proptalk

North Shore Aero ClubNorth Shore Aero Club

December 2012

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 includ-ing; 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 suc-cessful 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 excel-lent reputation for training, safety, and competition success.

North Shore Aero Club

HOURS OF OPERATIONThe 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.

December 2012PROP TALK

“PROPTALK” magazine Is published bi-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: Trevor Dance DESIGN: Rudolf Struyck, COVER DESIGN: Rudolf StruyckCOVER 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

Patron John Verleun 09 479 7555President Joe Smith 0272 525 216Vice President David Saunders 09 638 7784Treasurer Margaret Smith 09 445 6486Secretary Ian Couper 09 478 6351Club Captain Michael Bach 021 650 592Committee John Eaton 09 420 3331

John Punshon 09 426 4273Candice Gillett 09 426 4273Trevor Dance 0274 896 988Robert van Heiningen 0274 831 439

CFI Daryl Gillett 09 426 4273Instructors (full time) Doug Burrell John PunshonB-Cat Instructors (part time) Allan Roberts Dawson Boles

Alistair Blake Candice GillettJudith Grant Stan SmithTim Marshall

C-Cat Instructors (part time) Michael Bach Shaun EverestTom Howitt Glenn Ross

NS Helicopter Instructors Roy Crane Ed SellarRiaan van Wyk

Flight Office Staff Lynn PackerWeekends Brigitte Iser Monica WintersSafety Coordinator Tim MaynardBar Manager David StentBar Staff Brian Clay Angela McLaggan

Jo DaviesGroundsman Dom Gundry

Dary l G i l l e t t you r CF I

The wet and windy months are hopefully behind us now so it’s time to shake off the cobwebs and get into the air! December is traditionally a quiet month for us (flight training wise), so there’s plenty of opportunity and space to book an aeroplane – and an instructor if needed.

Instructor Michal Topolsky left NSAC a month ago to take a position at Fly My Sky – flying Islanders between Auckland Airport and Great Barrier Island. Michal completed all of his training and qualifications at North Shore, and his recent move is the next step in his aviation career. I wish you all the best Michael.

We also have a few new faces around the club in the form of C-Cat instructors – Tom Howitt (initially learnt to fly at NSAC) and Glen Ross (trained at the International Aviation Academy in Christchurch and Nelson Aviation College). Both Tom and Glen are great instructors and available for bookings most days during the week – Tom is available weekends on demand as well.

Alistair Blake, B-Cat extraordinaire is now instructing at the club every Saturday and Sunday. Alistair has an extremely wide range of experience and knowledge that he is ever eager to pass on to you keen students out there. Alistair can provide any instruction you require from Aerobatics to Multi-engine and IFR flying.

The annual Wings Dinner was a very enjoyable (and entertaining) evening. Congratulations to all those who have achieved their flying goals this year, and the competition place-getters. Also at the dinner, special recognition was given to Alan Hull and his lovely wife Theresa who have devoted countless hours to the club over many years. Thanks again to those key people behind the scenes who organised the event including Michael Bach, Rhonda and Lester Dredge, and their respective teams.

Congratulations to all NSAC members who competed at the Flying NZ Northern Region

Competitions in Dargaville last month – an absolutely incredible effort guys and gals! NSAC achieved eight 1st place results, six 2ndplaces, and two 3rdplaces. AND 1st place in the coveted Wigram Cup team event qualifying our team for the National Competitions in Motueka next year!

 

Steve Perreau, Kirsy Coleman, Christoph and Robert Groothuis

 

Steve finds the safest place to lie down – nobody hits the target !

 

Lookout

When summer weather arrives, along comes increased activity at airfields country-wide – NZNE is no different. In summertime the always important LOOKOUT becomes even more imperative. I’m banging on about the same old stuff here, I know, but that should indicate the seriousness of the topic. A proper, thorough LOOKOUT is essential, it’s crucial, and it’s vital. Although at various stages throughout a flight LOOKING OUT is of higher priority than others (where traffic density is higher for example), LOOKING OUT is always one of the highest priorities of all.

A LOOKOUT conducted continually and thoroughly will assist when building your awareness of the environment around you. That, along with following standard circuit pattern procedures and right-of-way rules, will ensure every pilot maintains proper awareness of other aircraft.

See ‘Old Bill’s’ Safety Articles for more detailed safety information.

Great Northern Air Race 2013 Our Club Captain Michael has been busy organising and promoting the annual Great Northern Air Race (GNAR) 2013 – with the assistance of his trusty side-kicks of course. It’s time to put a team together and get an aeroplane organised. The GNAR is a great opportunity to fine-tune your navigation skills and an excellent social event. It’s not to be missed so get your teams together and registered now!

See http://www.gnar.co.nz for more info. The GNAR next year is also running in

conjunction with the NZ International Airshow to be held at North Shore over Auckland Anniversary Weekend. GNAR aircraft will depart NZNE on Saturday morning as part of the pre-show activities and finish at NZNE late Monday morning before the air displays commence. All GNAR competitors will have the opportunity to attend the Airshow Monday afternoon. It should be a great event and I look forward to seeing you all there. See Trevor’s Air Show article for more details.

Xmas Morning Flight

I always find it special knowing that you are one of only a handful of people around the country taking to the skies on Christmas morning. It’s quite eerie really, as one would assume there is very little traffic around cluttering the radio waves on Xmas morning. Wheels-up is 0800 hours sharp, and after a scenic and leisurely doodle around the city, bays and Hauraki Gulf, its back to North Shore for a traditional champagne toast (BYO, or beer..) to family and good friends – and of course the usual group photo for Prop Talk. Why not book an aeroplane (or bring your own) and come along? I look forward to seeing you all around the club this summer, and wish you all a very merry Christmas! Daryl

 

 

The end of a great day

Joe Smi th c l ub p res iden t

There are several topics to report this time around, the biggest of which may be the New Zealand International Air Show discussed further in this issue.

We have had great support for this show, from club members, neighbouring residents, staff and committee members alike, plus offers from volunteers far and wide who we have not yet met in person.

Many thanks to Brett Pearce for kindly lending us his Aerobatic Robin for a key role in the show.

Most members that I speak to are indeed excited that our club is to host this event which is likely to be much larger than anything we could hope to fund ourselves. I am so far impressed with the arrangements that have been made in all logistical areas, in particular traffic management which is satisfying the scrutiny of both NZTA and AT who are being particularly testing following shows organised by others which have had some road traffic difficulties.

I have to say however, that there are one or two club members who have taken a different view to the overwhelming positive response and are spreading misinformation. If something is on your mind about the show, either give Fiona Fenwick a call on 021 725 779 – if she cannot answer, she can find the answer. The club has its own members dealing with the organisers so if you have concerns or questions please contact Fiona, Trevor Dance or myself for help.

The long anticipated refurbishment of the reception area is now underway with walls demolished and some of the new installations arriving on site, with some already fitted. The aim now is to have the projected scheme completed before the start of the Airshow

which as you will all probably know is Auckland Anniversary week-end.

The team that represented the Club at the Regional flying competitions did us all credit. They achieved the goal of being the northern representative at the National Flying competition at Motueka in February – well done - we obviously all wish them the very best in their endeavours.

May I please ask again for more member support for our Club Captain who works tirelessly to think of exciting things to do and arrange club evenings for the betterment of the social side of our club. He deserves the support of us, the members. The social side is most important for a vibrant club atmosphere and we are sadly lacking in that regard, we have extended the bar opening hours this year to include Thursday’s and Fridays, we tried Sunday evening meals without success and through lack of support they have now been suspended.

The festive season is fast approaching when the flying hours are normally lower than in other months. To encourage more flying we are to have a lucky dip. Time and a date will be preset and the member that books that particular slot in December will get their aircraft hire for that slot free of charge – they find out in January.

I take this opportunity to wish you all the very best for Christmas and the New Year ahead lets all try and get together more. Don’t forget the wonderful Christmas day fly about for a local scenic and some mince pies and refreshments afterwards.

Joe

Well G’day again fellow aviators and shipmates !Well, well, well ! Again some great feed-back following last month’s article on Priming. Alan, who lives in Dairy Flat and says he does a little painting in his spare time, wanted some tips on different priming techniques. In answer to your question Alan: • I like to use a water based emulsion and thin it by 15%. Work it in with a stiff brush and only then apply your top coat. But make sure you wear safety equipment though – a good pair of gloves, a hat to keep the sun off and a full length apron.

And talking of aprons …….

Apron Safety

The Aero Club Apron is a busy place. On a good day there may be as many as 15 aircraft parked up, some with engines running, waiting to taxi, and others en-tering the apron to park. People are wandering about, doing pre-flight inspections and load-ing passengers, or walking back to the club house after another successful mission for tea and medals ……..

Now the thing is - as pilot in command of an aircraft it is vital that you take care of your passengers and fel-low crew members on the apron. It is in fact your legal responsibility. And things recently have got a little bit trickier, because we now have a helicopter operating from the northern end of the apron.

Helicopter Operations – Aero Club Apron

If you take a walk to the end of the NSAC hangar you’ll notice the Robinson R22 Heli-copter parked up. It’s owned and operated by North Shore Helicopter Training – they reside in the Salt Air/Hauraki Air Office. Launching the

machine takes place from the short concrete taxy-way opposite Great Barrier Airlines – where the GBA twin used to park up. Anyway, as you are all aware, propellers and tail rotors are bloody dangerous. Even when stationary they can cause a lot of damage if you walk into one – but encountering one that is rotating, even at idling speed, can be fatal. A Robin 2120 propeller rotates at 20 revolu-tions per second at 1200 rpm, and the tip speed is about 240 knots. The tail rotor of the R22 rotates at twice that speed !

Good Old Mind Set

Now, if you think about it, all your training on a fixed wing aircraft will lead you to believe that the safest place to stand is anywhere aft of the wing and at the back of an aircraft. But with a helicopter, the opposite is true. And that chaps is where the problem lies !

In the heat of the moment – or if passengers or you are not paying attention – Good Old Mind-Set steps in and we can end up blundering into the busi-ness end of the machine at the back ! Don’t dwell on it – the consequences will be dreadful.

So the other day I put a CAA Poster on the Safety Board showing the danger ar-eas around a helicopter – so have a look - it’s informative. In addition there is a poster that describes how to be safe on the apron in gen-eral. Make sure you and your passengers read it before venturing outside.

And here are some other tips about the safe conduct of you and your passengers on the apron that you may find useful:

• Brief your passengers and crew about mov-ing around on the apron before leaving the

Old Bill’s “Safety First” ArticleSafety Tips based on the Fact That: There really are No New Accidents

Club House - particularly if they are new to flying.

• Mobile phones should be switched off and must not be used on the apron at any time.

• Escort your passengers to and from the aircraft.• Brief your passengers on entering and exiting the aircraft and which are the “No-Go Areas”• Don’t allow passengers to jump off the front of the wing.• Show passengers how to get into the aircraft and how to get out. Use the Hand-Holds on the Robin and make sure they get down off the wing by stepping off backwards, not forwards. (Just a note - Getting out of a light aircraft is the reverse of getting in – just like getting on and off a horse; or going up and down a ladder on a boat ! Go up forwards – go down backwards.)• Keep clear of the Helicopter Launch Pad. If a helicopter has its engine running and rotors are turning near your aircraft – keep hold of the control column and keep doors and win-dows shut until the helicopter has moved away or shut down. • Show passengers where the danger

areas around a helicopter are – but really, you need to tell them to: “Remain Clear”.• If passengers and crew are helping push an aircraft to the pumps – you need to operate the tow bar – and position your pas-sengers so they push on the trailing edge of the wing (Pipers and Robins) or the wing struts (Cessnas). Don’t let them pull or push on the propeller under any circumstances !

Remember – it is virtually impossible to see a propeller when it is rotating, and if there are a number of aircraft engines running on the apron at the same time, it is difficult to know which aircraft is under way. Passenger situational awareness will be poor, or in some cases non-existent, and you must look after them.

As Pilot in Command Passenger care is your responsibility !

So that’s it for this article – fly safely and enjoy yourself – and keep the feed-back flowing in.

“Old Bill”

Have you ever had the misfortune to see a view like this when flying your light aircraft? Well I have and I can tell you it is somewhat gut-churning to be down near the tree tops with take-off flap extended and airspeed reduced to perhaps 10-15 knots above the stall and with rain smearing your windscreen as you try to sight power wires.

There is nothing that I cover in this article that you cannot practice on a simple PC flight simu-lator programme. Just use a basic type such as the Cessna 172. The benefits of this tech-nology are immense and cost a few cents per hour. Some of the maneuvres I describe in this series you may never have heard of before. don’t worry about that as I have used (and taught) them and they work just fine. And this would seem a suitable place to review instrument scan matters so you can get up to speed on your PC.

The Selective Radial Scan

(SRS) is old and well-proven. You young-sters may know it as the Control-Performance method. I shall stick with SRS as it is still widely referred to as such and if you Google “Selec-tive Radial Scan”, you will find many entries and even video clips etc. If you Google both techniques you will find much very detailed information, much of it geared to the passing of an instrument rating with finesse. I am trying to simplify the methodology as I am concerned only with your SURVIVAL!

ASPECTS of AIRMANSHIPBack to Basics chats for low time pilots.

From Mike Feeney, a dinosaur aviator and flight safet writer

Topic: Escape from bad weather entrapmentPart 2

Why SRS? Pretty simple really. You have to avoid becoming fixated on any one flight instru-ment so you must use a SCAN method which should be executed in a RADIAL manner based on your primary flight instrument; the Attitude Indicator (AI). Why Selective? Because it is vital that you SELECT the most appropriate instru-ment for the flight phase you are in or desire to change.

Your instruments may be grouped under two categories; CONTOL instruments and PERFORM-ANCE instruments. Your Control instruments are the Attitude Indicator (AI) and the Power indicator(s), Manifold Pressure and/or RPM. The only aspects that you have direct control over are aircraft attitude and engine power. The remainder, are Perform-ance indicators and comprise the airspeed indicator (ASI), altim-eter (Alt), Turn & Slip/bank or Turn-coordinator (T&S), Vertical Speed Indicator (VSI) and the Directional Indicator (DI).

Your aircraft’s spatial situation depends on what you do with the AI and the throttle. The Performance instruments provide information as to the result of your actions.

For example. If you are climbing you don’t need to concentrate on your altimeter until you are nearing the altitude at which you intend to level out at. What you do need to pay attention to is your airspeed as the combination of airspeed and engine power will produce a Performance, both in terms of ground covered and altitude gained. So you would use your AI to maintain a nose-high attitude with the wings level which will prevent any marked heading excursions.

So your radial scan would be AI >> ASI >> AI >> ASI >> AI >> DI >> AI >> ASI >> Alt >> AI ..and so forth. Then, having levelled out, it would change to AI >> Alt >> AI >> DI >> AI

>> VSI >> AI >> Alt >> AI etc. For a descent your scan would be similar to climb.

For gentle level turns, the scan is similar to level flight in that you focus on preventing the bank angle increasing. Just fly the little symbol-ic aeroplane and keep the bank angle minimal.

The instruments may provide either Informa-tion about your spatial situation or information about your aircraft’s Performance. In level flight you are mainly interested in your altitude and heading. The airspeed is merely a result of the power setting you have chosen and is of inter-est only for navigational purposes; ETAs for example.

You must decide what information you rqure and scan out to that instrument from the AI.

Information could be altitude, heading, whilst Performance could be Airspeed, rate-of climb…it all depends on the phase of flight. Some instruements may be used as Command instru-ments such as the AI. If your nose attitude or bank angle had drifted away from what you want, you use it to make the immediate cor-rection and to stop the trend. But you would never use the VSI as a command instrument. It provided information which you digest and then make the correction back on the AI…then check for the result. Never try and “chase” the ASI or VSI as that will result in a series of over-controlled phugoid climbs and dives…a roller-

coaster ride.You can also practice your scan, with a safety pilot, in your aeroplane without breaking CAA rules. Practice in the real sky and with real ‘feel’ and noise will further enhance your confidence and the basics will become relatively easy and induce only moderate stress levels. Trust me; it really works for the great majority of inexperi-enced pilots. It is also satisfying and even ‘fun’. You may be surprised at how things become so much easier with practice and regular repeti-tion. After all, we do that with all manner of other activities in our non-flying life and have done so since we were children. Think of the “P” words. Persistant, Patient Practice = Proficient, Polished Performace. Let’s now consider a sce-nario.

A Scenario: Most of you will recognise this situation which is so common in our moist atmosphere where the humidity is often close to 100%. You are flying over flat or gently roll-ing countryside and under a defined, but low cloudbase. Gradually the base becomes less defined with patches of wispy fractus forming. But you can still see a few miles ahead and you are familiar with the region. But the ground begins to very insidiously increase in height. You begin to experience feelings of unease. You turn your head to discuss the weather with your passengers who have been asking you how far to go now?

When you turn back to the front you are shocked to see that you are running through patches of scuddy cloud. The distraction caused you to allow the aircraft to climb slightly up to the cloud base. You push down and again see a defined base but you are now much closer to the terrain and scattered tall trees. You are now “Scud-running” and becoming wedged between trees and cloud. As a Private Pilot with only five or six hours of instrument flying experience, you are in a most dangerous situation which worsens as you pull up to avoid some tall trees. You have now entered cloud and will shortly die unless you face up to the situation and take action.

You cannot push down. If you do you will either collide with something or, if you get a glance of the ground, you will likely pull-up abruptly with shock and overcontrol into a steep climb

and have great difficulty establishing an instru-ment scan. Airspeed will decrease rapidly and you will pitch the nose down far too strongly…and so on…I really don’t need to paint a further picture of how you and your passengers are go-ing to look in just a few seconds. I could do as I have been to many air accident sites. Ther are engraved in my memory for life….

OK then. This is what I suggest that you do under the above dire circumstances.

A) For a few seconds do nothing except say to yourself:

“I’m in the crap…I’m in the crap! But I can do it…I know I can do it! Go to the Attitude Indica-tor NOW..NOW..NOW!”

B) Focus totally on your AI, trim back just a little, open the throttle a bit, and raise your symbolic aircraft slightly above the horizon; to about the first 5° mark. Do nothing else except, with very gentle pressure, keep its wings level. Do not talk. Do not use the radio. Do not look at any other instrument. Just keep the aircraft above the horizon bar and your wings level.

C) Now just take a quick glance at your VSI and go back to you AI. You should have noted a small rate-of-climb. If not, raise the little air-craft just a tad higher above the horizon, wait a few seconds and again check the VSI. You will see that you are climbing. Keep the wings level, relax your grip on the controls and breathe slowly.

D) Now note what your magnetic compass or DI is approximately reading (to the nearest 10°). If you can, subtract or add 200* to that figure and then add or subtract 20* to get a recipro-cal. If you don’t have a full-face DI you will have to do some sums. For example: Heading 040+200=240-20=220* Heading 320-200=120+20=140*

Avoid numbers over 360. They are difficult when under stress. Practice that now and see how you manage. If it is too much, you can simply look at the face of your DI, note your heading, look to the opposite side and note the reciprocal. It may help to use your forefinger on the glass.

E) You are now going to live if you can con-tinue to manage your own mind. Focus on your AI and that little aeroplane and the horizon bar. Select the carb. heat to full hot and reset climb power. Now, very gently, roll the aircraft until the bank angle is about 5°…just lower a wingtip a little. Hold the aircraft above the bar and RETRIM. Relax your grip. Slowly you will be approaching your reciprocal heading and will be returning to the region from whence you came. You know there is nothing to hit there. Should you feel that you are getting the onset of spatial disorientation (the leans), say to yourself:

“The symbolic aircraft is my aircraft…that is me viewed from behind…that is what I am doing!”

Look at the blue sector on your AI. That is the sky above. I am in control. I can do it! Look at your altimeter. You are well above the terrain. Thare is nothing to hit. You have fuel and your engine is running sweetly. Your aircraft does not know it is in cloud. Just fly it normally as though you are looking outside at the horizon…it is still there and the horizon bar on your AI tells you that it is.

Well that is the primary phase of the emergency complete. You are alive and higher than the ter-rain and now have time to think and plan. You are at least back to roughly where you came from. You may run into clear air…you may need to fly a holding pattern. You can now talk to air traffic control and obtain weather information and radar vectors. Now your task is to fly on in-struments in primarily level flight in a sustained and controlled manner. You may decide to fly out to sea and make a slow descent until you break clear of the cloud base. You have options.

It is vital that you perceive your symbolic aircraft on the face of your AI as YOU. Just imagine that you are actually watching yourself from behind your own aircraft through a little round window. Make turns using minimal bank angle. Just three or five degrees is ample and will render the task of heading holding easy and relaxed. Use your elevator trim so that your fingers are resting gently on the controls. Of course, if you have a reliable autopilot, then use it.

Always remember that, at a given airspeed, a combination of Power plus Attitude will equal a Performance. If your attitude is 5° nose-up and you are using Climb power you will climb. If you maintain that attitude and airspeed and slowly reduce power, you will observe the climb-rate diminish and then tchange into a descent rate. Power controls your rate of climb or descent and level flight may be perceived as just a tran-sitory state between the two.

And finally, should you find yourself losing the plot and descending in a turn, never pull back on the stick until you have booted the ball to the centre of its tube and rolled the wings back to level with the horizon bar. If the altimeter is unwinding and you do not first roll level, you will enter a “graveyard spiral” for sure.

Even if you become inverted, you must keep rolling until the blue sector on your AI is near-est the top of your instrument panel. Make the “sky” move to its proper place.

Now, fire up your PC flight sim. and go to it…you may just surprise yourself!

I learned instrument flying under a canvas hood in a Tiger Moth, and without an Artificial Horizon, as we then called them. My early aerial gyrations were something to behold! Later, I spent many hours in a wheezing Link Trainer which caused my Aussie instructor, sitting at the long glass plotting table, a certain amount of mirth and ribald banter. But it worked, as it will with you if you stick with it.

And, by the way, do I hear some of you mutter-ing: “Oh yeah…so what do you do if you don’t have a serviceable AI?” Well, as we found out in our old Tiger Moths and Link trainers, there is a method of roughly maintaining level flight or a climb or descent, using the ASI and turn & slip. But it takes some explaining so perhaps another time. Why not ask your Instructor to cover the AI and/or practice on your PC in the privacy of your office. But the key is to use the trend of the ASI needle. See if you can figure it out. We did….eventually! (Ho Ho he chuckles).

The New Zealand International Air ShowNorth Shore

Some of you will remember that North Shore Aero Club was incorporated on 25th September 1963 with the airfield CAA certified later that year. 50 Years is a huge deal and an important milestone for the club which we want to cel-ebrate with enthusiasm.

You would have received a letter by email or post highlighting the initiatives for 2013 and mentioning the New Zealand International Air Show - this is also a big deal. When the organ-isers approached the club on 25th October 2012 with only three months left before the event, we looked upward from the foot of the moun-tain of work ahead in awe and disbelief that this could be done. With the 100% support if the committee Joe, Daryl and Trevor have been working with the Air Show organisers through the numerous challenges that anyone who has staged a big event will understand. We have had an excellent response from everyone we have asked for assistance at the club, all mem-

bers seem willing to help out – good job.

With formal CAA certification now received for the show, we have reached base camp and just have the rest of the mountain of paperwork yet to climb. Daily communication with the organis-ers ensures that we are across anything that could impact the club and so far we have been impressed with capability of the team of experts assembled.

Bob Henderson who will be the CAA Air Show director, explains details of the schedule to Mike Slack Auckland Air Traffic controller.

Auckland Council, NZTA, Auckland Transport, Airways NZ, NZ Air Force, the NZ Fire Service and our fine NZ Police are all very supportive of the event and are working with us to get this across the line. Quite apart from the small matter of actually staging the event, we have hosted public consultations with our neighbours in Postman and surrounding roads to explain the detailed traffic management plans, bus services operating and how professionally this will be handled. Many of these residents have come along asking if they can help by provid-ing parking areas. We have been impressed by the overwhelmingly positive response from our neighbours, some of whom, even asked if they could take a trial flight – they had never actu-ally visited the club before !

13th December 2012 - Joe Smith, John Punshon and Trevor Dance representing NSAC at one of the many operations meetings held to discuss the Air Show – Officer John Roberts from the New Zealand police has over 2000hrs as a commercial pilot “you do not have to dumb it down for me” he explained. Here Peter Newport is discussing with Roy Crane the correct procedure to ensure safe deployment of a Jetman as he falls backwards from the helicopter Roy will be piloting whilst the camera catches the action for the Air Show Big Screens.

Our neighbours meet the organisers on one of the Saturday public consultation meetings at the clubhouse. Fiona confirming road access arrangements with one of the local residents.

The show has been scheduled around the Great Northern Air Race to ensure that participants not only get to see a full day of the show, but form part of the show excitement as the GNAR departure and arrival will be during the show build-up. We are proud that some of the vintage aircraft based at North Shore will be taking part as the first attraction in front of what is gear-ing-up to be a huge crowd.

During the show, airfield access is by ticket only with operational areas cordoned-off under the control of the CAA director for safety. Access to the clubhouse will be from the main doors re-served for members and one guest only and will provide a great view from the upstairs lounge. If members wish to gain access to the ground attractions, they can purchase one of the spe-cial half-price single day tickets (plus one for a

guest) through the club by calling the office.All tickets include car parking so this will ensure a speedy flow of vehicles handled by a profes-sional team, plus special cheap bus services are being run from Parakai and Albany and free shuttle busses from outlying parking areas.

Promotion of the event has been local so far, with details appearing on the front page of Rod-

ney Times on November 20th and in the North Shore Times on November 29th – all good pro-motion for the club, plus the internet is buzzing with news of this first for New Zealand on our 50th Anniversary. TV advertising will be coming nearer the event.

7th December 2012 - CFI Daryl points out aircraft and helicopter clearance room required to Nick Carter who is deciding on where to place the marquees for the ground attractions.

Another meeting - working on details of the arrangements for the TV3 outside broadcast units with the specialist team.

Roy Crane visits Dairy Flat School to tell them about Jetman coming to Dairy Flat – the kids seem to be looking forward to it !

Regular updates on the show are being posted to our web site:http://www.nsac.co.nz,

plus the organisers site:

http://www.nzairshow.com

for more details on the GNAR go to:

http://www.gnar.co.nz

Volunteers are always welcome at any big event and this is no different. We are currently look-ing for 71 kind people to work each of the 3

days, so 213 resource-days of effort need to be sourced.

We already have air cadets and our trusty ATC who are keen to take part, however there are some roles that would best be suited to more senior people, including some drivers. If you are interested in helping out, please email me on trevord@orcon.net.nz.

Best wishes allRegardsTrevor Dance

Airpark updateEver fancied living on your airfield ? The North Shore Aero Club adjoins several sections which have aircraft access directly to the runway – you don’t have to drive to the airfield to polish, tinker with, or fly your aircraft you just walk from the kitchen into the hanger and pre-flight.

With the property market finally picking-up, these sections are proving to be very popular and could become sought-after amongst those with avgas in our veins. Currently there are six signed agreements for lots to be developed as soon as possible and it is expected that the earthworks will start in March. So they will be expecting to be able to offer up to a further 10 lots for sale shortly and with the strong interest they may sell quickly.

So here’s your chance to live the dream ..

Contact Paul for more information 021621627

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NORTHSHORE  AERO  PARK  FOR  MORE  INFO  PH  PAUL  021621627      

m i l e s t o n e s

Solo

N.HarveyHaidar Al-Fallouji

Solo

Multi EngineInstrument Rating

Xiangming Zhang

Solo

Ivan Jin

PPL

Robert van Heiningen

CONGRATULATIONS!

ALSO:

Multi Engine Instrument Rating:Tim Cope

Solo:C. Ryan

Steve McCrory

PPL:

Augustine Trouble

Eddie Scott

Aerobatic Rating:Desmond Barry

Max Hanna

PPL

Brent Tassell

NEW MEMBERS

We welcome the following new members to our club:

We look forward to seeing you at the club at one of our social occa-sions!

Christian Jansen

Corine Ryan

Jesse Angus

Vaughn Davis

Colin Maurice Eikenaar

Hugh Mitton

Liam McCosh

Robert Forster

Matthew McQuaid

Gihan Ganesh

Matthew Cranston

Chris Sattler

Matthew Carter

John M. Crone

Scott Lindsay

Michael J. Lambden

Rhys Postlewaight

Emma Herd

Michael Bell

Blake J. Loftus

Fraser S. Loughlin

Michael Kern

William Wynyard Rayner

On August 18 this year we flew our first en-trant in the Inaugural Grab One Flying Scholar-ship. Now, over 4 months later we have flown our last of this group. “This has been an in-teresting experience all round, which I for one have thoroughly enjoyed” said Shaun Everest, who has valiantly flown nearly a hundred keen students of flight to evaluate their flying skills. “I have been pleasantly surprised as to how well most people fly. It is always exciting to see flying again for the first time through someone else’s eyes, and to see their reactions as they take to the air” says Shaun.

The original idea was to select one winner from all those who have entered. After some discus-sion amongst the instructors the CFI requested marketing that there be a “fly-off” of the best six at no cost to the entrants - this would cost around $340 - the idea had a lot of merit as was supported by the committee. At the time of going to press, two of these flights have already taken place and the remaining four are to be completed very shortly.

We plan to cover the scholarship award in the next issue of Proptalk and the next Scholarship program is prepared and ready to launch at any time.

A costing analysis now validates the initial premise that we can offer a full PPL scholarship using modern direct marketing at no cost to the club. During the months that the scholar-ship ran, the Scholarship flights averaged less than one per day. Using the feedback from this run of the Scholarship, the plan is that next time around, these evaluation flights will be spread across several instructors using a more extensive evaluation matrix and then include the fly-off as part of the offer from the begin-ning. Looking forward to meeting the winner !

Best Wishes

Trevor Dance

Events and Marketing

North Shore Aero Club Scholarship

New GPS

Flightline Aviation North Shore

External Corrosion RemovalIs your aircraft starting to show signs of corrosion? It may only be cosmetic now, but don’t give corrosion the chance to get out of hand. If left, corrosion could lead to your aircraft requiring a new paint job or even worse requiring new parts. Flightline Aviation North Shore can carry out spot removal of corrosion, treating, priming, and finish coating.

PaintingIs your aircraft starting to look a bit worse for wear? We can carryout touch ups – no job too big or too small, experienced painter on-site.

Scheduled MaintenanceDo you have any outstanding maintenance? If your fixed wing or rotary wing aircraft is not being utilised over the winter period, now would be a good time to get anyoutstanding maintenance completed. Contact us to obtain a price.

Incomplete Projects/RepairsHave you started a project or repair to your 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 provide a Quote/Estimate free-of-charge in order to help you get airborne again.

Avionics/Instrument UpgradesDo you want any of the following installed; cell phone, blue tooth, GPS, 406MHz ELT, flight following equipment.

Cabin Interior RefurbishmentIs it time for a tidy up of your aircraft’scabin interior? We can source either genuine or approved after market interior kits, and arrange recovering of seats in fabric or leather.

Internal Corrosion ProtectionLet us quote you a price to protect your valuable asset from the environment by applying a preventative corrosion inhibitor to the interior surfaces of your aircraft.

Engine and Propeller OverhaulsDon’t forget, Flightline Aviation can also overhaul your piston engines and propellers with very competitive pricing.

Need any of the following?Reweigh, prop balance, 500 hr magneto inspections, modifications, component repair or overhaul, CAA Approved Maintenance Programme, parts.......give us a call or pop in to discuss.

Think that you can’t afford it? Come in and discuss your individual requirements. Deferred payment plan* or finance option* maybe available.

Russell KeastBranch Manager

* Special conditions and criteria apply

One hour “Intro Flight” - $460.00Half an Hour “Intro Flight” - $230.00

Twenty Minute “Intro Flight” - $160.00If 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

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.

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 HELICOPTER TRAINING LIMITED

North Shore Airfield, Postman Road, RD4, Albany, Auckland

Ph: 09 426 8748 - info@helitraining.co.nz

FLY THE COUGARExperience the thrill of TWIN FLYING today!

ZK-CGR - Gulfstream GA7 Cougar Powered by two Lycoming 160 HP engines with variable pitch propellers

Retractable undercarriageFully IFR including IFR certified Garmin GNS 430, VOR/ILS, ADF, DME, HSI & STEC Auto pilot

Excellent multi engine IFR aeroplaneMinimum PPL with 100 hrs fixed wing total time required for trainingdual along with other minimum experience requirements for solo hire

See NSAC for full details

1 In connection with which of these applications was glass reinforced plastic(GRP) first used in aviation?a fuel tanksb control surfacesc radard crew seating

2 Which of the following types of information given by an ATC unit is the pilot not required to repeat when acknowledging the message?

a distance and direction of conflicting trafficb type of service being givenc transponder code he has been allocated to squawk

d details of weather

3 We often encounter them while we are flying, but do you know which type of cloud it is that can exist in each of the following species?a humilisb mediocrisc congestusd fractus

4 Under which of the following circum-stances will the angle of attack of a fixed pitch propeller blade change?a only when the airspeed altersb only when there is a change in engine RPMc it can never changed every time the airspeed or engine RPM is

altered

5 If a PPL holder is suffering fom a bad cold which has resulted in a blocked nose and sinuses, under what circum-stances is it safe fir him to act as a pilot in an aircraft?a if he has (and uses as necessary) an inhalerb provided blowing his nose clears it temporar-

ilyc so long as the cold is not causing a headached under no circumstances

6 What is the primary purpose of the Mixture Control knob or lever in the cockpit of a piston engine aircraft?a to prevent the buil-dup of ice in the carburet-

torb to shut down the engine after landingc to control the ratio of fuel to air entering the

engined to reduce fuel consumption

7 On many light aircraft with an ‘all moving tailplane’ (aka ‘stabilator’) there is amovable tab at the trailing edge of the tailplane. It’s purpose is to add feel and prevent inadvertent overstressing of the aircraft. What is the correct name for this tab?

a anti-servo tabb trim tabc elevatord balance tab

8 What is the approximate ‘safe’ daily caffeine intake for a pilot?a 200 mg.b 400 mg.c 750 mg.d 1000 mg.

AV I ATO R S E L F T E S TA 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

Check your answers here:

1 c GRP was developed in the UK during WW2 as a replacement for the moulded plywood originally used to manufacture radomes.(GRP is transparent to microwave radiation)

2 a and d

3 Cumulus. Humilis has minimal vertical develop-ment; mediocris has moderate vertical extent but still does not cause precipitation; congestus has maximum vertical extent (towering cumulus) and causes brief downpours; fractus are ragged-edge cumulus that can form below clouds

4 d 5 d

6 c is the primary function; both a and b are second-ary effects

7 a which can also be called an anti-balance tab

8 b Three 250ml instant coffees, four espressos or faive cans of typical energy drink can bring you close to that limit

Aircraft Maintenance at Parakai Airfield Give your aircraft the attention it deserves

• Aluminium and composite structures • Piston, turbine, turbo diesel, rotax • Maintain, refurbish, repair, import, projects • Maintenance management options • Independent Annual Review Of Airworthiness

Transfer service/courtesy car available www.ParakaiAirfield.co.nz

Call Bryn Lockie 021 681 900