Balloons get a Lift - vectorPointing to Safer aviation - icing Part 21 Changes Pilot Maintenance - CAA
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vector
Pointing to Safer Aviation
May / June 2009
Balloons
Get a Lift
Icing
Part 21 Changes
Pilot Maintenance
vector Balloons Get a Lift In this issue...
Modern day hot air balloons have been
flown in New Zealand for more than 30 IFR Charts De-cluttered 3
years, and there are currently 72 registered.
Balloons Get a Lift 4
4
We bring you up to date on moves that will
see hot air balloons fully entering the
aviation system through the joint efforts of Icing 6
the ballooning community and the CAA.
Part 21 Changes 10
Young Eagles News 13
Pilot Maintenance 14
Icing Turn It On 16
It’s that time of year again, time for a
reminder about the dangers of ice. Aviation Exams Going Electronic 18
While airframe icing is primarily a problem
Nominations called for Director’s
6
for IFR pilots, pilots of VFR aircraft need
to remember that they are not immune. Awards and Flight Instructor Award 19
Aviation Safety Advisers 19
Weather to Fly 20
New Products 24
Part 21 Changes Planning an Aviation Event? 24
Changes to Part 21 Certification of Flight Instructor Seminar August 2009 25
Products and Parts are expected to come
into force later this year. The new Inspection Authorisation (IA)
10
amendments will affect 320 currently Initial Course 2009 25
registered aircraft as well as other new
aircraft that will come into the system, How to Get Aviation Publications 25
and expand the existing special category
into six subcategories. ATS Breaks 25
Fax On Demand Service and National
Briefing Office Phone Number 25
Pilot Maintenance Accident Briefs 26
Pilots are able to remove or fit role GA Defects 27
equipment, dual controls, and carry out
other maintenance functions on an Aviation Safety Coordinator
14
aircraft. But this privilege is subject to
Training Course 28
certain preconditions listed in rule 43.51(c).
This article includes an easy-to-read list
of the maintenance that pilots can do.
Cover: A competition over Henley Lake during Balloons
Over Wairarapa in March this year. See page 4.
Published by Publication Content Free Distribution Change of Address
The Communications and Safety Education Unless expressly stated as CAA policy, the Vector is distributed automatically to all Readers receiving Vector free of charge
Unit of the Civil Aviation Authority of views expressed in Vector do not necessarily New Zealand flight crew, air traffic controllers, should notify info@caa.govt.nz of any change
New Zealand, P O Box 31–441, reflect the policy of the Civil Aviation Authority. aircraft maintenance engineer licence holders, of address, quoting your CAA Client Number.
Lower Hutt 5040, New Zealand. Articles are intended to stimulate discussion, aircraft owners, most organisations holding Paying subscribers should notify The Colour Guy.
Tel: +64–4–560 9400, and nothing in Vector is to be taken as an aviation document, and to certain other
Fax: +64–4–569 2024, overriding any New Zealand civil aviation persons and organisations interested in Paid Subscriptions
Email: info@caa.govt.nz. legislation, or any statements issued by the promoting safer aviation. Vector is available on subscription only from
Published six times a year, in the last week Director of Civil Aviation or the Civil Aviation The Colour Guy, P O Box 30–464,
Authority of New Zealand. In the case of flight crew and air traffic
of every odd month. Lower Hutt 5040, Freephone 0800–438 785.
controllers, a current aviation medical
Reader comments and contributions are certificate must be held, and a current
Manager Communications Bill Sommer. Copyright
welcome and may be published, but the Editor
New Zealand address given, to ensure Reproduction in whole or in part of any item in
Editor Peter Singleton. reserves the right to edit or abridge them, and
magazine entitlement. Vector, other than material shown to be from
Safety Education Publishing Team not to publish those that are judged not to
contribute constructively towards safer aviation. Holders of Pilot Certificates issued by Part 149 other sources or named authors, is freely
Lakshmi Guda, Cliff Jenks, Anna McClay,
Reader contributions and correspondence certificated organisations can also apply to permitted, providing that it is intended solely
Clare Ferguson, Rose Wood.
regarding the content of Vector should be receive a free Vector (see the CAA web site for the purpose of promoting safer aviation,
Design addressed to: Vector Editor, P O Box 31–441, for details). Vector also appears on the CAA’s and providing that acknowledgment is given
Gusto Design & Print Ltd. Lower Hutt 5040, or email: info@caa.govt.nz. web site: www.caa.govt.nz. to Vector.
2 vector May / June 2009 ISSN 1173-9614
NOT FOR OPERATIONAL USE
IFR Charts
De-cluttered
The IFR charts have been de-cluttered to
improve their readability. The re-developed
charts will be effective 4 June 2009.
North and South Enroute Charts Lower North Island Area Chart
All airspace below 9500 feet has been removed. This was formerly the Ohakea–Wellington–Nelson
Enroute descent distance steps have also been Area Chart. Coverage has been extended to
removed for routes covered by the larger scale include New Plymouth, Taupo, and Napier.
Area Charts. Distance steps for routes not covered All airspace above 9500 feet has been removed.
by the Area Charts (for example Kerikeri, Kaitaia,
Whakatane, Gisborne, Wairoa in the North Island, Upper South Island Area Chart
and south of Ashburton and Hokitika in the South This was formerly the Christchurch Area Chart.
Island), remain on the Enroute Charts. Coverage has been extended significantly to
the north and west. The new chart covers
Upper North Island Area Chart from Paraparaumu in the north, to Ashburton in
This was formerly the Auckland–Hamilton–Bay of the south, and west to Hokitika and Wesport.
Plenty Area Chart. Coverage has been extended All airspace above 9500 feet has been removed.
to include New Plymouth and Taupo, and all There are no changes to the National Enroute New chart coverage areas
airspace above 9500 feet has been removed. Chart. ■
vector May / June 2009 3
Balloons Get a Lift
Hot air balloons are poised to fully enter the aviation system.
Modern day hot air balloons have been flown in New Zealand for more
than 30 years and there are currently 72 registered. Until now though,
they have not been managed in the same way as other aircraft.
T
his year for the first time, runs, pilots fly across a lake and try rewrite of Part 61 Pilots Licences and
balloon event organisers have to grab a target from the water before Ratings. This is due to be published
successfully applied to have flying away again,” Rex says. as a Notice of Proposed Rule Making
their three annual Balloon Fiestas in toward the end of this year. Under the
“The sport is very attractive to spec-
the Wairarapa, Hamilton, and Levin proposal, balloon pilots will sit similar
tators, so as it grows in popularity,
approved as aviation events under examinations to fixed-wing pilots,
we are seeing ever bigger crowds that
Part 91 General Operating and Flight although the navigation element will
are often very close to these aircraft.”
Rules. The move signals a joint be tailored to ballooning,” Rex says.
intention from both the CAA and the In the past, a Commercial Pilot Licence
ballooning community to bring the (Balloon) has been required to carry Balloon Association of New Zealand
sport fully into the aviation safety passengers for hire or reward, but (BANZ) president, Martyn Stacey,
system. there has been no Private Pilot Licence says the organisation welcomes
(Balloon) available through the rules, the new licences, and also plans to
CAA Manager Sport and Recreation,
or balloon pilot certificate through apply for certification under Part 149
Rex Kenny, says growing interest in
any other organisation. Rex Kenny Aviation Recreation Organisations –
ballooning and its popularity with
the viewing public meant the CAA says this has meant that anyone who Certification.
needed to increase its safety oversight wanted to buy and fly a balloon could He says there are about 54 balloonists
of the sport. legally do so, without formal training in New Zealand, including several
or airspace knowledge. members of the same families,
“These aircraft often need to compete
and operate at heights below those “Neither the CAA nor the ballooning and they are all members of BANZ.
approved in Part 91 (500 feet over a community wanted to see that Once certificated under Part 149, the
non-populated area or 1000 feet over continue, and a PPL (B), as well as organisation would be able to assess
populated areas). For example, when an instructor rating (F-category), and approve aviation events under
they’re doing their splash and dash has been included in the current delegation from the Director.
President of the Balloon Association of New Zealand, Martyn Stacey (photo, right), was Balloon Meister
for Balloons Over Wairarapa in March this year. Photos show a splash and dash competition at
Henley Lake, Masterton.
4 vector May / June 2009
Like all aircraft, balloons are entered on compete, and learn what works best
the New Zealand Register of Aircraft, from each other.”
and must undergo Annual Reviews
The CAA’s Rex Kenny says the
of Airworthiness and be maintained
ballooning community is well pre-
in accordance with the manufac-
pared to take the next steps into the
turer’s maintenance programme, or
aviation safety system.
a maintenance programme approved
by the CAA. “Over the last few years we’ve seen a
lot more awareness of the rules and
Martyn Stacey says BANZ is also
the need to fly neighbourly and avoid
looking forward to the arrival of Part
being low level over livestock and
115 Adventure Aviation, which will
allow the certification of commercial other sensitive areas. There are also
ballooning operations. A Notice of now some highly skilled and safety
Proposed Rule Making for Part 115 conscious people taking the role of
is scheduled for October 2009, with envelopes can now have factory Balloon Meister (airshow coordinator)
the completed rule expected toward guarantees of 600 hours, materials are at ballooning events. Five years ago,
the end of 2010. better, inflation methods are improving, New Zealand would have had to bring
and manoeuvrability may come as a that expertise in from overseas.”
“Commercial operators are seriously
surprise. At this year’s competitions,
looking forward to Part 115 coming Outside of organised events, balloons
Martyn flew his balloon 17.5 km and
in,” Martyn says. operate to the same VFR flight rules
landed within 30 cm of his mark.
as other aircraft. For the most part,
“It will be a huge plus for the
“It took a long time to do it, but we they are radio-equipped, and some
ballooning industry.”
got there. The thing about ballooning are also fitted with transponders.
He says ballooning has changed is that it’s a team sport. It takes a
dramatically since it was first intro- pilot and a ground crew. Ballooning Learn more about BANZ,
duced to New Zealand. Balloon events allow us to get together, www.balloonz.org.nz. ■
vector May / June 2009 5
Icing
It’s that time of year again, time for a reminder about the dangers of ice.
While airframe icing is primarily a problem for IFR pilots, pilots of VFR
aircraft need to remember that they are not immune.
T
his article provides only a light cools the warm maritime air coming off device, like the throttle plate in a float-
dusting over the issue of ice. For the Tasman Sea – this high moisture- type carburettor.
detailed information refer to the content air is perfect for producing ice.
Induction system icing forms insidiously,
Aircraft Icing Handbook, available on Knowing the Outside Air Temperature and some aircraft/engine combinations
the CAA web site, www.caa.govt.nz, (OAT) and having a detailed knowledge are more susceptible than others.
see “Publications”, or go to the NASA of the weather are the best cues for
web site where they have two online predicting icing conditions. However, Impact Icing
courses, one on ground icing, the other sometimes the only way of knowing Impact ice forms on the surface of the
on in-flight icing, http://aircrafticing.grc. where the icing is, is to encounter it – air intakes, air filter, and possibly in
nasa.gov/courses.html. or to hear from someone else who has. the bends in the system, creating
disturbances in the airflow and gradually
Where to Find Ice Induction System Icing closing off the air intake.
Accurate prediction of where icing is
Induction icing is a comprehensive term Visible airframe ice should immediately
found, and how much icing you will
that includes all types of fuel metering alert you to the danger of a similar build-
encounter, is difficult. It is, however, up in the induction system. In aircraft
and all parts of the induction system
possible to identify the general conditions that have fuel-injection systems, this
where ice can accumulate. This includes
that make icing more probable. may be the only indication of induction
the air filter, bends in the system,
New Zealand’s alpine chain lifts and and critical areas of the fuel metering system icing.
NASA GRC Icing Branch
6 vector May / June 2009
Refrigeration Icing cause ice on the inlet manifold walls and throttle was being closed very slowly.
Refrigeration icing forms in a float-type the throttle ‘butterfly’. This can seriously If left unheeded, the next warning will
carburettor as a result of fuel vaporisation restrict the airflow, reducing the power be a rough-running engine combined
and low pressure, when the relative output of the engine, possibly even with severe power loss, and finally a
humidity is more than 50 percent, and in stopping it. complete power loss.
air temperatures anywhere up to 35°C. Constant-Speed Propellers
Symptoms
The rapid cooling in the carburettor is In the early stages, the propeller governor
caused by two factors: the absorption The best cure for carburettor icing is will maintain a constant engine rpm
of heat from the air during vaporisation prevention, and this requires a sound despite the loss of power. The first positive
of the fuel, and the high air velocity, knowledge of the symptoms. signs will be decreasing airspeed coupled
which causes a low-pressure area – with falling manifold pressure, but these
Fixed-Pitch Propellers
accompanied by a drop in temperature symptoms come on gradually and insid-
– through the venturi. If the air contains For aircraft with fixed-pitch propellers, iously, and may go unnoticed. Eventually,
a large amount of moisture, the cooling a gradual loss of rpm and airspeed are other symptoms will be experienced,
process from these two factors can early warning signs – exactly as if the such as rough running and rpm loss.
Freezing rain
Freezing rain associated
associated with a frontal
frontalsystem
system inversion
inversion layer
layer Carburettor Icing Chart
Carburettor Icing Chart
10,000 -15˚
9,000 -10˚ Serious icing - any power
8,000 -5˚ Moderate icing - cruise power
e) +20
or serious icing - descent power
ur
7,000 0˚ st
Serious icing - descent power oi
em
Altitude (feet)
+10
Dewpoint °C
6,000 5˚
bl
Temp (˚C)
si
5,000 0˚
Light icing - cruise
(vi
ITY
or descent power
4,000 Freezing -5˚ ID o
Rain U M
3,000 0˚ EH
IV
LAT -10
2,000 8˚ RE % %
0% 60 20
1,000 17˚ 10
0 22˚ -20 -10 0 +10 +20 +30 +40
A temperature inversion at altitude can produce Air Temp °C
freezing rain conditions. See next page.
Continued over »
vector May / June 2009 7
» Continued from previous page
Cures high airspeed). Since the tailplane Clear ice is dangerous for many reasons.
At the first indication of a reduction provides a balancing nose-down force, It can quickly build up – dramatically
in rpm/manifold pressure/airspeed or when it stalls, the aeroplane will pitch increasing the aircraft weight and stall
height, full carburettor heat should be nose down, sometimes uncontrollably. speed. It can spread back over a large
applied for at least 30 seconds and Application of flaps can initiate or area and can be difficult to detect,
the mixture leaned slightly to correct the aggravate this process. Caution should particularly at night. Initially, it may not
over-rich situation. A gradual return of be used when applying flaps during affect aerodynamic performance, but if
airspeed (and engine rpm with fixed- an approach if there is the possibility allowed to flow back to the hinge line
pitch propellers) will indicate that ice of tailplane icing. More information on of a control surface, it may render the
had been present. the symptoms of this phenomenon is control unusable. When the aircraft
available in the Aircraft Icing Handbook. encounters warmer air, it can break
The application of alternate air may
Loss of thrust or lift due to ice build- off in large chunks, possibly causing
produce similar effects, therefore the
ups on the propellers, rotor blades, or airframe damage.
mixture may need to be leaned to restore
smooth engine operation and to reduce around engine intakes is also a serious
consideration. Not only will ice accretion
Rime Ice
power loss from an over-rich mixture.
significantly reduce the amount of Rime ice is rough and uneven in
Where considerable ice has accum- thrust or lift produced, it is also likely to appearance and fairly brittle in comp-
ulated, be prepared for some engine cause the propeller or rotor to become arison to clear ice. The rapid freezing of
roughness when you apply carburettor unbalanced. small, super-cooled water droplets traps
heat. The mixture changes, caused by pockets of air, giving it a rough and
the heated air and pieces of partly melted The blockage of pitot intakes and static
crystalline look.
ice passing into the engine, cause this vents by ice will produce pressure
roughness. If the use of carburettor heat instrument errors. The best defence Rime ice is usually associated with
is left until engine roughness has already against pitot icing is to ensure that the stratiform cloud, with an outside air
occurred, the resultant rough running heating elements are working during temperature between 0° and –40°C,
can seem quite severe, but wait until the pre-flight, and are switched on well but is most common within the range
the engine returns to smooth running in advance of any anticipated icing –10° to –20°C.
before reselecting COLD. conditions.
Area most likely to encounter rime ice
Airframe Icing
It is now recommended that
Although ice can build up on all aero- temperature
plane surfaces, of significant concern is as soon as you enter icing -20°C
aerofoil icing – on the mainplane and on
the tailplane. Ice destroys the smooth
conditions, turn the boots
flow of air over the aerofoil, diminishing on, and leave them on.
its ability to generate lift. It increases
drag, increases the aircraft weight, and -10°C
degrades the control authority of the Clear Ice
pilot. As power is added to compensate Clear ice occurs when large super-
for the additional drag, and the aircraft cooled water droplets freeze (relatively)
nose is raised to maintain altitude slowly on contact with a cold surface.
It dramatically affects the aerodynamic
(increasing the angle of attack), It normally occurs when the outside air
qualities of leading edges, but unlike
additional ice will accumulate on the temperature is between 0° and –15°C.
clear ice, it does not usually cause a
underside of the aerofoils and fuselage. It is most commonly encountered in
significant increase in aircraft weight.
cumulus cloud within the first 6000
Ice accumulation (on the leading edges It can be easily cleared using de-ice
to 8000 feet above the freezing level,
or upper aerofoil surfaces) no thicker equipment.
but occasionally can be found in
than a piece of coarse sandpaper can
stratiform clouds.
reduce lift by as much as 30 percent Freezing Rain
and increase drag by as much as Freezing rain occurs when rain from a
40 percent. warm layer of cloud falls into an air
Area most likely to encounter clear ice
One particular hazard of severe icing mass that has a temperature below 0°C.
is the tailplane, or empennage, stall. 6000 – 8000 ft Freezing rain is normally associated
Sharp-edged surfaces are more sus- above freezing level with the cold sector directly under the
ceptible to collecting ice than large slope of a warm front, or in the cold
area of
blunt ones. For this reason, the tailplane clear ice sector just behind a cold front. It can
will begin accumulating ice before the cover the entire aircraft with clear ice in
wings, and at a faster rate. Because you freezing level a matter of minutes – to the point where
cannot see the tailplane, you may be de-icing equipment is unable to cope. If
unaware of the situation until a stall these conditions are encountered,
occurs when the critical angle of attack is it is essential to vacate them as soon
ground level
exceeded (this can occur at a relatively as possible.
8 vector May / June 2009
Frost Cures is flawed. This advice was based on the
original pneumatic boots design and
Frost forms on aircraft when the OAT Remove all ice or frost on any lifting
materials, and newer versions have a lot
falls below 0°C and there is visible surface before flight. Your Aircraft Flight
higher pressure and better materials.
moisture in the air – usually while on the Manual or company Standard Operating
ground overnight. Procedures will have guidance on how It is now recommended that as soon
best to achieve this. as you enter icing conditions, turn the
Frost does not have the same weight
boots on, and leave them on.
penalties as other icing, but it does Avoid icing conditions if you can. The
roughen the smooth surface and disrupt freezing level in ARFORs and SIGMET Finally, for those of you flying IFR, we
the airflow over the wing. This can lead warnings will alert you to the areas you would like to draw your attention to
to flow separation and significantly are most likely to find ice, and if you can’t rule 91.421:
reduced takeoff performance. It is avoid them, then limit your exposure
“...a pilot-in-command operating an
essential to ensure that the wings, tail- and don’t rely on the de-icing capability
aircraft under IFR shall not—
plane, and windscreens are cleared of of your aircraft to cover all situations.
No aircraft are certificated for flight into (1) perform a take-off in an aircraft that
ice before flight. Frost can be carefully
severe icing conditions, and if you has—
brushed or washed off the aircraft, but
be careful not to scratch surfaces or encounter them, you must get out as (i) snow, ice, or frost adhering to any
provide more water that can refreeze soon as you can. propeller, windscreen, or powerplant
later! Know how your particular de-icing or installation, or to an airspeed, altimeter,
anti-icing system works. There are a rate of climb, or flight attitude instrument
Frost can also form in flight. It usually
number of different methods used, so system; or
occurs when the aircraft has spent long
enough in temperatures below 0°C to know when and how to use yours. If you (ii) snow, ice, or frost adhering to the
fly a variety of types, make sure you wings, stabilisers, or control surfaces; and
have ‘cold soaked’ to that temperature
know the differences.
and then encounters moist air. This can (2) fly an aircraft into known or forecast
occur after takeoff on a winter’s morning, Recent research has indicated that if you icing conditions unless the aircraft is
or when an aircraft descends into have pneumatic boots, the conventional certificated with ice protection equip-
warm moist air. Remember this can wisdom of waiting until there was a ment for flight in the type of known
also happen to VFR aircraft in clear air. build-up of ice before you cycled them, icing conditions.” ■
Ice accumulation (on the leading edges or upper aerofoil surfaces)
no thicker than a piece of coarse sandpaper can reduce lift by as
much as 30 percent and increase drag by as much as 40 percent.
vector May / June 2009 9
Part 21
Changes
Changes to Civil Aviation Rule, Part 21 Certification of Products and Parts
are expected to come into force later this year.
T What are the Changes?
he new amendments to the rule will affect
320 currently registered aircraft (including
The existing special category will be expanded into six subcategories –
helicopters) with special category airworthi-
Experimental (revised), Exhibition, Amateur-built, Primary, Light Sport
ness certificates and also aircraft (meeting the
Aircraft, and Limited – enabling an aircraft to be placed in the most
criteria outlined below) that will enter the system
suitable subcategory.
after the amendments come into force. These
include aircraft from amateur-built aircraft with 1. A revised Experimental subcategory which limits aircraft to true
two to four seats which will not be eligible for experimental activities such as research and development, showing
hire or reward operations, to those which may compliance with rules, or flight evaluation, will be introduced.
be eligible for hire or reward, such as Light
2. An Exhibition subcategory which will accommodate aircraft that
Sport Aircraft (2 seats), ex-military and vintage
will be primarily operated for exhibition at aviation events,
aircraft with 2 to 10 seats (5-seat maximum for
aerobatic competitions, film industry, or private use.
helicopters).
3. An Amateur-built subcategory which will accommodate aircraft
Since the mid 1990s, the international and built by their owners for sport and recreation purposes. The aircraft
national situation has changed with the growth will migrate to this category once it has completed flight evaluation
in numbers of ex-military and vintage aircraft under the Experimental subcategory.
for private and display use, and increasing
4. A Primary subcategory. This certification standard originates in the
demand for the use of sport and recreational
United States – the category allows for future imports. An aircraft
aircraft for hire or reward adventure aviation.
certificated as Special Category – Primary may be operated for hire
The majority of aircraft involved in these activities
or reward or for flight training.
in New Zealand are currently certificated under
Part 21 Subpart H Special Category – Experimental.
However, only a small number of aircraft certifi- Experimental Exhibition
cated as Experimental are actually involved in
experimental operations.
The current amendments to Part 21 have been
made taking into account industry petitions for
the creation of a new rule providing for the
unique certification and operating requirements
of ex-military and vintage aircraft. It also follows
developments in the United States, where a
Light Sport Aircraft certification category has Under the proposed changes to Part 21, aircraft This rotary engine Sopwith Camel replica could
been created. in the Experimental category will be carrying out be registered under the new Exhibition category.
flight evaluation or being used for research and
development. The Falcomposite Furio is pictured.
10 vector May / June 20095. The Light Sport Aircraft (LSA), when constructed under
factory conditions, may be operated for hire or reward or
for flight training.
6. A Limited subcategory which accommodates ex-military
and vintage aircraft (including helicopters) that have been
constructed in series, under factory conditions, in a controlled
design environment. Aircraft in this subcategory may be
operated for hire or reward.
7. Introduction of a new Subpart I for Flight Permits. All special This rotary engine Nieuport 11 ‘Bebe’ replica
biplane (left), and Fokker Dr1 replica triplane
flight permit rules have been withdrawn from the existing Subpart H could be registered in the Exhibition category.
and consolidated under this new Subpart for ease of reference.
Other than consolidation, there has been no change to rule content. Continued over »
Amateur-built Light Sport Aircraft Limited
The Piel Emeraude could be registered in the The TL-2000 Sting could be registered as an LSA This North American AT-6 Harvard could apply for
Amateur-built category as will many aircraft under the proposed changes to Part 21. the new Limited category.
currently registered as Experimental.
vector May / June 2009 11» Continued from previous page
The amendments to Part 21 also impact on Parts 1, 43, 47, 66 The Exhibition category will suit
and 91. some specialised aerobatic aircraft.
CAA Manager Sport and Recreation, Rex Kenny, says, “The
significant amendments to Part 91 that are consequential to
the Part 21 rule change will allow the commercial operation
of some special category aircraft such as factory-built Light Transitional Arrangements
Sport Aircraft in the flight training sector and, once the Proposed transitional arrangements include a provision giving
proposed Part 115 Adventure Aviation is in place, Limited owners 12 months to transition to the respective subcategories
category aircraft conducting adventure aviation.” developed in this rule amendment.
This will provide a number of opportunities for organisations
in the General Aviation sector.
CAA General Manager General Aviation, John Lanham,
says, “The rewrite of Part 21 goes hand-in-hand with
Advantages the development of Part 115 Adventure Aviation and,
Rex says that there will be many benefits to industry from combined, will move New Zealand sport and recreation
the amendment, such as: aviation a significant step forward. The Part 21 rewrite
gives CAA the ability for the first time to recognise and
»» The ability to use special category aircraft in proposed
classify certain sub-types and technology in sport and
adventure aviation activities under Part 115
recreation aircraft. Part 115 will provide a robust means
»» Availability of LSAs for flight training of Part 61 pilots of regulating the commercial use of those aircraft for
»» Giving pilots an opportunity to maintain some aircraft the carriage of passengers for hire and reward. Much of
to higher standards that comply with the aircraft this work has been ground-breaking and will, I believe,
manufacturers’ requirements in return for flight over come to be seen as world leading.”
congested areas For more information contact Manager Sport and
»» Enabling aero clubs to consider the use of LSAs. Recreation, Rex Kenny, email: kennyr@caa.govt.nz,
Many of these have modern designs, are available at or see the CAA web site, www.caa.govt.nz,
generally reduced cost, provide greater operational “Rules Development – Pending and Draft Rules”. ■
efficiency, and lower maintenance costs.
12 vector May / June 2009Young Eagles News
The Ross Macpherson Memorial Flying Scholarships were presented
to the winners at Flying New Zealand’s (Royal New Zealand Aero Club)
national championships in Taumarunui on 7 March 2009.
awarded a week’s work experience
with a multi-engine air transport opera-
The scholarship winners for 2009 were:
tion in recognition of the high standard
Chris Van Rossum (North Shore) Monique Garrett (New Plymouth) of his application.”
Ryan Daum (Auckland) Kerry Walton (Wellington) The purpose of the Young Eagles
Daniel Firth (Tauranga) Matthew Johnson (Marlborough) programme is to foster and promote
aviation among youth. Many aero clubs
have an active Young Eagles programme
T
hese scholarships are awarded Pickard Memorial Trophy with regular coordinated activities, like
annually to members of Flying This year, the Pickard Memorial Trophy monthly Young Eagles get togethers
New Zealand’s Young Eagles group, went to Wellington’s Kerry Walton. where they study and discuss aviation-
which is made up of youth between the related topics. They also assist at club
“The scholarship winners went through
ages of 15 to 18 from aero clubs around competition days and go away on
a day of learning with me,” says Kevin.
the country. club fly-ins.
“They then answered test questions
In all, 16 applications were received this on aviation and general knowledge This year, six young people were
year for the scholarships. Young Eagles and the winner was based on the test chosen for the scholarship, instead of
National Co-ordinator, Kevin Lloyd, says, results. The high standard of applicants the normal five, thanks to a donation
“I was extremely impressed with the was also evident in the final results from the former Pine Park Flying Club.
high calibre of the applications received for the Pickard Memorial Trophy The CAA is a major sponsor of the
this year.” award, as the placements were very Young Eagles Programme. The other
close indeed.” scholarship sponsors are Aviation
Each scholarship is worth $2000 and is
to be used at the winning Young Eagle’s Kevin also announced a special prize Services Ltd, and Aviation Co-operating
aero club for flight training. this year, “Chris Van Rossum was Underwriters Pacific. ■
From left: Young Eagles National Coordinator, Kevin Lloyd, Monique Garrett, Chris Van Rossum,
Kerry Walton, Ryan Daum, and Daniel Firth. Absent: Matthew Johnson.
vector May / June 2009 13Pilot Maintenance
Changing role equipment, dual controls, and the performance of minor
maintenance on aircraft, plays an important part in many operations. Pilots are able
to remove or fit role equipment, dual controls, and carry out other maintenance
functions on an aircraft within the limitations of Part 43, Appendix A.1 and A.2.
B
ut this privilege is subject to certain preconditions listed For the holder of an air operator certificate who is required
in rule 43.51(c): namely, that the pilot must be trained to have maintenance done by a Part 145 maintenance
by an appropriately rated licensed aircraft maintenance organisation – either because of the size of the aircraft, or
engineer and hold a written record of that training; and the because of the operator’s choice to do maintenance reviews
pilot must have written authorisation from the operator/owner instead of annual reviews of airworthiness – the pilots will
allowing them to perform the maintenance. need to be trained and have authorisations issued by the
Part 145 maintenance organisation.
“Surprisingly, this is not common knowledge in the pilot
community,” says Flight Operations Inspector, Shaun Burton. All of the functions listed in Part 43 Appendix A.1 and A.2 are
“A large percentage of fixed-wing and helicopter pilots are maintenance, and a record of this maintenance must be kept.
not aware of the need to hold operator/owner written On completion of the maintenance, the pilot must certify a
authorisation, and a record of the appropriate training from a Release to Service for the maintenance carried out.
licensed aircraft engineer.”
The CAA has recently produced a user-friendly form – the
CAA400 Maintenance Record Sheet – that is an ideal solution
for the requirement to keep a record of the maintenance
carried out.
14 vector May / June 2009These sheets are used in conjunction with the CA006 »» Role equipment maintenance done by pilots who are
Technical Log, and the tear-off sections become loose leaf not competent can pose a risk to airworthiness and
entries in the aircraft maintenance records. The CAA400 serviceability of the aircraft.
sheets and the associated instructions for use (on the
Separator Card) can be obtained free of charge from your »» Duplicate Safety Inspections might not be carried out
maintenance provider, Aviation Safety Advisers, or email: when required after the removal and fitting of dual
info@caa.govt.nz. controls. The incorrect installation of dual controls can
lead to the pilot not being able to control the aircraft,
Implications and in some FADEC engine systems, an uncontrolled start
cycle could occur and result in serious engine damage.
It is important to be aware of the risks that arise from not
receiving training from an appropriate person, or not releasing »» Owners of the aircraft could face insurance risks.
the aircraft to service. Some of the risks possible in such a
scenario are: »» If damage should occur to an aircraft as a result of pilot
maintenance, a pilot who is not trained or authorised may
»» Incorrect installation or use of wrong hardware to fit heavy
be personally liable for the damage.
role equipment underneath aircraft. This can result in
damage to the aircraft, or danger to persons or property on If you’re unsure of what maintenance you can and cannot be
the ground, and is a big safety issue for obvious reasons. authorised to do as a pilot, here is an easy to read list.
A.1 Aircraft used to perform air operations A.2 Aircraft not used to perform air operations
The following maintenance may be performed by a The following maintenance, in addition to the
person under rule 43.51(b) on an aircraft that is used to maintenance listed in Appendix A.1, may be performed
perform air operations under the authority of an air by a person under rule 43.51(b) on an aircraft that is not
operator certificate issued in accordance with Part 119: used to perform air operations:
1 Greasing, lubrication that does not require 1 Replacement of landing gear tyres or tail
disassembly other than removal of access skid shoes
panels, fairings, or cowls
2 Replacing the aircraft battery 2 Simple or temporary fabric patch repairs
3 Replacing fuses and lights 3 Restoration of damaged or worn decorative
coatings and application of preservative or
4 GPS equipment maintenance including – protective material to components
installation and removal of GPS receivers and
the routine updating of GPS receiver database
4 Simple or temporary repairs to fairings or
information
non-structural cover plates
5 Compressor washing
5 Replenishment of hydraulic fluid in hydraulic
6 Installation and removal of seats, doors, reservoirs
and role equipment
6 Replacement of engine oil
7 The completion of repetitive airworthiness
directive inspections between scheduled
maintenance inspections 7 Replacement of pressure oil filters
8 Replenishment of engine oil 8 Removal and replacement of turbine engine
igniters
9 Deferral of defects relating to inoperative
instruments and equipment if the aircraft can
9 Removal and replacement of piston engine
be operated with inoperative instruments and
spark plugs
equipment in accordance with rule 91.537
10 Performing routine maintenance that is intended 10 Removal and replacement of brake pads
by the aircraft manufacturer to be performed by
a pilot provided no special tooling or equipment
is required
Please note that this is not a complete list and does not include
11 Operating the self-test function on a
all of the limitations – you should become familiar with Part 43,
406 MHz ELT
Appendix A, see the CAA web site, www.caa.govt.nz. ■
vector May / June 2009 15Turn It On 1200
AO78
You like to know where other traffic is. So return the favour by
letting other pilots know where you are. If you have a transponder,
make sure it is switched on.
Traffic display in an ACAS-equipped aircraft.
The traffic labelled +24 with a down arrow is
2400 feet above the ACAS-equipped aircraft
and descending. The traffic labelled -09 with
an up arrow is 900 feet below and climbing.
16 vector May / June 2009T Etiquette Thinking about Buying
ransponders produce a response
when they receive a radio-frequency
interrogation from secondary surv-
Set your transponder to standby while a Transponder?
taxiing, and only turn it to ALT as you The cost of an entry level mode C
eillance radar or ACAS-equipped aircraft.
line up. Remember to switch it off as transponder unit, including the encoder
In Mode A, they transmit the four digit
soon as you exit the runway after landing and antenna, starts at approximately
squawk code, and in Mode C, they
transmit pressure altitude information (except at Auckland, where the signals $3800 plus GST and is subject to
in addition to the squawk code. Mode S are used by a new form of ground exchange rates. Installation costs will
capable transponders also transmit the surveillance called multilateration). This vary depending on the accessibility of
aircraft call sign and a unique ICAO avoids cluttering the controller’s screen the area the unit will be located, and the
24-bit address or ‘hex code’. unnecessarily. To avoid unintentionally work required for installation of the unit,
selecting the unlawful interference, electrical loom, encoder, and antenna.
All controlled airspace in New Zealand communication failure, or emergency This can take anywhere between 8 and
is transponder mandatory (as well as code, switch your transponder to standby 20 hours for a light GA aircraft, at a cost
the upper portion of some Mandatory when changing codes. Do not use the
Broadcast Zones in Class G airspace). of approximately $800 to $1600 plus GST.
ident feature unless instructed to by ATC. Avionic maintenance providers will be
Some pilots, however, are not switching
their transponders on while in Class D able to provide an estimated cost for
airspace. This is extremely important
VFR Codes the unit, installation, and the necessary
because IFR and VFR aircraft are not documentation.
Civil aeroplanes 1200
separated by ATC in Class D airspace While the cost of a transponder may
Gliders and balloons 1300
(only runway and wake turbulence sep- seem prohibitive for recreational aircraft
aration is provided). ATC will give traffic Aircraft in General owners, consider the economic benefits
1400
information, but it is up to individual Aviation Areas of having access to controlled airspace,
pilots to see and avoid other aircraft. Civil helicopters 1500 such as reduced fuel consumption at
In areas with secondary surveillance Operating in controlled higher altitudes, and more direct routing
2200 by not diverting around airspace. These
radar coverage, having your transponder aerodrome circuit
on will allow ATC to see you on their radar are in addition to the clear safety
Defence aeroplanes 6000
screen, and give other aircraft accurate benefits.
traffic information about your position. Defence helicopters 6500
This does not mean that in areas outside
All aircraft on an IFR flight plan will
Testing Transponders
radar coverage it is okay to switch your
receive a specific transponder code for If care is not taken, transponder
transponder off – it is not – keep it on at all
that flight as part of their ATC clearance. testing on the ground can lead to
times, even in uncontrolled airspace.
A limited number of codes, however, controllers receiving false alerts, and
Having your transponder on Mode C will
are available for VFR aircraft on cross- ACAS-equipped aircraft receiving false
give ACAS-equipped aircraft some idea of
country flights. If you file a VFR flight Resolution Advisory (RA) alerts. Testing
where to start looking, in order to find you
plan using IFIS, your assigned code should ideally be carried out in shielded
visually. ACAS is a safety tool to help pilots
will be shown in the message acknow- areas, but if this is not possible, the
out, but there is no substitute for actually
ledging acceptance of your plan. following steps should be taken:
sighting other aircraft, because ACAS
displays can be misinterpreted. They only Some VFR aircraft have a permanently »» Notify the nearest ATC unit of your
provide partial information, have limited assigned code. To apply for a permanent intentions and the time period for
accuracy, and are based on a moving code, contact the National Briefing testing.
reference (unlike a controller’s radar Office. The pilots of other VFR aircraft »» Operate the transponder on codes
display, which has a fixed reference). They should set the code indicated in the 0050-0057 unless a specific code has
cannot be relied on for self-separation or table above. been issued.
sequencing. That said, they do make it
considerably easier to visually identify »» When testing mode C, set to 40,000
other aircraft. So help your fellow pilots out
Emergency Codes feet or above.
by keeping your transponder switched on. Unlawful interference 7500 »» For more information see
Specific approval from ATC is required AIP New Zealand ENR 1.6. ■
Loss of radio communication 7600
if you wish to enter TM airspace without
a transponder. In-flight emergency 7700
Mode A position Mode C position
vector May / June 2009 17Aviation Exams
Going Electronic
Aviation exams for Commercial Pilot Licence (CPL), Air Transport Pilot
Licence (ATPL), Instrument Rating (IR), and Aviation Maintenance
Engineering (AME) subjects will go electronic from 29 June 2009.
A
viation Services Limited (ASL) General Manager, The rest of the country will be covered by mobile centres,
Graham Headey, says that with the electronic delivery, which will be set up at venues hired for the occasion.
candidates can complete their exams and have their There will be mobile centres at Whangarei, North Shore,
results back on the same day, in most cases. Tauranga, Dunedin, Invercargill, Queenstown, Napier/Hastings,
and New Plymouth.
ASL administer the aviation theory exams under delegation
from the Director of Civil Aviation. For further information on Computer Exam Delivery, see
the ASL web site: https://www.asltasman.com/TOL/General/
PPL exam subjects will continue in their paper form and be
Main.aspx?sponsorid=8709
delivered at their current venues, but will have pre-determined
session times until their transition to electronic exam delivery
occurs. This is likely to happen by the end of December 2009. Advantages
By delivering the exams electronically, ASL is meeting a long-
There will be permanent exam centres in Auckland, Hamilton,
felt need of the aviation community. Graham points out that
Palmerston North, Lower Hutt, Motueka, and Christchurch,
trial exam runs have received very positive feedback.
from which these exams will be delivered on ASL computers.
“Getting rid of the paperwork, and human error, are the
The number of sessions available will depend on the demand.
biggest advantages,” says Graham.
For example, it is expected that the Auckland centre will be
open 127 days without PPL sittings, while the Motueka centre Obviously, faster delivery of results for candidates or training
will be open 40 days. This is based on the average of 15,000 organisations is another big advantage. CPL, ATPL, IR, and AME
exams that ASL conducts. All centres will have the ability to candidates won’t have to wait for the time that it takes a result
offer as many sessions as possible in a five-day working week. to reach them by post, as they did with the paper-based system.
18 vector May / June 2009Level Playing Field AC 61-3 (PPL)
The new exam delivery system also has another advantage, Subject 6 Air navigation and flight planning
in that it is expected to reduce exam cheating, thanks to the
following initiatives: AC 61-5 (CPL)
Subject 18 Flight navigation general
»» The layout of the new computer centres will be different.
»» The question papers that each candidate has will be AC 61-7 (ATPL)
different, as they are generated randomly by the computer. Subject 37 Air Law (H)
»» There will be constant candidate surveillance both by the Subject 38 Flight navigation general (A & H)
exam supervisor and video.
Subject 44 Instruments and navigation aids (A)
“All this will ensure a fairer playing field for all candidates,” Subject 48 Advanced aerodynamics, performance,
says Graham. and systems knowledge (A)
Subject 50 Aerodynamics and aircraft systems (H)
Fee Structure Subject 41 Flight planning (H)
ASL hasn’t increased exam fees in four years. With this
Subject 51 Performance and loading (H)
new exam system coming into place, the fee structure will
be revised.
AC 61-17 (IR)
Subject 54 Flight navigation IFR
Revised Syllabuses
Subject 56 Instruments and navigation aids
Meanwhile, the CAA Training Standards Development Officer,
Carlton Campbell, says that the implementation date for Revised syllabuses for PPL Aircraft Technical Knowledge,
some of the revised syllabuses for aviation subjects will be Basic Turbine Knowledge, and CPL General Aircraft Technical
29 June 2009 to accommodate the changes required for Knowledge, were implemented earlier this year.
ASL’s electronic exam delivery. Further information on the new syllabuses is available from
The subjects for which the revised syllabus becomes effective the CAA web site, www.caa.govt.nz, see “Pilots – Licences –
from 29 June 2009 are: Pilot Syllabus Assistance”. ■
Aviation Safety Advisers
Nominations called for Don Waters
Director’s Awards and
North Island, north of a line, and including,
New Plymouth-Taupo-East Cape
Tel: 0–7–376 9342 Fax: 0–7–376 9350
Flight Instructor Award Mobile: 027–485 2096
Email: watersd@caa.govt.nz
Ross St George
Awards are presented each year to The Director’s Awards were first pre- North Island, south of a line
an individual, an aviation organisa- sented in 1995, and they represent a New Plymouth–Taupo–East Cape
tion, and a flight instructor with an record of achievement in New Zealand Tel: 0–6–353 7443 Fax: 0–6–353 3374
overwhelming safety ethos. aviation in recent years. Details of Mobile: 027–485 2097
Email: stgeorger@caa.govt.nz
past award winners are available on
These annual awards acknowledge
the CAA web site, www.caa.govt.nz, Murray Fowler
those in the industry who have made
under “Safety Information”. South Island
outstanding contributions to promo- Tel: 0–3–349 8687 Fax: 0–3–349 5851
ting safety in aviation. Nominees, Nominations close on 22 June 2009 Mobile: 027–485 2098
by their conspicuous actions, will and, should be sent to Manager Email: fowlerm@caa.govt.nz
have demonstrated a positive attitude Communications, Bill Sommer (see
John Keyzer
to safety. below), with a few paragraphs on
Maintenance, North Island
Two Director of Civil Aviation Awards why your nominee(s) should receive Tel: 0–9–267 8063 Fax: 0–9–267 8063
are presented – one for an individual, the Award. Mobile: 027–213 0507
and one for an organisation. A Flight Email: keyzerj@caa.govt.nz
Bill Sommer
Instructor Award is also presented. Email: sommerb@caa.govt.nz Bob Jelley
Fax: 0–4–569 2024 Maintenance, South Island
These awards will be presented at the
Post: P O Box 31–441, Tel: 0–3–322 6388 Fax: 0–3–322 6379
annual Aviation Industry Association
Mobile: 027–285 2022
conference at Blenheim in July. Lower Hutt 5040
Email: jelleyb@caa.govt.nz
vector May / June 2009 19Weather to Fly SAFETY SEMINARS
Attendance at this year’s AvKiwi Safety Seminars has been outstanding. Last year
we saw 1000 pilots – this year we have seen around 2000. A fantastic response.
N
ow that the AvKiwi Safety Seminars are all finished, The flight departed Nelson bound for Aylesbury (North
here is a summary of the seminar, and a look at the new Canterbury) at approximately 13:45 local, this is the weather
products we introduced: they received.
»» A brand new VFR Met GAP booklet
»» A revised Weather Card TAF NZNS 062110Z 062112 VRB02KT 30KM
»» A VFR Met Minima card SCT030 BKN050 2000FT WIND 09010KT =
»» A new Met Info poster TAF NZWB 062110Z 062112 27005KT 30KM
»» A new Met section on the CAA web site. SCT020 BKN040 BECMG 2301 08010KT TEMPO
Jim Rankin, one of this year’s presenters, said, “Overwhelm- 0612 6000 DZ BKN011 2000FT WIND 07015KT =
ingly, the feedback we received was that it is easy enough to TAF AMD NZCH 062228Z 062212 VRB02KT 20KM
decode the weather (with the right tools), but not to interpret it -SHRA SCT015 BKN025 BECMG 2224 06015KT
– and that takes practice.” So help yourself out by brushing up
TEMPO 2208 BKN012 TEMPO 0812 2500 DZ
on your Met knowledge – at minimum you will need it at your
BKN007 2000FT WIND 04020KT =
next BFR, but potentially it could save your life.
SPAR NZCH 062100Z VIS 20KM RED 5000M BR
VFR into IMC is Fatal CLD BKN012=
Research by the Australian Transport Safety Bureau (ATSB)
SPECI NZCH 062200Z 32002KT 5000 PRFG BKN012
studied all weather-related incidents and accidents to identify
trends. They found that 76% of inadvertent VFR into IMC 07/07 Q1014 BECMG 20KM HZ SCT008 BKN018=
accidents ended fatally.
Those flights that did not push on into deteriorating weather – All of the information the pilot obtained was over three
by carrying out a precautionary landing – tended to damage the hours old – the pilot did not get any Area Forecasts (ARFORs),
aircraft, but all the occupants walked away. the updated TAFs, or the current METARs for Christchurch
or Woodbourne.
A Weather-Related Accident From a quick study of the weather information above, it seems
In August 2005, a Cessna 182 crashed into the sea north of that the weather is forecast to deteriorate after dark, and
Christchurch, killing the pilot and his wife, while seemingly trying the cloud base in Christchurch will be low in places – but the
to make a low level turn in bad weather. The aircraft has not been 22:00 (10:00 local) SPECI for Christchurch indicates visibility
found, but the GPS unit washed up shortly after the accident. is improving.
Southerly storm front.
© Peter E Smith, Natural Sciences Image Library.
20 vector May / June 2009These are excerpts from some of the weather the pilot didn’t get. FN Far North
KA ARFOR (in part) FN
The 17 ARFOR Areas
Visibility reducing to 3000 m in rain,
Cloud broken at 1000 ft
ED Edgecumbe
PL ARFOR (in part) TA Tamaki TA
Visibility reducing to 2500 m in rain and
drizzle, visibility reducing to 400 m in
TK Te Kuiti ED
fog, cloud broken stratus 300 ft in rain and TK
drizzle, otherwise BKN CUSC 1200-8000 CP Central Plateau MH
CP MH Mahia
TAF AMD NZCH 070029Z 070012 06012KT 20KM -DZ SA Sanson
SCT012 BKN025 TEMPO 0008 4000 DZ BKN007 TEMPO SA
DV Dannevirke
0812 2500 DZ BKN003 2000FT WIND 04020KT DV
TN Tasman
ST
This weather paints a very different picture of the weather TN ST Straits
en route.
WW Windward WW KA
Planning a flight with only the TAFs for your departure, enroute, KA Kaikouras
and destination aerodromes is not enough – you also need the
ARFORs, charts, and radar and satellite pictures.
PL PL Plains
AL
FD Fjords
AL Alps
CY
FD
CY Clyde
GE
GE Gore
8 km 8 – 16 km
A TAF is only valid for the 8 km area around the aerodrome (16 km when the
term vicinity is used). It cannot be used to infer the conditions between two
distant aerodromes like Woodbourne and Christchurch.
Continued over »
vector May / June 2009 21» Continued from previous page
How to Avoid Becoming a Statistic
So what are you going to do to make sure you don’t get
caught out? You are going to do four things: get as much
up-to-date weather information as you can, keep up to
date with any changes, make early decisions, and use our
seven planning steps.
Get As Much Weather Information As You Can
There is a wealth of weather information available on the
MetFlight GA web site, http://metflight.metra.co.nz. There
are surface charts, satellite pictures, rain radar images,
and all the regular aviation weather products. And the
best thing about MetFlight GA is that the Civil Aviation
Authority pays MetService to provide this site for non-
commercial flights below 10,000 feet – so use it.
Also try www.MetService.com and www.metVUW.com.
Use Our Suggested Planning Steps
1. Check the NOTAMs and AIP Supplement first, to
You can get a good appreciation of the general weather
make sure you are not wasting your time planning
patterns from TV reports and The Weather Channel. If you
to an aerodrome that is closed, or flying through
don’t have access to the internet, aviation specific weather
temporary restricted airspace or an airshow.
is still available via fax-on-demand from Airways, but you
need to register. Contact Airways on 0–3–358 1500 for an 2. Look at the BIG picture. Check the surface charts.
application form. Look at the satellite images (visible and infrared)
and check that the satellite confirms the surface
Keep Up To Date with the Recent Changes charts. Then look at the rain radar – be aware of the
trap we point out below. Next move on to SIGMETs,
There have been changes to TAFs and METARs recently,
and finally don’t forget to look out the window.
as detailed in recent Vector articles. In summary:
3. Check the ARFORs for the route.
»» The date time format in all TAFs has changed.
1921/2012 means from the 19th of the month at 2100 4. Check the TAFs for the route.
UTC until the 20th of the month at 1200 UTC. 5. Check METARs (as well as SPECIs and SPARs) and
»» The terms CAVOK and 9999 have been introduced at compare with the TAFs – look for a confirmation of
international airports and MetService will be carrying what you have seen in the forecasts and any trends.
out consultation on extending these terms to all 6. Build a picture of the weather situation. Take some
New Zealand aerodromes in November. time to understand the weather. Make it real by
processing the information – just reading it probably
Make Timely Decisions won’t be enough. Write down or draw a picture of
The ATSB research also showed that two thirds of the what you expect to see on your flight, or try using
VFR into IMC occurrences happened after the mid-point the blank tables on the back page of the VFR Met
of the flight. In other words, by not making an early GAP booklet. Take a look at the map in conjunction
decision to either turn back or land, you increase your with the weather, so that even if you don’t have local
chance of inadvertently entering IMC. knowledge, you can make an educated guess.
Another presenter, CAA Training Standards Development 7. Make some decisions. Is the flight feasible and/or
Officer, Carlton Campbell, adds, “The most important sensible given the current weather? What is the
lesson from these statistics is to be proactive – make an best route to take today? What is the best time to
early decision. Don’t let a gradual deterioration in the fly – will it be better earlier, or later? Do you have
weather sucker you into continuing, hoping that conditions diversion options or escape routes? How much
will improve. Make sure you keep assessing the weather fuel do you need – including carrying out those di-
conditions to keep within your minimums.” version options?
22 vector May / June 2009You can also read
