more we pay, the less we fly.
It could be argued that the regulatory regime is designed
to improve safety by actually discouraging any general
aviation activity. To address this, our good friends and GA
advocates (GAA) have reported on an initiative from the
UK, promoting simplification of the rules. Well worth reading, and if you have not done so, they do have a presence
within the CAA website which is well worth checking out.
http://www.caa.gen.nz
The Recreational Pilot’s Licence is a shining example
of the regulatory authority bucking the trend. This much
simplified medical process has kept many in the air when
the cost of time and effort may well have overridden the
desire to fly. The only catch, being the one off procedure
for initial issue. Which is addressed in this issue.
In closing, Prop Talk is always grateful for contributions.
Artilcles, opinion, letters to Ed. Etc. are all welcome.
Happy flying
Ed.
Timothy John Maynard
was the personification of a
scholar and a gentleman.
He was born in England on the
2nd of November 1960, the son
of John and Daphne Maynard.
Tim was educated at Collingwood College in Surrey, then
Cranfield University where he
obtained a Masters degree in
Aeronautical Engineering. He
worked for British Aerospace
and was part of the design team
for the Airbus, before moving to New Zealand
to “retire” in 2001.
I first met Tim as a boy growing up in England,
although I didn’t realise this until February
2003 when we were discussing our roots in
England. He asked about a trip I was making to
Salisbury to visit family when suddenly he realised that his Godfather was actually my Dad.
Tim grew up with a passion for aviation. He
didn’t have much choice given his father’s
career which included working for de Havilland
alongside my uncle Dennis, who incidentally is
Tim’s brother’s Godfather.
The Maynard’s & Blake’s were lifelong friends,
which I suppose makes us family!
Tim loved aviation, but he had a special relationship with the Tiger Moth. He was part of
a syndicate in England and flew approx. 600
hours in the Moth prior to moving to Auckland.
The connection to North Shore Aero Club
came about because of Stan Smith and his
international reputation with de Havilland. Tim
worked with Stan while he undertook his own
flight training.
Tim was a very modest man. I doubt if he ever
disclosed his knowledge of aerodynamics while
studying for his C category instructor’s rating.
His testing officer was corrected a number of
times during the “P of F” session, before realis-
ing that continuing to ask questions from this
candidate was pointless, as Tim knew far more
than he on the topic.
My logbook shows that I first flew with Tim on
7th Feb 2003 while learning from the “Master”,
and my final flight with Tim was last Thursday.
Between these dates I was lucky enough to
have spent 45 hours in his “office” as a student
and a friend.
Tim had a passion for gentle aerobatics, and
again I was lucky enough to spend many hours
with him admiring his skills as a pilot and a
teacher. It’s fair to say there was a rivalry in our
flying, and of course we would both enter the
club aerobatic competitions. He would judge
me, and I him. He never lost!
Tim was an amazing teacher, not just because
of his knowledge, but rather his willingness to
share and see other achieve their goals. He gave
unselfishly, and asked for nothing in return.
Tim, not only have you been a mentor and a
dear friend, but you have been an inspiration.
Without your guidance and support I would
never have achieved my goals, and I will be
forever grateful.
Well m’ old mate Thursday was our last flight
and you won again. I will miss you terribly.
AB
Joe Smith
club
president
President’s Ramblings
Presidents report Feb 15
It is with regret that we learned today of
the passing of Tim Maynard. Tim will be
remembered by all members as a person who
was dedicated to the welfare of the Club. Not
only was he CFI but in recent years Safety
Officer and Confidante to both raw students
and experienced flyers - always there to offer
advice and help.
This very publication was served by his
unstinting effort to ensure we all flew safely,
but encouraged us to enjoy the passion that he
had for aviation.
Tim and I flew all around Australia together
competing in the Royal Flying Doctor Air
Race, he flew for the first few days in his
jump suit even though the temperature was in
the low 40 degree’s C. He had with him his
camera that took 9mm film and used his whizz
wheel to work out pressure altitude to ensure
we were not too high or low, such was his
determination to have things done correctly.
“Old Bill” will be sorely missed.
2015 should be quite a year because there are
some initiatives that should come to fruition
notably an upgrade of the Gate 9 entrance.
This has been a project that has been delayed
time and again because of the Aeropark
development.
The committee is dedicated to keeping
the members informed of progress on the
AeroPark Development and to that end
an informative meeting will be called for
members to be updated with the latest
situation.
There are several more projects being
considered such as the completion of the club
hangar together with joining the hangar to the
club house. The existing arrangement is not
suitable as it stands. An area for engine run
up is also on the cards. There is considerable
expense in the pipeline. More on these in the
future.
The competitors In the National
Championships head off to Whitianga at the
end of February 26th to the 28th with the main
competition day being Thursday 27th. They
could use some support from all of us. I will
be going on the 27th from NSAC and will no
doubt have a couple of spare seats available
to supporters at no cost. If you would like to
support them please email me at manager@
nsac.co.nz or joemarg01@gmail.com
The Great Northern Air Race went around
the top of the country and visited a few
acquaintances along the way. There was
apparently much mirth and an excellent spirit
of friendship along the way. Bill Beard at
Whitianga as usual made the participants
most welcome. Everybody had a wonderful
experience some for the first time. This year
for the first time in many years the Pirates
were absent; let’s hope they manage to return
to the fold next year. Thanks to Tim Marshall
and Michael Bach for getting the competitors
back safely.
The main runway is resplendent with Runway
Markings so get airborne and see for yourself
what a difference it has made. We are in the
process of marking the grass runways in green
for those that prefer to use the grass.
We have now run all the cables deep into
the ground for the long awaited new runway
lights. We now have to actually install the
new lights and test them. The hope is that the
ancient transformer will cope with the extra
load. The plan is to have the majority of the
lights installed before the onset of winter.
There is still a lot of work to accomplish the
goal.
The repair to the entrance at gate number 9 has
now at long last been effected, apologies to the
long suffering of people at the Northern end of
the field who have been most patient. The gate
is now fitted with a stand by electrical system
that will continue to operate if the mains power
is not available. The backup system will last
for a few openings therefore if there is a power
failure please notify the Club office and we
will disarm the gate in the open
position.
The Rambler
Daryl Gillett
your CFI
I hope everyone had a wonderful Christmas and New Year – and some well-deserved time off.
There has been quite a bit going on already this year with courses commencing, club trips and
events, and already 5 club members have gained qualifications so far this year. And it’s been made
a lot easier by the superb weather we’ve had of late – although it has turned a little worse over the
past few days…
However the warmer weather isn’t always a good thing and I have noticed a few machines suffering
the effects of it this summer…
Aircraft Performance
I very briefly touched on this last time, but considering the season its worth covering in more
detail…
We all know that aircraft performance is mainly dependent upon two things: the pressure and the
temperature. These two properties of the atmosphere combine to dictate what the overall density
of the air will be – either normal (or average) high, or low (the humidity of the air is also a factor –
as it increases, the air density reduces).
So why is the density of the air so important?
Well, it’s simple really… Because it affects the performance of the flying machines we enjoy
buzzing around in!
The first reason is because internal combustion engines ‘breath’ air just like will do – atmospheric
air enters the induction manifold/carburetor and mixes with the fuel, and that blend is burnt inside
the cylinders. The ratio of this mixture is ideally about 15 parts air to 1 part fuel – fuel must be
vaporised and mixed with oxygen to combust properly. So if there is less air for the engine to use
to mix with the fuel, there will be a smaller ‘bang’ in each cylinder and the engine will not create as
much power.
So with a reduction in air density, engine power reduces – by a given amount of brake horse power
for instance. Also, the more ‘air’ that flows across a wing, the more aerodynamic force (lift) it will
create – so if the density of the air reduces, less lift will be produced at any given airspeed. This
means we need to fly faster to create the amount of lift we need to fly. The propeller (which creates
an aerodynamic force just like the wings – which we call thrust) will also not create as much thrust
as a result of reduced air density.
So these factors combine to determine the performance of an aircraft under given conditions.
Depending upon your particular aircrafts performance capabilities to begin with, situations of low
atmospheric density (high density altitude) can severely degrade the performance of your aircraft –
let’s have a look at density and therefore aircraft performance in a little more detail then…
Density = the actual density of the air at a given altitude (expressed in kg/mᶟ (kilograms per cubic
meter) – the ISA density at Sea Level is 1.225 kg/mᶟ.
Density Altitude = the altitude relative to ISA conditions i.e. in ISA conditions, the density altitude
on the ground at North Shore Aerodrome is 212ft AMSL – it is the same as the aerodromes height
above sea level. If the temperate was higher than ISA, and the pressure lower than ISA (both
making air density reduce), the density altitude on the ground at North Shore would be higher than
its actual elevation above sea level (higher than in ISA conditions). To calculate density altitude we
need to work out the difference in pressure and temperature in relation to ISA conditions –
here’s an example:
Actual Pressure: 998. 1013(ISA) minus 998 (current pressure) = +15. 15 multiplied by 30 (altitude
increases by 30ft per Hectopascal of pressure reduction) = +450 feet.
Actual Temperature: 28°C. 28 minus 15(ISA temperature) = +13 (in other words the temperature
is ISA+13°C – the temperature is 13°C above what it would be in ISA conditions). 13 multiplied by
120 (density altitude increases by 120ft per degree Celsius) = +1,560 feet.
If we add +450 to +1560 we get a Density Altitude of +2,010 feet. So at North Shore (considering
North Shore is pretty close to Sea Level), under the above conditions it’s actually like we are taking
off and landing at 2,010 feet!!! Do note though that this is the approximate density altitude as the
multipliers used are approximate (rounded) and of course humidity is not allowed for.
Now let’s put things into perspective…
In a Robin, at sea level in ISA conditions the takeoff distance to 50ft (at MAUW) is 490m. In the
conditions above (28°C and 998hPa) the takeoff distance to 50ft is over 700m! That’s a 43%
increase in takeoff distance!
It’s also important to note that it’s not only takeoff that is affected – but landing too. As air density
reduces, for a given Indicated Airspeed (IAS), True Airspeed (TAS) increases. So if a high density
altitude prevails, when you cross the fence at the normal landing speed according to the Airspeed
Indicator, you will be travelling faster relative to the ground (if there is no wind) therefore your
ground roll/landing distance will increase.
OK so we know how density altitude affects aircraft performance – but by how much? And how can
we ensure our performance on a particular day will be better then what is required? CALCULATE
IT! You might use Performance Charts or the performance tables in the Aircraft Flight Manual to
calculate takeoff and landing distances required – it does not matter as long as the data is valid.
What does matter is that you do USE THEM! Performance calculations don’t only have to be
completed under certain conditions – you can do them anytime – whenever you want to be sure of
your aircrafts performance under the prevailing conditions.
The moral of the story is: don’t push it this summer! It has been a hot one already this year,
and I have noticed the reduction in performance in the smaller training aircraft we fly to be quite
obvious. Remember, even though you might normally be able to happily fly a Robin or Cessna 152
around at Max All Up Weight, when the density altitude is high you might not have anywhere near
the performance margins the aircraft normally has – and this becomes especially apparent when
operating from airfields which are not graced with much runway length anyway.
Roadwork Beyond 03 Runway End
All of those who have viewed the NOTAMs recently (or in fact those who have been to the club
recently) will be aware of the roadwork’s the on Postman Road – the council is widening and
resurfacing the road from the club carpark, south.
Heavy machinery is operating which may pose a risk to aircraft operations (height wise) hence the
NOTAM in place to warn pilots of this potential hazard. Work is due to be completed by the 19th of
February – however this does once again highlight the inherent danger which is always
present due to the proximity of the road to our runway.
As mentioned in another article last year – there is a reason why the runway 03
threshold is displaced – the ROAD. I mentioned this following an accident at Feilding
Aerodrome where a Cessna 152 collided with an excavator being transport along the
adjacent road by truck. Obviously the pilots were either unaware of the obstruction
or reacted too slowly to its encroachment of their approach path – either way it
should always be in the back of your mind – “is my approach profile adequate?... are
the any hazards?” etc. Bear in mind that the performance considerations mentioned
above, too – your obstacle clearance after takeoff will decrease as the density
altitude increases.
So please be very wary of your approach profile when landing runway 03, and your
climb performance when taking off runway 21. When on approach runway 03
you should aim to cross the beginning of the threshold (displaced) at 50ft. When
taking off runway 21 you should plan to be airborne and climbing through (AT THE
VERY LEAST) 50ft as you cross the 03 (upwind) threshold. If your performance
calculations are marginal – DON’T DO IT!
Great Northern Air Race 2015
I am assured it was a brilliant race this year. Apparently
everyone was well behaved (for the most part anyway)… It
was fantastic to see most teams wearing costumes too!
The GNAR Prize Giving Dinner is scheduled for … March – and
yes, we do expect to see you here modelling those costumes
again!
So if you missed out on the GNAR this year, don’t worry too
much – in a little under 12 months it’ll happen all over again!
Daryl
The Great Northern Air Race
Our First GNAR (Team Check & Mate)
Well, so there I was sitting in the briefing room at the aero club really no idea what to expect. A Great
Northern Air Race, this did not sound like me? I mean I am pretty laid back and this sounded rather like hard
sweaty work. I started having some serious misgivings when a plethora of rather strangely dressed people
wondered into the room, clearly well aware of what they were doing there (maps, whizz wheels, AIP’s,
calculators, X country worksheets). Crickey, I had just passed my PPL(A) the day before and had enough of
that stuff!.
As I looked longingly at the door with a range of excuses coming to mind (need to wash my hair, need to
mow my lawn, my wife just called and her temperature is right), Tim’s authoritive voice took control and the
aircraft information packs were handed out – Echo Oscar Lima, Whiskey Kilo Tango, Delta Mike Whiskey,
Delta Foxtrot Uniform, India November Delta – and then there was silence (which was pretty unique for this
bunch)….., and then somebody said “mmmmm, India…”
So there you go – besides being newbies, we were the very first helicopter to ever compete in the GNAR.
India November Delta (fondly called the Indian) is our Bell 206L1 Long Ranger. When Michael (Bach –
there are a lot of Michaels around the club, very confusing) and Tim cornered me in the pub one night on this
brilliant idea they had about a helicopter competing in the GNAR, I think my bravado was bolstered by the
number of Heinekens that Brian had passed over the counter to me that night – it seemed such a good idea at
the time. In the cold light of day the practicalities started coming home to roost. How was I going to co-exist
with these flimsy flying machines that threatened to flip over every time my downwash came within a rugby
field of them, how on earth were these fragile egos going to react to a helicopter overtaking them, and how
were we ever going to be accepted into the fold being from the dark side?
Well, my concerns could not have been more mislead. Seems that having a helicopter in the fleet (a sort of
rose amongst the thorns really) turned out to be quite a novelty item. Everyone was always asking after us
and where we were at all times and could not have been more welcoming and accommodating. I like to think
it was because they really wanted to take us under their wing and nurture us into the fold – but in reality I
suppose they just wanted to be well clear of those dangerous things flying around up top….
Of course, once I confirmed our entry, then the rules started being changed – you can’t hover, you can’t go
backwards, you can’t land where you want to, blah blah blah. Once we knocked all that nonsense on the
head, we settled on one rule specific to the helicopter, I was not allowed to go under 60kts (backwards or
forwards) - bugger. There were also 2 specific route differences for us as we would be the only one burning
Jet A1 and not AVGAS which was more readily available.
Day 1
After realising just how this was going to work, the cruising class was the perfect choice for us. A quick
measure on the map, estimation of our ground speed taking the little wind into account, out with the iPhone
and Bob’s your Uncle – 90mins to Kaitaia for lunch. I mean Northland is my playground for heaven’s sake,
and how lost can you get when used to following roads and rivers, and you have the advantage of following 10 other aircraft? I looked around me and everyone is sweating, the whizz wheels are whizzing, and the
abacus balls are clicking. I looked at my co-pilot and far better half Cathi and realised that we were going to
have to look seriously busy doing nothing or people may think we were not taking this seriously, so we had
coffee.
The starting was fantastically organised by Michael – all the airplanes lined up Monza style, very exciting,
and one by one off they went. Then it was our turn, and from the hover off we went – it was awesome. A
quick burn up the east coast to Tutukaka, and we parted company with the rest of the bunch and headed to
Kerikeri for fuel so we would have enough for Stage 2 around the Cape. Kerikeri is simply a mess at the
moment with major renovations on the apron. The Jet pumps are right next to the terminal in a tiny space,
and our worst nightmare was in front of our eyes – an Air New Zealand plane just loading passengers. I was
not allowed access to the apron until they had left which would mean at least 30 minute delay on our arrival
to Kaitaia. Now I was not worried about blowing our time out the window, but I did not know our travel
companions well enough to know if they would leave us any lunch which was a major worry, I mean Rob
Woonton was there and he just cannot be trusted around food.
A bit of smooth talking with Air NZ Kerikeri Ops (she is scary!!), and I managed to get permission to fly
around the back of the terminal and drop into the Jet pump area as soon as all the passengers were on board
– great idea in concept, but unfortunately the area has been turned into a dust bowl so once all the people
seeing the Air New Zealand flight off stopped throwing stones at us for creating a dust storm, we fuelled up
and headed for Kaitaia. I underestimated the process at Kerikeri, they do not allow hot refuelling and the jet
pump has flow stream of a 90 year old, but that is another story. The net result was late into Kaitaia by 20
minutes or so for a great lunch and rest. Thanks Kaitaia Aero Club, what great hospitality!!
Stage 2 information was handed out and once again Cathi and I drank coffee. Another superb start by
Michael and off we went up 90 mile beach, around the Cape, down the other coast and across to Cape Brett.
Quite stunning, the weather just could not have been better. The Indian was behaving beautifully and we
decided to get down a bit lower to more familiar territory – this after I got my 3rd nose bleed flying at 2000ft.
It is possible that some of our photos may have been taken from a little lower than the recommended hypoxic
levels suggested in the flight plans that were handed out, but I will not admit anything until the photos are
presented as evidence.
Unfortunately Christoph in DFU experienced a complete electrical failure and had to peg back his speed to
have communications relayed from his handheld (what a brilliant idea to carry the handheld as well), great to
see how everyone was in support and listening in. Brilliant airmanship all around.
We presented a little early back to Kerikeri for our overnight, so had a lovely scenic over the Bay of Islands
to chew a little bit of time (we were learning fast hey???) but true to my rules stayed above 60kts (and did not
orbit).
After drinks and snacks, great air conditioned bus ride to Paihia for overnight (thanks Kirsty – great accommodation).
Day 2
Day 2 dawned as lovely as the previous day – choosing to rather have an extra 30 minutes in bed (I really
don’t function well before 10am – 8am is a ridiculous time to choose to leave Tim!) breakfast was some
watermelon and plums provided out of Cathi’s magical bottomless cool bag and off we went back to Kerikeri
in the bus.
Another spectacular Monza start and off we went heading for the east coast. As we climbed I noticed that we
were coming up on EOL (172 Cessna – don’t get excited, we were not going that fast, EOL is 160hp – the
cruising class leaders by a mile – darn those guys are good!!). So I thought well, we on day 2 now. These
guys know us now, time to snuggle up and do a bit of formation stuff and get some good pics so I edged a bit
closer (with the appropriate radio call of course) and they edged away, I edged closer and they edged away.
Ok, got the message – still scared of the big wavy things up top – fair enough.
Hit the coast and 2000ft was like the Auckland motorway at 8am – that combined with the light headedness
and blood trickling out of Cathi’s ears - yikes! Down we go to the minors, all good. Photos and clues flowing
now, we were finding all this pretty pleasant and relaxing – but we were leaving my back yard now so things
were going to get interesting, I mean who knew that Rakino had such a fancy ferry terminal (oops, missed
that one…). Headed across the Firth and over the Coromandel ranges to Whitianga for a rest and lunch. Did
not realise just how busy some of these airfields get – there were heaps of planes coming and going all the
time. We are indeed very lucky to have such an accessible country.
Stage 4 saw Cathi and I head to Thames for fuel, bugger, now we did not have anyone to follow after that on
the leg further south which is not so familiar to me. Time to read some road signs. Actually stage 4 was very
challenging and very enjoyable. Objects to be photographed became very difficult to find without proper
time and distance planning (oops), and that really is where the skill of the competitive guys becomes apparent. If it was not for Cathi, I would have still been looking for the round building in Tirau (it’s in Putaruru!!)
Bombed across the top side of Rotorua’s control zone over Mamaku (being in the forestry game I know what
a mill looks like thank goodness) and then on to Tauranga for our overnight. The controller in Tauranga was
on fire – gazillions of planes from all directions and he just handled it, brilliant!!! Bit of congestion around
the fuel pumps and when I saw a few of our team acknowledge my intentions to land and hold down the Cub,
I snucked in as quickly as I could to avoid downwash. I saw fear in their eyes…., the Indian has big blades
and a big downwash. Thanks guys.
Day 2 ended with a swim and a team meal – good times.
Day 3
Being the final leg, a respectable 10am departure meant we could all have a good breakfast. Quite a leisurely
flight back into familiar territory meant Cathi and I had coffee again to the sound of clicking and whizzing.
Yet another spectacular start – even more so given we were in a control zone, this time spread so that we
should all arrive at North Shore at a similar time.
On the stretch from Waiheke to Kawau I decided to pull max continuous and to give the Indian her head of
steam (the fuel consumption does not actually increase that much – it goes from very heavy to very very
heavy – compared to aeroplanes that is), and I was surprised that nobody in proximity could haul us in.
Shows that speed alone is not an inhibitor to have helicopters on these types of trips. As we crossed the
coast, I saw DFU coming up on my 3 o’clock so I suggested a snuggle up – only to be rebuffed with a ‘we
have a race to win…’ - haha, its ok, just say you scared of the big whirly things, I understand…..
On the last stretch to Wainui, a very considerate participant (sorry could not remember the rego) called me
up on the radio and said they were at my six o’clock. I guess you had to be there, but it was quite funny –
helicopters have wonderful visibility but you can’t look backwards unless you in the hover and can swivel
around.
Need to say thanks to everyone for being so accommodating, Cathi and I had a great time and I’m hoping this
‘experiment’ worked enough to encourage a few more helicopters to join us next time. It does add a different
dynamic to the group and I hope that everyone found it as enjoyable as we did.
Brent & Cathi Hempel
Old Bill’s Safety Article –
February 2015
It’s a New Year! So are you
ready for it….then let’s Go !
Well, well, well – in the blink of an eye, Christmas is over and the New Year has commenced !
And what a year the last one has been. I for one am looking forward to the new one…….and let’s
hope we get some good weather.
Finding new material for Safety Articles isn’t always easy, but just to round off the year I thought I
would just give you a “Heads-Up” on getting ready for the next one. Paper work, aeroplanes, selfcurrency – you know the drill.
So Folks - Fasten your seat belts and prepare for Blast Off…….
Getting Started
Paper Work and Flight Bag……….
Most pilots I know hate paper work – but I tell you this: if you’re in for the long haul, and you
want a career out of flying there is no getting away from it. So you might as well get used to it,
and do it properly from the outset.
In October I got my Flight Bag – and gave it a good sort out. It shouldn’t need it – but it’s worth
just checking that everything is as it should be. It happened in October because there was that
huge Chart Update and I thought that I might as well make sure I understood all the local airspace
and frequency changes at least.
AIP Supplement, Chart Updates and New Chart Issue
It’s vital that you review the AIP Supplement every time it pops through the letter box (13 times
per year) – or if you do the down load thing as more people are doing these days.
Remember: It is Bloody Pointless just tearing off the plastic wrapper, sticking it in your AIP
and thinking that you are current – because you aren’t, not until you have read and reviewed the
changes.
There were heaps of Chart Updates this time so I took the old chart (C3 and C1), spread each one
out and then manually updated each one with a pen according to the words and info in the AIP
Supplement. I did this so that I could visualise in future where the changes were, and could see
how local airspace had changed.
AIP Update – Volume 1-4
Next I updated my Volume 1 and Volume 4 and copied any pages from these that I use in my :
Quick Reference Handbook – QRH
I would always recommend that pilots put their own QRH together. Once you get into the career
flying most companies will issue you with a QRH – and the content will differ dependant on their
particular Standard Operating Procedures – but the principle is the same. However, even at that
stage of your career having your own file of what I would term “Useful Stuff” can be valuable.
Mine, for the type of flying I currently carry out is simple – but it means I don’t need to access the
Volume 4 or Volume 1 in flight unless really necessary – (Not easy Open Cockpit). And stuff like
plates for Kaipara, Springhill, FISCOM Boundaries, Transponder Code settings etc. are all readily
to hand.
I also have:
•
Cross Country Departure Checklist – from my CPL Training
•
Metar and NOTAM Boundary Map
•
ECT Tables – I have no lights you see !
•
Met Minima Tables
•
Flight Plan Pro-forma
•
Light Signals Decode
•
Distress Ground to Air Signals Plate
•
Weather Decode Booklet - c/o CAA
…….and you can put your Pink Pages in there so you know the drills for Mayday, Pan, Pan and
Radio Failure in Controlled Airspace.
And the list goes on. I bought a little A5 Ring Binder from Airways 14 years ago and having
looked after it, it is still going strong !
Flight Bag
Well you can completely empty it out for starters and get rid of all the following crap that always
accumulates:
•
Old Paper Clips and Bulldog Clips
•
Old Messages and bits of paper
•
Sweet Wrappers
•
Old Pens
•
Etc. etc……….
Then make sure all your pens work – you really only need three at most. Any more than that and
you are probably going down the road of Obsessive Compulsive – and we don’t want that do we
!……..And then check your other equipment.
Navigation Equipment Check - Mines simple:
•
A Short Rule
•
Pencil/China Graph
•
Pooleys CRP – 1 Whizz Wheel
•
Protractor
•
Eraser
But you may have a GPS moving map system – but the principle is the same. And for heaven’s sake, make sure that your data base is up-to-date and you know how to drive the blasted
thing………
Additional Equipment
•
Knee board – everyone needs something to write on
•
Blank Flight Logs
•
Note Book
•
Torch
•
Pen Knife
•
Spare Radio and Intercom Batteries
•
Headset and Sani-wipes
•
Hat, Scarf and Gloves
•
Sunglasses
….and for me that’s it !
General Flying Currency
Now there is a whole bundle of other things that you, as PIC, need to consider before you launch
off on the first flight of the new season. I can’t list them all, but just think about the following
scenario:
Some pilots fly very little over winter – keeping to the 90 day rule can be tricky and basically
over that period, if you don’t fly your skills will diminish.
So before you get all ambitious and decide your first flight of the season should be to fly from
North Shore to Stewart Island, non- stop in the club’s new six-seater, which you got rated on late
last year and haven’t flown for three months, Just stop and THINK !
You need a return to Currency Plan – and I am not talking about three low level circuits at NZNE
just before you depart for the “Trip of a Life Time”. Something along these lines should keep
you safe. But the main point is that YOU need to feel current, competent, capable and confident………so it will need to be tailored for you:
•
Do a Currency Check with an Instructor - a good thorough one of at least an hour or
so…..then you should at least be current and competent……..
•
Do some flying on your own. I don’t mean hours of straight line stuff. Two 35-40 minute
flights may suffice so that you get that capable feeling back again………
•
Next – plan to do a short Cross Country – say Wangerei for lunch with your spouse, only
without the added distraction of passengers. Do all the planning as if you were going to Stewart
Island – Flight Planning Weight and Balance, fuel management etc. etc. It’ll take you a while then do the flight …… now at least you should be confident too.
Now you can think about expanding the envelope and the whole exercise will feel a lot less pressured as the new season progresses– and a lot more enjoyable……..even with those four whining
passengers in the back…….
And remember – you are only any good as a pilot if you can tick all four of the following:
Current, Competent, Capable and Confident
End Piece
My own experience returning to “Currency” after three years followed the above outline – and
I was going from a paid job doing 60 – 80 hrs per month IFR – to flying VFR in my Jodel D112
again.
My instructor check was my BFR. I then went and did about 5 hours of general handling and circuits – then I took my wife on Cross Country to…………..Kaipara Flats for a coffee one Saturday
morning ! It was great fun.
After that little lot I/we felt happy. Between us we’d sorted out all those niggly little issues –
like where to put the Flight Bag during flight and worked out how to get the seat belts nice a
tight……………..
To remain current you should fly as often as you can – circuits, general handling and for me the
“Old Girl” has been known to exceed 90 degrees Angle of Bank during a wing over on occasion…….and “Yup”, now after 6 months I feel current again.
Ok, that’s it for this month. So, fly safely and keep the feed-back flooding in. “Old Bill” is always
watching, listening and looking out for you. And remember this: always fly like there is someone
watching you …………cause if the CAA don’t see you – I will !
“Old Bill”
Thanks Old Bill, We know you will still be keeping an eye on us
Some more Aviation Wisdom
If an airplane is still in one piece, don’t cheat on it; Ride the bastard down. - Ernest K. Gann, advice from the ‘old
pelican’
Though I Fly Through the Valley of Death I Shall Fear No Evil For I Am 80,000 Feet and Climbing. - Sign over the
entrance to the SR-71 operating location on Kadena.
Never fly in the same cockpit with someone braver than you. - Richard Herman, Jr., ‘Firebreak’
There is no reason to fly through a thunderstorm in peacetime. - Sign over squadron ops desk at Davis-Monthan
AFB, AZ, 1970.
The three best things in life are a good landing, a good orgasm, and a good bowel movement. The night carrier
landing is one of the few opportunities in life to experience all three at the same time.
Try to stay in the middle of the air. Do not go near the edges of it. The edges of the air can be recognized by the appearance of ground, buildings, sea, trees and interstellar space. It is much more difficult to fly there.
The three most common expressions in aviation are, “Why is it doing that?”, “Where are we?” and “Oh Crap”.
Weather forecasts are horoscopes with numbers.
A smooth landing is mostly luck; two in a row is all luck; three in a row is prevarication.
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RPL - Recreational Pilots Licence - For Dummys..
First the don’ts:
Don’t have a glass of medicinal red wine before looking at the CAA webpage..
Don’t go and get your Medical Certificate for Driving Licence (DL9) from your GP
before you have all your ducks lined up.
Don’t get angry at the process; it is the best insurance to keep flying that we
have.
Don’t call me; I am still frustrated. Actually you can if you want a chat.
Second the do’s:
Do apply to police and get your ‘Criminal Conviction Record’ – mine took seven
weeks.
Do call NZTA and get a record of your driving convictions – costs $11 on credit
card.
Do find a letter from bank or rates etc with your name and residential address on
it.
Do butter up a friendly doctor to give you a Driving Medical Certificate for a P
endorsement.
Do remember to get GP to certify copies of all the documents you are going to
send.
Do photocopy evidence of all the ratings you want on the RPL.
Do remember how much fun flying is and how few people get to do it.
Do all this and you will only have to do it once.
Continued on next page…
page 1 of 2
Now the detail – for current PPL holders.
1.
Download application form www.caa.govt.nz/forms/24061-01-RPL.pdf have a read.
2.
Download the Fit and Proper Person (FPP) form - www.caa.govt.nz/forms/24FPP.pdf .
3.
For the angels among us who have not had a traffic infringement or been in other trouble in
the last two years and have done a FPP in that time you only need to fill in a declaration.
See CAA web site for form – CAA 24FPPDEC.
4.
Concentrate on the Fit and Proper Person bit first as this takes time.
5.
Copy driver’s licence or passport and get ready for GP to sign. Take original.
6.
Find a formal letter or bill with your name and current residential address on it and take a copy to
the GP to certify. Take original. I needed a rates demand here as we use a PO Box.
7.
Download form from the police to get your ‘Criminal Record History’.
http://www.justice.govt.nz/services/criminal-records/get-a-copy-of-your-criminal-record
send this off to the police and be prepared to wait a month or so. No charge thankfully. Must be
submitted to CAA within 3 months of date on Police letter.
8.
Get your ‘Demerit and Suspension history’ from NZ Transport Agency. Best to call them 8am –
6pm and have your credit card ready, $11.10. Phone 0800 822 422, friendly crew and they
are quick. Remember camera fines are counted whoever was in your car. You may need
explanation.
9.
Once you have all this in your folder then make an appointment with your normal (or any) GP
and ask for a ‘P endorsement’, NZ Transport Agency medical (Form DL9). This is as if you were
going to drive a taxi so you don’t need a heavy vehicle licence. Try not to confuse the GP with
the RPL issue. The GP has no more responsibility than to follow the guidelines in the NZTA
guidebook for a ‘P endorsement’. I am sure the GP will not mind confirming your identity on
the FPP form and certifying the copies of documents you have taken with you. Expect to pay
$60 to $100 for this.
10.
You will need to provide evidence of your ratings. Send copies of formal rating forms if you
have them. However copies of pages from your log book showing extensive flying on type is
acceptable.
11.
Go through the form carefully signing and ticking and checking it is all there.
12.
Remember on the RPL application you will need to put your credit card detail and pay $230 as
a one off fee.
13.
Remember to keep the licence current once you have received it. You will need to have a
biennual Driving Medical for a P endorsement on form DL9 from your GP – at this stage you will
need to submit the DL9 to CAA biennually. However it is agreed to change the regulations to
allow us to have a DL9 in our personal file less than two years old and not need to send it to CAA
or pay any more money. Not sure when the regulation will change though.
14.
Put it all in a big envelope and post to CAA, Box 3555, Wellington 6140 and you will soon be the
proud owner of the most robust GA flying licence available in New Zealand.
PLEASE NOTE: If you want to fly into control zones you will need to provide evidence of a
successful colour vision screening test, that is acceptable to the Director of CAA.
Good Luck – Dr Steve Brown, Executive Committee Member, AOPA NZ.
stephen.brown@aopa.co.nz, (03) 310 3051, (027) 224 0003, www.aopa.co.nz.
July 2014
Page 2 of 2
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Fellow aviators
CAAs are not all made the same…
january 13, 2015 Significant progress was made in 2014 to make regulation of
the UK’s General Aviation sector more proportionate and evidence-based, says
the UK Civil Aviation Authority.
It launched a new General Aviation Unit on 1 April 2014.
UK CAA says the unit is the latest demonstration of its determination to being a better regulator, reducing
and improving its regulation of this key part of aviation in the UK.
“The unit is dedicated to effective regulation that supports and encourages a dynamic GA sector. It aims to
make a key contribution to fulfilling the Government’s aspiration for the general aviation sector to enjoy a
safety regulation system that imposes the minimum necessary burden and empowers individuals to make
responsible decisions to secure acceptable safety outcomes, to make the UK the best country in the world for
general aviation.”
In the first of what are promised to be regular updates to confirm its work in the GA area, the CAA said that
in the previous 60 days it had:
♦ Launched proposals to simplify the initial testing process for experimental aircraft in the UK that will
benefit small-scale aircraft designers and manufacturers, as well as encouraging the growth of aerospace
excellence in new design concepts.
♦ Used the new proportionate approach to regulation to grant an approval to a UK microlight manufacturer
that has made it financially viable to sell its aircraft as finished factory-built types rather than amateur-build
kits.
♦ Published its finalised policy framework for GA. This will be used by the CAA as a basis for decisions
around GA regulation, providing a transparent process for the GA community and others to follow. It explains
how decisions will now be made based on evidence and risk.
♦ Scrapped the need for UK validation of design changes for Annex II aircraft via supplementary type certificates approved by a state with which the UK holds a bilateral agreement – such as the US or Canada. This
means that the owner/operator of an aircraft can simply arrange for installation of the modification as per the
approval and then get their maintenance organisation to certify its installation in the aircraft’s log-book.
♦ Withdrawn the overflight restriction from the permit operating limitations of factory-built, type-approved
gyroplanes. This means they can be flown over congested areas, provided pilots can demonstrate they can
manoeuvre their gyroplane clear of a built-up area should it suffer a failure preventing continued safe flight,
such as an engine failure.
♦ Allowed owners of light aircraft to choose which fuel they use, including MOGAS, providing it is approved for their aircraft.
♦ Published clear guidance on restoring vintage aircraft.
All the changes support the CAA’s new top level principles for GA regulation:
♦ Only regulate directly when necessary and do so proportionately
♦ Deregulate where possible
♦ Delegate where appropriate
♦ Do not gold-plate, and quickly and efficiently remove gold-plating that exists
♦ Help create a vibrant and dynamic GA sector in the UK.
Grant Shapps, Government Minister Without Portfolio, said: “This is yet another good set of measures that
will provide a much-needed boost to GA. They will allow for innovation to be unlocked in the sector, creating exciting new business opportunities that could bring jobs and growth to the UK”.
The UK CAA promises to publish similar 60-day updates throughout 2015, on 2 March; 1 May; 1 July; 1
Sep; and 2 Nov.
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Shem Semu
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David Chalmers
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Nigel Williamson
Mathew Stephens
SP MEIR
C - Cat
Laurence Pope
Augustin Trouble
CONGRATULATIONS!
NEW MEMBERS
We welcome the following new members to our club:
Neil Penwarden
Paul Matheson
Luke Lockwood
Jack Evans
Regan Ridge
Andrew Watkiss
Andrew Jones
John Broadwell
Cameron Owen
Marlene Penrose
Andrew McDonald
Keegan McEvoy
Naomi Stuart
Bed Aldred
Justin Wylie
Kyle Pennell
Prithvi Stevens
Michael Fraser
Marcus Bekker
We look forward to seeing you at the club at one of our
social occasions!
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AV I AT O R S E L F T E S T
A selection of brain teasers by James Allan, published by ‘Pilot’, Britain’s most widely read GA magazine. With
kind permission of the author and Pilot magazine.
www.pilotweb.aero
5d
4a
3a
2b
1c
5
At any given airspeed, the rate of
turn of an aeroplane is dependent on
which of the following?
a engine thrust
b vertical component of lift
c centrifugal force
d horizontal component of lift
e lift/drag ratio
Check your answers here:
6 b (a is the equivalent figure for car tyres)
4
Concerning the certification of aircraft, which of these lists include
‘classes’ of aircraft?
a fixed wing, helicopter, glider, balloon
b commercial, private, restricted, experimental
c normal, utility, aerobatic
d seaplane, amphibian, landplane
8
The type of battery approved for use
in light aircraft electrical circuits contains which of these chemicals as its
electrolite?
a an alkaline solution
b hydrochloric acid
c sulphuric acid
d nitric acid
e glacial acetic acid
7 c In gusty conditions pilots are advised to add half
the ‘gust factor’ (in this case half of 10 kts) to the
normal speed to give protection against an inadvertant stall.
3
Which of these features is associated
with a temperature inversion?
a a stable layer of air
b Foehn wind
c an unstable layer of air
d formation of convective (e.g.cumulus) clouds
7
If, as you are approaching to land,
ATC informs you that the wind speed
is “15 kts gusting to 25 kts” how
should you adjust your landing technique?
a divert to another airfield where conditions are
calmer
b aim to touch down well beyond the runway
threshold
c increase your approach speed by approximately 5 kts above normal
d make a flapless approach and landing
8c
2
Some of these symptoms can be
indicative of carbon monoxide poisoning while others relate to lack of
oxygen. Which relate to oxygen?
a nausea and vomiting
b lack of concentration, visual disturbances,
euphoria
c painful joints and head pressure
d numbness, dizziness and shivering
6
What is the minimum depth of thread
acceptable over at least 75% of an
aircraft tyre?
a 1.60 mm
b 2.00 mm
c 2.54 mm
d 3.50 mm
(Pilot Dec.09, Jul.08)
1
We regularly use QFE and QNH but
what else do you remember about the
Q-code groups? The direction of a radial from a VOR ground station is equivalent to which of the following?
a QDM
b QTE
c QDR
d QUJ