PROP TALK August 2013

prop

August talk 2013

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 desti- nations. 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. PROP TALK August 2013

Patron John Verleun 09 479 7555 President Joe Smith 0272 525 216 Vice President David Saunders 09 638 7784 Treasurer Margaret Smith 09 445 6468 Secretary Ian Couper 09 478 6351 Club Captain Michael Bach 021 650 592 Committee John Eaton 09 420 3331 John Punshon 09 426 4273 Candice Gillett 09 426 4273 Roy Crane 0274 896 988 Robert van Heiningen 0274 831 439 CFI Daryl Gillett 09 426 4273 Instructors (full time) John Punshon Shaun Everest B-Cat Instructors (part time) Allan Roberts Dawson Boles Alistair Blake Candice Gillett Judith Grant Stan Smith Tim Marshall C-Cat Instructors (part time) Michael Bach Tom Howitt Glenn Ross Eric Blackwell Tae Kim NS Helicopter Instructors Roy Crane Ed Sellar Riaan van Wyk Flight Office Staff Lynn Packer Weekends Rebecca Blackwood (Sat.) Monica Winters (Sun.) Safety Coordinator Tim Maynard Bar Staff Brian Clay Angela McLaggan Ben Grooten Groundsman Caleb Hanham

“PROPTALK” magazine Is published monthly 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): We are also trying to increase the frequency of the NSAC would like to express it’s gratitude to Trevor publication to monthly so as to keep the membership Dance for his dedication to his role as Proptalk Editor up to date with the club’s progress. This could mean, . Trevor put a huge amount of effort into Proptalk, of- that from time time, we may not have quite the action ten providing much of the material himself. Hopefully packed, hard hitting and entertaining publication that you’ll have a bit more time for flying now Trevor we have been accustomed to, but with a little help, we are sure that we can continue to produce a worthwhile We would also like to thank Rudolf Struyck for his newsletter. work in recent years in assembling Proptalk. Rud is a taking a well earned rest and will be pursuing his We also welcome any comment from passion for gliding. Thanks Ruud, may the thermals members, which will be included in a forthcoming be with you. “Letters to the Edtor” column.

Michael Bach will be stepping into the primary role of editor (as if he is not busy enough already) with help from anybody who wishes to contribute. (Please!!!)

Bruce Lynch has taken over the role of assembling Proptalk…No doubt many late night phonecalls to Rudolf will ensue. If it all gets too hard Bruce just let Wilbur do it! He’s been itching (fleas?) to get his paws on the keyboard!

2013 marks the 50th Anniversary of the North Shore Aero Club (Inc) and if any members are able to contribute photos, anecdotes or other information relating to this milestone, the editorial team would be most grateful.

THE AVIATORS BALL

Break out the black tie & ball gown and join us for an evening of unprecedented opulent and splendid festivities, to celebrate North Shore Aero Club’s 50th Anniversary.

Commencing with the traditional annual ‘Wings presentations’ you will then move on, a very short distance, to our purpose built venue for The Aviators Ball. Greeted at the door with a glass of Champagne, you and your guests will be welcomed into The Ballroom with live music before taking your seats for a taste bud tantalising three course dinner. Nourished and refreshed, it’ll be time to kick off your shoes and boogie the night away with friends to live music.

This is a ticket ONLY event; please ensure you purchase your tickets BEFORE the 31st October 2013 Register your interest NOW at the club in person, by phone on 0800 4 WINGS or via email [email protected]. Tickets on sale soon.

FOR YOUR DIARY: Date: Saturday 9th November 2013 Time: 1730 – Wings Presentation Time: 1900 – Evening celebration commences Venue: North Shore Aero Club Daryl Gillett your CFI

CFI Article August 2013 Aero Club grounds off Green Road – which is between 2.5 and 3.1km south of the Runway 03 A couple of fine weather weekends threshold. They do not hold a CAA approval, so we have had of late – a couple a bad ones too they’re operating under the model aircraft flying though. Great to see members making use of rules. the fine weather when it does appear. Their UAV operating limits are not The vintage day was brilliant – excellent work above 600ft AMSL (QNH), and always south of by everybody involved (you know who you the Dairy Flat Highway as per their agreement are). We’re very lucky at North Shore to with the club. When AUT UAV operations are have a prominent vintage aircraft scene, with scheduled, notices are promulgated at the many aircraft in flying order, and others under club to advise pilots of the activity. As per the restoration. I hope to write a little more about notices, when the AUT UAV is operating. vintage aircraft, specifically my experiences learning to fly them – maybe for next Prop Talk. “MAINTAIN VIGILENCE AND EXERCISE I’m sure we will hold another soon, so those EXTREME CAUTION DURING CLIMB-OUT who missed out stay tuned. UPWIND AND CROSSWIND RUNWAY 21 OR DURING APPROACH BASE AND FINAL UAV’s – Unmanned Aerial Vehicles RUNWAY 03.”

I seem to remember that they’re Away from an airfield, UAV’s could now officially called UAS (Unmanned Aerial be operating anywhere. These operations Systems), but for now I’ll just keep referring to are probably the most hazardous if you are them as UAV’s so everybody knows what I’m on unaware – remember though, they will be about. advised by NOTAM if flights are conducted above 400ft AGL. You will find details of UAV UAV’s are breeding rapidly and operations (if there are any) in the “Enroute” increasing in numbers – in turn they’re NOTAM section. becoming an ever more prominent hazard Military UAV’s will normally operate to us pilot folk. Normally, UAV’s operate in within designated Military Zones (again, some accordance with CAR Part 101 Subpart E – of these will be advised by NOTAM when which details operating rules for model aircraft. active). Notice of UAV operations may also be Those rules state a maximum height above given within the AIP Supplement in some cases. ground level (AGL) of 400ft and within line-of- LOOKOUT – ultimately this is the only way to sight of the operator. avoid possible conflict with UAV’s. The “see and avoid” principle is ‘key’ once again and does They also state that approval of the not only apply to avoiding conflict with other aerodrome operator is required for flight within aircraft. Aircraft, UAV’s, weather balloons, a 4km radius of an unattended aerodrome. radio masts, birds, bats, and UFO’s could all be If however a UAV operator is specifically observed while flying, and therefore all need to approved by the CAA they may be able to fly be ‘watched out for’. above 400ft AGL, and to a distance further than line-of-sight. Which leads me too……

Some of you will be aware that Bird Strikes AUT (Auckland University of Technology) are conducting UAV operations within the vicinity They do happen, and thankfully most of the of North Shore every few weeks or so (short time are not a ‘major’. BUT, they can be, term). They’re using the North Shore Model and that’s why we as the aerodrome operator need to make an effort to minimize the risk flight planning area and we’ll take care of it of bird strikes. The club is the aerodrome from there – it’s vitally important that we are operator because we own it – which effectively made aware of the event to ensure damage has means that it’s owned by you guys – the not been sustained to the aircraft. club members. As a club we often seek the assistance of our members, and in regards to South Island Trip 2013 bird hazards a few members in particular have The annual South Island Trip will probably be put in some good work in an effort to reduce underway by the time you read this. No doubt bird numbers on the airfield – thanks to Des the group will have some fantastic flying ahead Barry and Joe Smith for leading the charge. – fingers crossed the weather does its bit to ensure a successful tour of that lower bit of the The most problematic species for us country and the Southern Alps. is the Spur-Winged Plover – originally from Be safe – the mountainous environment down Australia (go figure). They’re all over the there can pose serious risks, especially weather airfield, and use it as their breeding ground. In related – make sure you plan carefully, consider NZ, from CAA statistics most bird strikes are of alternate options, and make positive decisions the Plover variety. I guess their natural habitat enroute. AND, have fun of course! is the same as an aeroplane’s – a nice big open Daryl grassy area. The two of course don’t mix very well though, hence the hazard to aircraft ops.

A handful of people led by Des and Joe have taken to the airfield over the last few months disturbing the Plover which breed between June and November. The hope is to ‘stunt’ their population growth, and maybe encourage them away from the airfield. It does seem as if Plover numbers have reduced – but unfortunately the problem won’t just disappear overnight; by maintaining the effort year after year though we may well be able to reduce the hazard markedly. In the meantime, exercise caution.

Damage to aircraft is of course a concern in the event of a bird strike. Plovers being relatively small and light don’t usually cause much. Bigger birds like Ducks and Sea Gulls can cause much more. Asides from the species of bird though, the speed at which you are flying and where the ‘strike’ occurs on the aircraft are the main determining factors of damage. The NZ Transport Agency sum it up quite well: “The faster you go, the bigger the mess.”

If you do encounter a bird strike however you are legally required to report the incident to the CAA – using the CAA005 Be on the lookout Occurrence Report form (you can also submit for these! your report electronically on the CAA website). If the strike occurs while flying in a club aircraft, file an orange Occurrence Report form in the J o e S m i t h c l u b p r e s i d e n t

Presidents Ramblings: on our airfield, some of you unfortunately may have received an invoice from AIMM please The weather has played havoc with the airfield contact Lynn at the Office and she will help. We this month and hindered some of the much are in the process of compiling a list of all the needed work. However we have managed to aircraft on the field so that these problems will Paint the picket fences to the Gate 9 entrance cease, at the same time once we know all the that was long overdue. There is still work to be aircraft there will be a request that all of those done at the Northern end of the field. aircraft are insured for a minimum of third There are some major projects to address this party cover including “Punitive and Exemplary year, the Runway Lighting needs to be upgraded Damage”. The need to be properly insured is and a lot of research has gone into that. The growing in this age, we are lucky in this country crosswind runway will need the drainage the ACC act covers us all as well. upgraded and parts of it resurfaced. The entrance road at Gate 9 was partially enhanced The battle with getting the new Duchess last year and that work needs to be continued. certified for IFR flight training has at last got an agreement in sight with the CAA. There have The taxiway marker boards have all been been a few obstacles that have been overcome renovated and replaced thanks to Phil that have stretched our patience. So all you Southerden who spent many hours hand aspiring IFR Multi Engine enthusiasts come painting them. We need to borrow a line along and enjoy a new experience or renew the marking machine to repaint the taxiway and love you once had. The Duchess will treat you runway markings does anyone have one. very well.

Last year we instigated what came to be called In the last Proptalk there was a request for the Listening Post, sadly only a few members names of former and present members to be took advantage of the opportunity to discuss invited to the 50th Anniversary celebration so with some committee members their views of far we have not received any, please put your the club. This is your club please come along on thinking caps on. It is now likely to occur late the first Sunday of each month at 1500hrs and October or early November this year. let us know your thoughts. Tell us what we are The kitchen at the club is now doing meals on doing wrong and perhaps what the remedy is Fridays, Saturdays and Sundays. All reports and if by chance we are doing something right have the meals rated very highly at competitive we would appreciate that as well. price’s there is a “special” every week. Both Vegetarian and Gluten free meals are available, Competitions are being organised at the why not come along and try a meal and mix moment and the organisers are working hard with other members. to get a team together for the Regional and ultimately the Nationals. We are short of On Thursday 22nd at the club there was a competitors especially in the Student pilot presentation and briefing for the Annual South category. Competitions are an ideal format for Island trip. The brief was given by Michael honing the skills you have learnt that will help Bach and Tim Marshall those that missed it make you a better, and more importantly, a did indeed miss out on a very good briefing safer pilot. So give Michael our hardworking that although was primarily concerned with a Club Captain a call and get yourself started. particular event was informative for us all. Michael’s contact details are on the inside cover of this worthy tome. We have been notified of the death of a past member Bob Canton There is a system now for charging landing fees Ramblin’ Joe Old Bill’s “Safety First” Article

Safety Tips based on the Fact That: There really are No New Accidents

Old Bill’s Safety Article – August 2013 Report It, Report It, Report It !

Well, well. A wet Saturday afternoon at last ! The rain won’t fill the water tank, but at least it’s making an attempt ! Driest July for a while they say, and it looks like we may get away with a nice short winter ! Anyway, the rain means that gardening is “Cancelled” and I’ve finished fixing up the boat – so it’s either a Zizzzzz (aka “Nanna Nap”), the Saturday afternoon Film Matinee, or bash out another Safety Article ! The Safety Article may seem to have taken poll position, but it’s only because the days of a Saturday afternoon in front of “Sink the Bismark”, “Reach for the Sky” or some John Wayne Film about men with Bulldozers in the Pacific are long gone. These days it’s wall to wall cooking programmes – I counted four in a row today on Channel One – and it’s only two o-clock ! Four in a row – I ask you, who needs four in a row ? Anyway – to business ……..this month is all about ………….Reporting Things !

Pilot and Club Member Responsibilities

One of the things I do periodically as the Safety Officer is to trudge round the airfield in Gum Boots doing an airfield and clubhouse inspection. The last one I did in early July didn’t show any deficiencies and the airfield looked really great. Grass neatly cut and hangars around the perimeter clear of rubbish. I also took twenty minutes to walk up and down the runway, mainly on the grass, and it’s interesting what you find ! Here’s my catch: • One PA28 main wheel hub-cap • A couple of plastic bags • A 2ft length of hose pipe • And half a sign – actually retrieved from the “Stink Pond” Area The hub cap looked like it has been run over by the mower, the plastic bags were of the New World/Fruit World variety and I’m keeping the piece of house pipe in the garage in case I have a need for er… a 2ft piece of hose pipe. I’ve attached a picture if you are interested !

“Old Bill’s Catch of the Day”

Now in the trade this sort of thing that litters up the runways, taxiways, apron or hangar is known as FOD (Foreign Object Debris) and it can cause FOD (Foreign Object Damage). And the thing about FOD (debris of damage) is that, in a worst case scenario, it can cause a major aircraft incident or accident. Here’s one very grim example:

Air France Concorde – July 2000 The Air France Concorde charter flight, with 109 people on board, ran over a piece of metal that had dropped off one of the preceding aircraft. A tyre burst “explosively” (aircraft tyres on this aircraft were normally pressurised to 232 psi) and tyre debris punctured the wing and fuel tank which allowed leaking fuel to be ingested into one of the engines. The other engine in the same nacelle began to surge and the aircraft crashed shortly afterwards since it was unable to maintain altitude and airspeed on the two remaining engines. All on board were killed, as were 4 people on the ground.

Now it sounds like an unusual sequence of events – but in actual fact FOD on the runway is a common occurrence. So common in fact that runway inspections are required to be carried out regularly at major airfields because “bits” do drop off aircraft ! And remember – it’s not just “bits” that drop off:

El Al Boeing 747 Freighter In 1992 an El Al Boeing 747 Freighter with four crew on board got airborne out of Amsterdam and lost an entire inboard engine ! In fact, the departing engine also knocked the outboard engine off it’s pylon too, and the aircraft ended up flying into a block of flats in the city, killing another 50 people.

And North Shore Airfield is really no different. FOD is a potential problem. So as you wander across the apron to do a pre-flight inspection, or clatter off down the runway, or even while you are wandering around in the hangar – keep an eye out for bits and pieces. And if you see something – like our PA28 hub-cap – let someone in the club know, or stick on a yellow fluorescent jacket and go and pick it up ! And if you feel really responsible, fill out a Red Occurrence Report Form too. They are in the rack in the Planning Area and once completed, it can be popped in the black box, or left with one of the instructors who will pass it on to me for further action.

Now talking about Reporting and Occurrence Reports…….

North Shore Aero Club Reporting Systems

Over the years NSAC has developed a number of methods whereby Occurrences, Incidents, Accidents and Hazards can be reported, so that the place can be made a safer place for us all to operate out of. Now, when I took on the role of Safety Officer, one of the things that I wanted to make sure of was that anyone who operated out of North Shore, or who was a Club Member, was fully aware that the safe operation of the place was just as much their responsibility as anyone else’s. So it is every Club Member’s responsibility to report anything that they think is amiss and to let the relevant people at the club know. The normal routine should be to fill in one of the Reporting Forms that are available around the club, so here’s a quick run through of what’s on offer and they are even colour coded: • Occurrence Reports – The Red Forms – used to record operational occurrences where some form of investigation may need to be carried out. Typical reports may relate to: Improper procedures being followed (eg in the circuit); Dangerous Flying etc. • Quality Improvement Forms – Reports used to highlight areas that could be improved in the Club’s operation. • Hazard Reporting – Used to record potential hazards at the club or on the airfield. For example: broken con- crete on the taxiways; loose drain covers; broken fences, FOD etc. So remember – safety is everyone’s responsibility at North Shore. The club’s role is to provide a mechanism for reporting, which can be easily carried out, and then to take any remedial action. The club membership need to ensure that they report any incident, accident or hazard so that the club are aware of potential incidents before they occur and someone gets hurt !

So: know how the Reporting System works, and make sure that you use it !

Pre-flight Inspections and Post Flight Reporting

Oh, and just one other thing: just because the fault that you’ve noticed on a pre-flight inspection or during a flight looks obvious, don’t assume that the club’s Maintenance Controller is aware of it. We had an incident recently where the Turn Co-ordinator in an aircraft had failed. Several pre-flight inspections were carried out but no-one communicated the fact to the Club. “Why is that ?” I here you all ask. Well because, in time honoured fashion, “Everyone” thought that “Some-one Else” had already done it. Well the problem is that “Some-one Else” doesn’t work here anymore . So even if you feel a little shy about making an “A#@e of Yourself” – and who doesn’t from time to time – Report It ! And possibly one of the worst cases of non-reporting/poor investigation I can think of concerned a British Airtours 737 that took off from Manchester Airport, England, in August 1985. British Airtours 737 – Manchester, England A number of crews had previously noticed erratic Turbine Inlet Temperature (TIT) indications on the Number One engine, but it hadn’t been properly investigated and further repairs were not initiated. During the accident take-off the Number 9 Combustion Tube actually exploded because a crack repair that had previously carried out had once again failed. Fragments punctured the wing, fuel poured out and it caught fire when the take-off was aborted and the thrust reversers deployed. With the wing now on fire, the crew unfortunately turned 90 degrees off the main runway (they thought they had only punctured a tyre at that stage) and stopped the aircraft on the taxi-way. The prevailing wind then blew flames onto the rear fuselage, which caught fire, and 54 of the 137 people on board perished.

So, a couple of important lessons then:

Firstly – if you notice a fault and you suspect that it hasn’t been reported or investigated adequately – take action and make sure that the fault is properly sorted out and recorded. For example: • An unusual vibration could mean a failing crankshaft, loose “Big-End” bolt or a loose propeller. • An unusual burning smell could mean a failing electrical component behind the Instrument Panel or an oil leak from a cracked crank-case or leaking oil seal. • A strange noise or “feel” from flight controls – eg stiff of jerky - should always be reported. It may be a failing pulley or a frayed control cable, all ready to “give way” at the worst possible moment. Just a few examples - but the list, I assure you, is endless……….. Secondly – as part of any pre-take off safety briefing, always have an escape plan. In particular - know where the wind is coming from so you can act accordingly. An engine fire in a twin – always put the failed engine down-wind of the cabin, and if you suffer an engine failure when airborne (in either a twin or a single), it’s usually better to turn into wind to either improve your climb gradient, or if you are going to force land, to reduce your touchdown ground speed. End Piece So, some food for thought there. And you probably thought I was only going to talk about boring pieces of coloured paper !

OK, that’s it for this month - fly safely and look after yourselves – and keep the feed-back flooding in. And remember “Old Bill” is always watching, listening and looking out for you …………..

“Old Bill” e-mail address – [email protected]

an example of a foriegn object (French, I think) Photo: Chris Opperman The GAA: Freedom of speech for all list to another and, when filed, it had the aviators, brought to you by the CAA names and email addresses of 676 individual pilots who wished to be attached as co-submit- ters.” Meanwhile, up in Hawke’s Bay, pilot and writer Brian Mackie was also getting very hot under the collar. When Des floated the idea of a website, Brian offered to help because he had experience as a webmaster and modera- tor. They quickly saw the need for an entirely This year has been marked by a spontaneous independent organisation willing to act as an aviators’ uprising, in the form of the GAA - the advocate for pilots who might not belong to General Aviation Advocacy Group of New Zea- other established GA organisations, or had land. It was unwittingly created by the CAA. said they feared what the CAA might do if they When Transport Minister Gerry challenged the Authority on their own. Brownlee signed into law the most swingeing increases in levies and charges in our aviation The founders called it the GAA, and history, the outrage was nationwide. (Swinge- cheekily adopted a logo that looks rather like ing may be a new word to some, but its mean- the CAA’s - - but in a startlingly contrasting ing as defined in the Collins Dictionary is apt: colour. By early February, a GAA website at severe, heavy, drastic, huge, punishing, harsh, www.caa.gen.nz was up and running, and it excessive, daunting, stringent, oppressive, rapidly gained traction. Draconian, or exorbitant.) GAA is an independent social network After two years of so-called “con- of aviators. It is an open forum for pilots, air- sultation” with established aviation organisa- craft owners, aero clubs, aviation organisations tions, the Civil Aviation Authority had ignored and related businesses – in fact, everyone with all opinions and ideas, and instead pushed an interest in New Zealand General Aviation through rises that in some cases amounted to (including the CAA). It does not claim to be 700 percent. a united voice - that’s impossible, given the The result was widespread wailing, in widely differing opinions and interests of our hangars and aero club bars, about the lack of a general aviation community. united voice to oppose such crushing increas- It has no constitution, no formal es. But one quietly spoken pilot, Canterbury- membership, no fees and no affiliation with based Des Lines, decided to look into the CAA any other organisation. process in fine detail.

Des takes up the story: Supporters include: “I became incensed that letters from organisations and individuals protesting at this  Airline pilots of all ranks, based in were being fobbed off by generic letters from New Zealand, Australia, and around the world the Minister of Transport, Gerry Brownlee, and  Helicopter pilots based in New Zea- by a similar letter from Peter Lechner, CAA’s land, Australia, Canada, Papua New Guinea Chief Meteorologist on behalf of the Director. and Indonesia “As a result, in early November of  Microlight pilots 2012, I began researching ways to oppose the  Home-built aircraft pilots introduction of this legislation and then pre-  Instructors and student pilots pared a submission to the Regulations Review  Balloon pilots and operators Committee of the House of Representatives.  Glider pilots The submission is in three parts: 1, the medi-  Skydivers and skydive operators cal application fee; 2, the hourly rate being  Licensed Aircraft Maintenance Engi- charged by the CAA; and 3, the ‘consultation’ neers process adopted by the CAA.  Flight training schools “Having drafted the submission, I sent  Fixed base helicopter operators it to some of my aviator friends for, in essence,  Maintenance organisations, and a ‘peer review’ to see if there was support.  Small commercial aircraft operators “To my astonishment, the submission went ‘viral’. It was forwarded from one email contact Brian Mackie says: “GAA supporters are concerned about the Civil Aviation Author- Transport Agency as part of a review of the ity – its overheads, its questionable standard Transport Act scheduled later this year. of service, its red tape and its escalating fees. Many are worried about CAA policies that GAA supports the New Zealand CVD threaten (and, some say, have already de- campaign to change CAA colour vision “defi- stroyed) aviation-related businesses and may ciency” regulations covering commercial pilots. damage the future of the next generation of While major issues are headlined on the GAA amateur and professional aviators. website, its two organisers and their help- “Many of us fear that needless over- ers also work behind the scenes on behalf of regulation will stifle GA in New Zealand. The individuals, some of whom are unsure how to latest threat - Safety Management Systems - is approach the Authority or do not belong to any a classic example. Many people are convinced established organisation; subjects include con- that such trendy buzz-words and box-ticking cerns about ACU policy towards home-builds exercises do absolutely nothing to enhance and modified microlights. safety. GAA has sought the views of pilots on “We have already seen the early a wide range of issues, and prepared submis- results of last year’s price increases with the sions on their behalf. closure of two flight training organisations and Des Lines says: “One of our greatest strengths the cessation of flights next year by the volun- lies in our ability to rapidly promulgate infor- teers who run DC-3 AMY in the South Island, mation via our email database.” thanks to the unbearable costs of compliance. This agility was starkly illustrated by Even the CAA’s own auditors are embarrassed PricewaterhouseCoopers/Air New Zealand’s ap- and concerned. Some have told us so. plication to have Aeroplane Pilot added to the “There are two more rounds of price list of Essential Skills in Demand. The proposal rises in the pipeline, before the next review, - which GAA says amounts to a stealth charter yet not a single idea (or even the hint of one) to import foreign pilots for Air NZ Group use has emerged from the CAA about a genuine - would probably have slipped through un- commitment to cost-control.” noticed, but a web-surfingGAA supporter seeking a glider instructor stumbled upon a GAA has been instrumental in chang- reference to the application. ing CAA policy with respect to RPL medicals, The proposal was discovered only a week be- and its RRC case against Brownlee and the Au- fore the deadline for submissions. thority is due to be heard in September, along Within hours, all hell broke loose. with others in similar vein. It also mounted NZ ALPA, which had until then known vigorous opposition to the Authority’s Part nothing about it, was up in arms and managed 61 proposals (since when, the CAA has gone to get a two-week extension for submissions. strangely silent on the subject) and is main- GAA headlined the story on its website, with taining pressure on its costly Medical Unit. Des Lines appearing on TV news and Brian GAA strongly supports the Massey University Mackie putting the case against on Radio New School of Aviation proposals for a network Zealand National. GAA also ran a rapid survey of Common Frequency Zones, backed by a which revealed how Air New Zealand and PwC submission containing 19 pages of supporters’ were misleading the Ministry of Business, In- comments. novation and Enterprise by claiming there were only eight pilots in New Zealand suitable for Following the conviction and $2000 job interview. The survey discovered 77 pilots fine imposed on a pilot for “flying in condi- meeting requirements, a further 32 almost tions below the minimum required” at Napier, meeting them and 49 in training to meet them. GAA has posed a number of interesting and Within 14 days of the story breaking, GAA very serious questions to his CAA prosecutors submitted a detailed response to MoBIE. It ran about the means by which pilots can assess to 20,000 words, with much of the contents takeoff minima with 100% accuracy, as is now written by commercial pilots and students, required by this worrying interpretation of the along with the signatures of almost 240 of law. them. From an average weekly audience of GAA has also raised the question of around 500, GAA website hits soared to more excise duty refunds (or re-allocation) on mogas than 8000 in seven days and the number of used in light aircraft, which Minister Brownlee website subscribers doubled. has now promised to refer to the MoT and NZ The rise of GAA has not been received with universal rejoicing. Two long-established sions and articles appearing on your website aviation organisations have expressed open are of outstanding quality. hostility. But the CAA’s Director, Graeme Har- “This is the new era. The old days of divide ris, welcomed the launch of GAA and has been and conquer, without the aviation community courteous and helpful throughout. Far from at large knowing what was happening, are being some individuals’ predicted “flash in the over. The web, and especially the GAA website, pan”, GAA is growing rapidly. By August 25, its are putting it out there. I am sure this has email database numbered 870. not gone unnoticed by the bureaucrats. They At first, Des Lines feared the cam- will be worried. Perhaps it might result in true paign would run out of steam and subject mat- consultation at last.” ter, but he is genuinely surprised by GAA’s success and popularity - and the CAA’s propensity  To have your name included in the to supply new and controversial topics almost GAA email database and receive regular every week. updates on current issues, email Des Lines at The record so far is summed up by [email protected] one supporter: “You guys are doing sterling work. The submis-

So that is what the rudder is for!

Ralph Starck

Chris Opperman

A recent quote from an aircraft engineer:

“It is not exactly rocket surgery”

And some more aviation wisdom:

The only time you have too much fuel is when you’re on fire.

In a twin-engine aircraft, the purpose of the second engine is to supply the pilot with enough power to fly to the scene of the crash.

When a prang seems inevitable, endeavor to strike the softest, cheapest object in the vicinity, as slowly and gently as possible. - Advice given to RAF pilots during W.W.II.

When in doubt, hold on to your altitude. No-one has ever collided with the sky.

Try to learn from the mistakes of others. You won’t live long enough to make all of them yourself.

If God had meant man to fly, he’d have given him lots more money. always got a handheld radio in my flight bag so I fished that Sadie checks and why you should do out as a backup and dialled up the right frequency. A few them…. minutes later I arrived at Coringa and just before setting up the holding orbit got a call from the tower to join left base for Grass 02. So I reduced power, turned onto base leg and pressed the transmit button… and the whole lot died During last year’s South Island trip I had to drop my pas- again! So I took my headset off and called the tower on the senger off at Christchurch Airport for a commercial flight hand held. “DFU established left base grass 02 and now on back to Auckland. Someone has to work I guess. So we a hand held radio” She called back “DFU cleared to land departed Rangitata Island and headed north whilst the rest grass 02 number 1” So after answering I did the usual stuff of the group headed south to Taieri. until I realized that the flaps weren’t going to work. Never As usual in the Cessna 177 I did the top of climb checks mind…have done plenty of practice at flapless landing. and everything was in the green so proceeded north expect- After rolling out I thanked the controller for her help and ing a West Junction arrival into NZCH. So for the next 25 taxied to Canterbury Aero Club for the night. minutes or so I flew the aircraft, navigated, communicated So a couple of questions bounced around my head that and studied the arrival procedure to make sure I didn’t night. How could a battery go flat over such a short period make an ass of myself…well no more than usual anyway. of time? What caused it to go flat? And how did I miss the Just south of Burnham Military Camp I contacted NZCH fact that it must have been discharging almost the entire tower for joining instructions and was somewhat surprised flight after top of climb checks? to find that the tower was having difficulty reading my Next day I got out to the airport nice and early and had a transmissions. I have good gear in the aircraft so wondered chat with Lyn at CAC who runs their maintenance opera- what was going on. Anyway after a little toing and froing tion. CAC owns 39 aircraft! So Lyn is a very busy man the clearance was given. As expected I was to do a West along with his team of engineers. They couldn’t actually Junction arrival..Track west of a line from Burnham to do any maintenance on an aircraft not owned by CAC but West Junction then report and hold west of Coringa. Easy kindly would have a look and see if they could figure out enough… what was going on. It only took a few minutes to discover Then the first radio in the stack just died. Hmmm… that there were no volts at the field winding on the alterna- Check the breaker, cycle the power…no…it didn’t come tor. So no charging! Yet there were volts on the input to the back. Oh well that’s OK…good thing I have 2 radios. So voltage regulator but none on the output. Ergo sum dead I selected the correct frequency on Com 2 and I noticed voltage regulator. that it had very scratchy reception…. Hmmm. I was just about to transmit again when it too died…along with the Garmin Intercom and selector, the VOR, the DME and the Transponder. Immediately I looked at the ammeter to see a rather large discharge….damn… why hadn’t I noticed that before? Now what?…no real point in squawking 7600 if the transponder’s not working. So although I had been given a clearance to do the arrival my immediate reaction was to get clear of controlled airspace and not get amongst the traffic at a very busy airport without radios or transponder. I figured I would get clear of the CTR and use the cell phone to talk to the tower and tell the nice controller what was going on! I asked the engineers how that could have discharged the So after a rushed descent into uncontrolled airspace and battery over such a short period. The answer was that the once everything had settled down I shut down all electri- faulty voltage regulator had probably been drawing a lot of cal equipment in the aircraft…lights, radios etc. and then current in its faulty state and that combined with the normal cycled the master switch. Then I switched on just one radio battery loads including all the lights and radio gear would and hey presto it worked! But I now could see that the am- have been enough to flatten the battery or at least reduce meter was showing a small discharge…so how long would the available power to a level below which the radios could the radio keep working? not continue to function. I called the tower and the nice controller was somewhat OK so where do you get a voltage regulator in Chch. Well relieved to hear me. I explained the problem and she very there isn’t one…the closest was at Flightline in Taieri kindly suggested I could continue the procedure but should which looked like the only option until Lyn phoned Bruce hold at Coringa until she gave me clearance via the radio or at Avtech in Timaru. Bruce by strange chance had the right if she couldn’t raise me on the radio she would give me a bit so after a quick chat with the tower about my departure flashing green light clearing me for the approach and then on a handheld radio and a jump start from Lyn’s guys I was a steady green once on final. I confirmed the arrangements off to Timaru. and turned on track to Coringa. The rest was pretty plain sailing although there was Now being a good “Tim Marshall trained boyscout” I have one more flapless landing to do at Timaru. I taxied up to have to thumb through Vol 1 or 4 endlessly in flight when Avtech’s hangar, an engineer walked out with the part and the excitement started. Instant access to emergency infor- about an hour later I was on my way to Mandeville to join mation would have been quite helpful. the rest of the group. SADIE checks are necessary to ensure that the aircraft is, So what have I learned… and continues to, operate within normal parameters. No SADIE checks are something beaten into us from the matter how experienced you are, what type of license you very early lessons in PPL training. However I think we all hold, or what type of flying you do, it is imperative that become a little blasé about them. you religiously continue to do your checks. It may save you Every 10 to 15 minutes or so we do those checks. The rea- some embarrassment, or from injury, but most importantly son we do them is to ensure that a potential problem doesn’t it may save your life. become a real one as it did in my case. If I’d been more vigilant about my checks instead of focusing on the arrival procedures into Chch I would have been able to turn off all of the unnecessary electrical equipment such as the nav and landing lights and had plenty of power left for the radios when I got to Chch. Then I could have solved the problem without fuss. This story has a happy ending because the failure was not critical to the safety of the flight. But omitting other parts of the SADIE check, such as engine monitoring, can and will have a more disastrous effect. Another item that would have been useful would have been a more extensive personal Quick Reference Handbook (QRH). I have one that contains QNH Zones, commonly used plates and frequencies around Auckland. I’m going to expand it to include Light Signals, Radio Failure Procedures in the CTR and maybe a few other useful bits from AIP Vol 1 and Vol 4. That way in a stressful situation I wouldn’t

Bridge Pa Tail Dragger Saturday 14th September Things to know CFI: Max Dixon: [email protected] Club house ph: 06 8798466 Hastings Aerodrome CFZ 125.8 AWIB 132.95 Facilities: Camping OK. Shower in Club rooms. Full kitchen. Limited spare hangarage . Check with CFI otherwise bring tie downs. Pilots briefing 9.30am Saturday . STOL and JailBar bombing comps start 10am and continue all day. Wild food Lunch on Saturday $10. Spot prize draws STOL/ Jail bar bombing prize-giving in the bar over a beer after flying finishes, followed by a casual PYO dinner Saturday night in town. Sunday morning fly to Kowhai field (a short hop) for tea and scones. Arriving Friday? Dinner at the club every Friday night for the cost of a $4 raffle ticket. Need more information? Somewhere to stay? Contact Stephanie 021769963 email [email protected] wonderful flying experiences opened up for us all. (check Brian Langley the picture over the bar) The 22nd annual Brian Langley Memorial The NZ Aerobatic Club was in its infancy back Aerobatic Contest was held at the club last Sunday in perfect then and we all became regular participants in the annual weather. Everyone involved enjoyed an outstanding day Nationals at Waipukurau. Brian was very generous with but it did become clear to me that few of our members have his help and guidance to anyone that needed it, often to the been around the club long enough to know who Brian was. detriment of his own results. Allow me to share some memories with you. Brian was one of those rare individuals that always seemed surrounded by laughter, had time for everyone I joined the club in August 1974 and one of the and was the most inspiring instructor that I had the privilege first instructors that I met was Brian. He carried out most of to fly with. my PPL training and I soon began to appreciate that, while Tragically, in 1991, a few days after his 50th he was the consummate professional in the air his sparkling birthday Brian lost his life in a helicopter accident. His sense of fun made every visit to the club a real pleasure. funeral was held at the club and was a huge affair. Harry Over time he became CFI and President and Hobin was our Patron back then and he asked me to devise we became great mates. His instructing staff held him in an annual event to remember Brian. An Aerobatic Competi- high esteem, safe in the knowledge that stepping over the tion seemed the obvious choice and in January 1992 the in- line would result in a short sharp reprimand that probably augural Brian langley Memorial Contest took place. Brian’s wouldn’t be allowed in these PC days! widow, Diane, donated the magnificent trophy and we have only missed one year since due weather. With my brand new PPL in my pocket my flights all seemed to be “harbour scenics” until Brian suggested This competition is unique in that pilots can fly that I learn some aerobatics. Despite the fact that I felt a any category with the best percentage score winning the day. bit queasy during the first couple of sessions perseverance The categories are Primary, Sports, Intermediate, Advanced paid off and with Brian’s encouraging instruction I came to and Unlimited. Club Aerobatic aircraft can do a good job of enjoy it immensely. One of my enduring memories involves Primary and Sports and as you may have realised, the less learning to do stall turns, I had mucked one up and the 152 complex sequences offer a better chance of success. Brian had stopped in the vertical as was their habit. During the was all about encouraging newcomers to the sport and this brief period of weightlessness before the Cessna fell through competition is designed to do just that. Brian’s cigarette packet floated out of his shirt pocket and It would be very pleasing to see more club pilots across the cabin. While inquiring what I was going to do to participating; after all it is a NSAC event. Please feel free to remedy our situation he calmly plucked the packet out of the contact me for information and advice on [email protected] air and slid it back into his shirt pocket! Number one son, Tim, is always keen to help and instruct also. Back then we had Cessna 152 Aerobats and to- The next competition will be in January 2014 gether with Tony Clarke Brian put together many Aerobatic so plenty of time to complete an aerobatic rating and get Courses which were extremely popular. practicing! In 1987 the opportunity arose to purchase Pitts S2E ZK ELI from John Luff. Brian got five of us together Paul Marshall. to form the Special Syndicate and a whole new spectrum of

Simon Marshall, Ian Young & Paul Marshall posing in front of Pitts ZK WIZ. Note chinese head gear and special aerobatic trousers. (aka Bung Lan Ding, Ning Nong Yung & Lu Ping) A summary of the Presentation by Mike Groome ACAG Flying NZ Conference Hamilton Airport Conference Centre 13th July 2013

Good and Effective Club Governance

A well respected CFI once said “The definition of the demise of an Aero Club is, Death by Committee.” In other words, without good governance your club is on a path to failure.

And he is correct.

One thing that is often forgotten by members of Aero Clubs, is that the club is a business, and must be run as one. The Club is not a benevolent society and if treated as one, it will certainly fail. All clubs operate differently, but they all have one thing in common, and that is that they operate on the generosity of the members giving of their time.

One group of volunteers within that club is the Club Executive Committee. Committee members have offered their service to the committee for a variety of reasons, because they believe that they have the ability to make sure that the objects of the club are maintained and that they can deliver value to the club members. Committee members must remember though, that although they are individuals and that they may have their own agenda, they are a part of a democratic process of which decisions made in the committee room may not be of their liking. If the committee person has a conflict of interest then they must declare it and leave the meeting, so that they do not compro- mise themselves. Many clubs have got into trouble through divisions within the committee, with individuals trying to push their own agenda ,without thinking about what is best for the club and its members. Committee members have, in case law, the same responsibilities as those of a company director and not many people understand those responsibilities. As a Committee you have a duty of care to make sure that you keep yourself, your employees, your members, your contractors, your customers, and your visitors safe from harm whilst they are on your premises or partaking in an activity associated with your Club. All committee members are equally liable for actions and decisions taken by the committee. Non attendance at a committee meeting at which a decision is made does not absolve a committee person from a shared responsibility, accountability or liability. Unfortunately many clubs find it difficult to get members to put their hands up to stand for the committee.This can create a problem where a member may end up on the committee just to fill a seat and make the numbers up, without having the background knowledge of the current position of the club. This person may be putting themselves at risk to a situation of which they are unaware. Committee Responsibilities Some of those responsibilities are 1. To act in good faith. 2. Exercise power for a proper purpose. 3. Must not put the club into serious risk or loss to its creditors and or members. 4. Must exercise care, diligence and skill in performing their duties. 5. Must not put themselves in a position where their own personal interests or duties conflict with that of the club. 6. Must not allow the assets of the club to be put at serious risk.

The last responsibility is very important. If the club has a commercial division, then set up a separate entity from the club to run that business. This will protect the club if the commercial division goes into receivership, and if set up properly the club assets are secure.

There are nine steps to good governance. These basic nine steps are used by organisations large and small.

Step One: Get the right people on the Committee Without the right skills and attributes, the committee will struggle to deliver good governance. Everyone has strengths in different areas and the challenge is to tap those skills to benefit the club. Step Two: Define and Agree to the Committees Role There needs to be a documented agreement between the committee members, as to exactly what the committee’s role is and what areas of responsibility each committee person is responsible for, and what should be delegated to the club management and or CFI. The President of the club has no more authority within the club than an ordinary committee person. The President, as chair of the Committee will facilitate the discussion and must listen to all views before putting an issue to the vote. The only extra privilege the President may have is a casting vote depending on the club rules.

Step Three: Employ and Support a Manager or CFI. The Manager and or CFI needs to know what their authorities are and what the committee expects should be achieved. A clearly defined policy will provide the Manager and or CFI with the confidence to carry out their roles without having to get permission from the committee to do the job they are employed to do. There is nothing more demoralising for management than to have governance interfering in their role.

Step Four: Provide Strategic Leadership. A strategic plan makes it clear what is to be achieved. This should be written in “outcome” language, so as to be able to measure the effectiveness of the plan.

Step Five: Make Committee Meetings Count. The committee meetings should be predominately forward looking so that members can leave the meeting thinking that their experience, expertise and wisdom has added some value to the club, and that they can see some progress.

Step Six: Stay On Top of The Governance Role. It is imperative that the committee stays on top of its strategic and governance role. Time should be taken at every committee meeting for looking ahead. This should be the equivalent of a mini strategic planning meeting. Remember the Committee sets the Policy and the Management carries it out. There is no hard and fast rule as to whether management should be a part of the committee, but generally they should not. Management should attend committee meetings in their capacity as operational managers of the club, but they should not have a vote.

Step Seven: Develop the Business Plan. Committee members must view their role as continuous, involving themselves in all committee matters, making time for all the tasks that the committee must attend to, during the year. Not just to turn up when it suits them.

Step Eight: Regularly Review the Committee’s Performance. Committees should always review their own performance. This can be easily done by comparing their performance against the strategic business plan. If they are falling behind, ask the question why and do something about it.

Step Nine: Correctly Induct and Provide Support to a New Committee Person Most committees have new people elected at the AGM every year, bringing new skills and enthusiasm. It is important that new committee members are brought up to speed with the affairs of the committee and the club. By doing this the new committee person can make informed decisions and take a full part in committee meetings at an early stage rather than warming a seat for a year because they are just coming to grips with the club affairs.

This may all seem a bit tough on the individuals who very generously give of their time and effort for the club, but it is the reality in today’s world of accountability, responsibility and litigation. If you follow these steps you will have a good and effective committee which is working for the best interests of the club and its Members. Prove a certain CFI wrong and have “Success by Committee.”

My thanks to Mike Groome. Paraphrased by David Saunders, Vice President NSAC. KOMPETITION KORNER

Hello Aviators and Aviatrix’s FRANCIS BOYS The weather has not been kind to us this year as far as the 1. Rhonda Dredge 2. Steven Pereau competitions go. However we have some results for you. 3. Kirsty Colman We still have to run the • LOW FLYING • BASIC PANEL BOMBING CPL • SENIOR NAVIGATION Michael Bach

We will be having the Junior or Spl competitions in Sep- tember and they are as follows: • Junior Navigation NON INSTRUMENT • Airways Corporation Trophy • Junior Landing 1. Lester Dredge • Jean Batten 2. Rhonda Dredge 3. Robert Groothis So come on you Students have a go and have fun. NEWMAN CUP LIFE RAFT 1. Kirsty Colman 2. Rhonda Dredge 1. Craig Vause 2. Christoph Berthoud PRE FLIGHT 3. Nicl Wehler 1. Steven Pereau 2 Christoph Berthoud FORCED LANDING 3 Stephen Jones

1. Lester Dredge SENIOR LANDING 2. Steven Pereau 1. Stephen Pereau 2. Kirsty Colman BOMBING 3. Lester Dredge

1. Rick Walters 2. Christoph Berthoud Safe and Happy Flying 3. Rhonda Dredge Rhonda

Night Flying

Have you ever wanted to ht? fly at nig Dreamt of cruising over the velvet countryside under a star lit sky?

Yes! Then why not speak to us about getting your Night Rating?

Flying at night is an amazing experience and to a very useful skill have.

Stating on Thursday 25th July 2013, Glen Ross will be available for Night Rating Instruction / Currency Checks EVERY THURSDAY NIGHT*, until the end of NZST (29th September 2013).

If you would like to gain your Night Rating or would like to become current again, please contact Lynn at the Club on 0800 4 WINGS to book your slot**.

*Every effort will be made to ensure the availability of aircraft and instructors, however, due to operational reasons and instructor availability this may not always be possible. ** ADVANCED BOOKINGS ESSENTIAL & MANDATORY. m i l e s t o n e s

Solo Solo Solo

Hayden Ellis Oscar Garcia Simon Thompkins

Also:

Passenger Rating Wilbur CONGRATULATIONS!

NEW MEMBERS

We welcome the following new members to our club:

Robyn Laing Augustin Trouble

We look forward to seeing you at the club at one of our social occa- sions! NORTH SHORE AERO CLUB HAS A RESTAURANT

The restaurant has been successfully running for over 2 months, each week members have enjoyed a wide range of high quality culinary delights, all very reasonably priced.

Come join us and enjoy an evening of good company, good food and excellent surroundings.

ALL FRESHLY MADE SNACKS FROM $5.00 BAR MEALS

•PIZZA •BURGERS •SALADS

WEEKEND SPECIALS (new specials every week)

•STEAK & KIDNEY PIE •ROAST BEEF WITH YORKSHIRE PUDDINGS •CHICKEN & MUSHROOM IN A TARRAGON CREAM SAUCE •LAMB SHANK

FRIDAY, SATURDAY & North Shore Aero Club SUNDAY Postman Road, RD4 4.30PM TILL CLOSING Albany 0794. Flightline Aviation North Shore

External Corrosion Removal Cabin Interior Refurbishment Is your aircraft starting to show signs of Is it time for a tidy up of your aircraft’s corrosion? It may only be cosmetic now, but cabin interior? We can source either don’t give corrosion the chance to get out of genuine or approved after market interior hand. If left, corrosion could lead to your kits, and arrange recovering of seats in aircraft requiring a new paint job or even fabric or leather. worse requiring new parts. Flightline Aviation North Shore can carry out spot removal of corrosion, treating, priming, and Internal Corrosion Protection finish coating. Let us quote you a price to protect your valuable asset from the environment by Painting applying a preventative corrosion inhibitor to Is your aircraft starting to look a bit worse the interior surfaces of your aircraft. for wear? We can carryout touch ups – no job too big or too small, experienced painter on-site. Engine and Propeller Overhauls Don’t forget, Flightline Aviation can also Scheduled Maintenance overhaul your piston engines and propellers Do you have any outstanding maintenance? with very competitive pricing. If your fixed wing or rotary wing aircraft is not being utilised over the winter period, now would be a good time to get any Need any of the following? outstanding maintenance completed. Reweigh, prop balance, 500 hr magneto Contact us to obtain a price. inspections, modifications, component repair or overhaul, CAA Approved Maintenance Incomplete Projects/Repairs Programme, parts...... give us a call or pop Have you started a project or repair to your in to discuss. aircraft but run out of time or enthusiasm to complete it? We are more than happy to come and have a look, provide advice and Think that you can’t afford it? Come in and provide a Quote/Estimate free-of-charge in discuss your individual requirements. order to help you get airborne again. Deferred payment plan* or finance option* maybe available. Avionics/Instrument Upgrades Do you want any of the following installed; cell phone, blue tooth, GPS, 406MHz ELT, Russell Keast flight following equipment. Branch Manager

* Special conditions and criteria apply New GPS

NORTH SHORE HELICOPTER TRAINING LIMITED

Ever wanted the opportunity to fly a helicopter? Now you can achieve your dream by taking an introductory flight We are pleased to offer a range of ‘Introductory Flights’ to get a flying start or give as a present to that special person. One hour “Intro Flight” - $460.00 Half an Hour “Intro Flight” - $230.00 Twenty Minute “Intro Flight” - $160.00 If you want something a little more serious get off to a “Flying Start” for $1,420.00 you get: > 3 hours Flying Instruction > Ground Tuition > Briefing Sheets / R22 Checklist > Landing Fees and Airways Charges > and a Pilot Log Book

Vouchers are available and valid for six months. Only one option per person. No more than three hours previous helicopter flying experience. Payment in full in ad- vance. Cash or cheque only. Prices include GST.

North Shore Airfield, Postman Road, RD4, Albany, Auckland Ph: 09 426 8748 - [email protected] AVIATOR SELF TEST 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

If you fly an aircraft with a VHF COM conditions will give rise to the greatest radio that displays just five digits increase in take-off distance required 1 of the selected frequency, what is a a 10 deg. C increase in air temperature the correct way of saying the frequencies b soft ground or snow displayed on your radio as follows, when c a 2 deg. uphill slope speaking on R/T? d a grass runway with dry grass up to 20cm (8” a 125.60 tall) b 130.45 c 121.87 d 119.62 If both CHT (Cylinder Head Tempera- ture) and oil temperature of a nor- 6 mally aspirated air cooled engine are What is the name of an ATC service exceeding their normal ranges, which of for arriving and departing controlled the following could be causing the prob- 2 flights? lem? a Approach Control Service a the fuel being used is of a higher octane rat- b Radar ing than specified for the engine c Information b the oil pressure has been allowed to exceed d Homer normal limits c the mixture is too lean d there is insufficient airflow over the engine Which of the components of a con- ventional light aircraft piston engine

is it that converts the reciprocating Check your answers here:

3 temperatures) engine high cause linear movement of the pistons to the rota-

ry movenment of the propeller? not does pressure oil high and cooler burns fuel

could be responsible (but high octane octane high (but responsible be could d or c Either

a reduction gearbox 6

b crankshaft figures) curate

c camshaft ac for Manual Flight in graphs use Always (NB:

d crankcase increase. 20% a gives runway grass dry 20cm

or 2deg uphill slope each give a 10% increase and and increase 10% a give each slope uphill 2deg or

increase in take-off distance, 10C temp increase increase temp 10C distance, take-off in increase

7c (June 2005) soft ground or snow gives a 25% 25% a gives snow or ground soft 2005) (June 7c

According to the UKCAA Safety sense leaflet leaflet sense Safety UKCAA the to According b Before starting the engine of a single 5

engine light aircraft it is generally firewall)

recommended that the cockpit heater protective your in hole dangerous potentially a

4 seal you and vent the Close open. was vent the if control (if any) be set to OFF or CLOSED. What is the primary reason for this? cockpit the into spread could it startup, at occur

a to reduce the electrical load while the starter did fire engine an if and cockpit the into partment - com engine the from run ducts heater (cabin d 4

operates

b to ensure the fuel/air mixture in the induction 3

a a system is correctly adjusted 2

c to prevent the cockpit windows becoming

misted used) is spacing channel 8.33kHz other channels, irrespective of wether 25kHz or or 25kHz wether of irrespective channels, other

d to reduce the chance of an engine fire all for digits six speak to and zeros, both are

spreading into the cockpit digits two last the if only digits four speak to been

(The correct procedure since November 2005 has has 2005 November since procedure correct (The

one one nine decimal six two five two six decimal nine one one d

one two one decimal eight seven five seven eight decimal one two one Compared with the take-off distance c

one three zero decimal four five zero five four decimal zero three one

to 50ft given in the Owner’s Manual b

one two five decimal six decimal five two one a

5 (or POH) which of the following 1