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vector Pointing to Safer Aviation
May / June 2012
Swapping
Rotor Blades
Stall – Spin – Crash!
Safety Pilot
Situations Vacant:
Maintenance Controller
In this issue...
Swapping Rotor Blades 3
Swapping Rotor Blades Stall – Spin – Crash! 4
Do you maintain helicopters? Then read
Safety Pilot 6
on to avoid falling into the potential trap Dropping Objects from Helicopters 8
3
of doing an unequal rotor blade swap,
especially among the Eurocopter AS 350 Drugs and Alcohol 9
and 355 helicopter variants.
For the Record… 10
Situations Vacant:
Maintenance Controller 12
New Chief Executive/Director
of Civil Aviation 14
Stall – Spin – Crash!
International Recognition for Former 15
Die. Usually this is how this scenario ends, Director Steve Douglas
but this incredibly lucky pilot lived to tell
FAA/Asia Pacific Bilateral Partners’
4
the tale. This is your opportunity to learn
Meeting 16
from his experiences.
Design Delegation Holders 17
GA Flight Examiner Seminar 18
Feedback on Flight Training
Review Sought 18
Safety Pilot Arrivals Manager for Auckland 19
Participation Levy and Registration Fee 20
The rules require a safety pilot for
simulated instrument flight, and require Medically Speaking 21
6
that pilot to have a current licence. In the
absence of further specific requirements Nominations for 2012 Director’s Awards
or information for the safety pilot, this and Flight Instructor Award 21
article provides some useful guidelines
Circuit Changes 22
for making the safety pilot safer.
National Airspace and
Air Navigation Plan Update 22
New Hamilton CTR Sector 23
Situations Vacant:
Aviation Safety Advisers 23
Maintenance Controller
How to Get Aviation Publications 23
You need a maintenance controller, and it
Planning an Aviation Event? 23
12
looks like you’ve drawn the short straw.
So here’s a job description to help you
understand what you are getting into, plus
Accident Briefs 24
the dates of this year’s courses so you can GA Defects 27
get yourself along and get qualified.
AvKiwi Safety Seminars –
Plane Talking Radio Course 28
Cover photo: Up close and personal with a Eurocopter AS 350 B3 and its main rotor blades.
Image ©istock.com/JetlinerImages. See the article on page 3.
Published by Publication Content Free Distribution Change of Address
Safety Promotion Unit of the Civil Aviation Unless expressly stated as CAA policy, Vector is distributed automatically to all Readers receiving Vector free of charge
Authority of New Zealand, PO Box 3555, the views expressed in Vector do not New Zealand flight crew, air traffic controllers, should notify info@caa.govt.nz of any change
Wellington 6140. necessarily reflect the policy of the Civil Aviation aircraft maintenance engineer licence holders, of address, quoting your CAA Client Number.
Tel: +64 4 560 9400, Authority. Articles are intended to stimulate aircraft owners, most organisations holding Paying subscribers should notify The Colour Guy.
Fax: +64 4 569 2024, discussion, and nothing in Vector is to be taken an aviation document, and to certain other
Email: info@caa.govt.nz. as overriding any New Zealand civil aviation persons and organisations interested in Paid Subscriptions
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, PO Box 30464,
of every odd month. Authority of New Zealand. In the case of flight crew and air traffic
Lower Hutt 5040, Freephone 0800 438 785.
controllers, a current aviation medical
Manager Safety Promotion Bill Sommer. Reader comments and contributions are certificate must be held, and a current Copyright
welcome and may be published, but the Editor
Editor Peter Singleton. New Zealand address given, to ensure Reproduction in whole or in part of any item in
reserves the right to edit or abridge them,
magazine entitlement. Vector, other than material shown to be from
The Vector Team and not to publish those that are judged not to
contribute constructively towards safer aviation. Holders of Pilot Certificates issued by other sources or named authors, is freely
Alister Buckingham, Clare Ferguson,
Reader contributions and correspondence Part 149 certificated organisations can also permitted, providing that it is intended solely
Lakshmi Guda, Ken Mathews, Emma Peel,
regarding the content of Vector should be apply to receive a free Vector (see the CAA for the purpose of promoting safer aviation,
Rose Wood.
addressed to: Vector Editor, PO Box 3555, web site for details). Vector also appears on and providing that acknowledgment is given
Design Gusto. Wellington 6140, or email: info@caa.govt.nz. the CAA’s web site: www.caa.govt.nz. to Vector.
2 vector May / June 2012 ISSN 1173-9614
Photo courtesy of ©Eurocopter/Photo CDPH-1595-179_3
Swapping
Rotor Blades
Take care that a helicopter main or tail rotor blade swap is at least an equal
swap and not an unintended downgrade.
S
wapping of rotor blades among are approved to fly on the respective because of this, engineers may not
the various Eurocopter AS 350 and helicopters. always refer to the various manuals as
AS 355 variants has reportedly they ought to when swapping blades,
The engineer submitted a Defect Report
been a common maintenance practice. as in his example, and misunderstand
to the CAA.
Well, the blades are all interchangeable, what is, and what is not, permissible.
aren’t they? They even appear identical.
Misconceptions For example, the B3 main rotor blades
are strengthened versions of the other
A Recent Case What may be misunderstood among
helicopter variants blades, so that they
engineers is that not all rotor blades are
In a recent example, an experienced can carry the heavier loads of the B3
equal and not all are interchangeable,
helicopter maintenance engineer, un- helicopter. The different part numbered
particularly with respect to the AS 350
aware of any limitations, swapped AS non-strengthened ‘lower model’ blade
B3 helicopter. The B3 main rotor blades
350 B3 main rotor blades for AS 350 B2 is not to be used on the B3 because they
can be swapped down to the other
blades, during maintenance. The result
model AS 350s with no problem, but are not designed to bear the additional
was that the B3 flew for a period of time
only those part numbered blades listed loads carried by that helicopter. There is
with B2 blades fitted.
in the B3 parts catalogue can be flown no problem going the other way though,
When later reviewing the airworthiness on B3 models. Those part numbers do and having the strengthened blades
limitations section for the B3, and not include the other AS 350 or 355 fitted on the lower weight helicopter
cross referencing the parts catalogue, models.
blade part numbers.
the engineer discovered an anomaly
and immediately contacted Eurocopter The engineer advised that part of the
confusion comes from the fact that Help
for clarification. Europcopter confirmed
that the B2 main rotor blades could not the AS 350 BA, B1, B2, B3, and AS 355 The Eurocopter (and other helicopter
be flown on the B3 model, but only F1 and F2 blades are all grey coloured types) service manuals and parts
those approved part numbered blades and appear identical. The difference is catalogues contain all the necessary
(355A11-0030-00, 02 and 04) listed in with the B and D models that are teal information for engineers to ensure
the B3 airworthiness limitations section blue in colour. A number of these blades they fit the correct rotor blades to the
and parts catalogue. are interchangeable, except for the B3. right model. To make sure no mistakes
are made, refer to the manuals every
Eurocopter recommended that the From the engineer’s perspective, and
time blades are fitted.
blades be immediately removed for discussion with other senior engineers
inspection and evaluation, and stated in the industry, blade changing and If there is any doubt or confusion,
that only those blade part numbers swapping has been a common, familiar contact the manufacturer or its agent
listed in each helicopter parts catalogue and straightforward task. Unfortunately for clarification.
vector May / June 2012 3
Stall – Spin – Crash!
This scary accident resulted in a wrecked aeroplane, but almost
unbelievably, no major injuries. There are a number of important lessons
to be taken from this pilot’s experience.
I had taken off from my farm property stalled suddenly, with a wing drop, and I did, however, manage to unwittingly
to fly to nearby Whakatane to refuel. flicked over. manoeuvre the aircraft out of a nose
I reacted instinctively with opposite down spin and into a flat spin.
En route I decided to practise a few
stalls, so I climbed to 4000 feet and aileron, but then quickly realised my Once in a flat spin the engine stopped.
carried out the HASELL checks. I then mistake and tried to apply the correct At this point I realised I could do nothing
closed the throttle and used progres- recovery procedure for a wing drop stall more than wait for the impact.
sive back pressure to maintain height. – centring the aileron and using opposite
Incredibly, I survived with only minor
I have carried out numerous stalls in rudder, however, by now the aircraft
injuries. Mostly because the aircraft
this aircraft before, and found it to be was in a steep nose down spin.
struck the slope of a small rise and
quite docile, however, this time I wanted I have not been trained in spin recovery, then slid down it. In addition, the
it to develop a wing drop stall so I so I attempted a variety of control undercarriage collapsed and splayed
held the joystick back for longer than inputs using stick, rudder and power to outwards, helping to dissipate the
I normally would. The aircraft then regain control, but nothing worked. impact energy.
4 vector May / June 2012
Photo courtesy of Alan Marks, New Zealand Police.
Lessons their ability to deal with the situation if due to the application of power. Here’s
it ever arises. a little more from the Spin Avoidance
Taking the opportunity to practise stalls
This pilot, like many, had never done any GAP booklet:
(and other manoeuvres that require
proficiency) is a good idea, especially if spin training, but now thinks it would Flat spins rotate at a slower rate
your flight would otherwise have been a be a good idea if pilots could gain access than upright spins, but to the pilot
simple A to B flight. to an approved aircraft and appropriately they appear to be rotating much
qualified instructor. faster. That’s because the pilot’s
Practising stalls at a safe height,
line of sight is parallel to the
one where you would usually expect to Here is how the Spin Avoidance GAP
horizon – you see much more
recover by 2500 feet, is clearly sensible. booklet describes an entry into a spin:
going past. Yaw rates in a flat spin
Carrying out the HASELL checks is also If the aircraft is yawed, a roll will are usually very fast, but the rate of
a must. develop in the direction of yaw altitude loss per turn is usually less
It all started to go wrong, though, when because the outer wing has in- than in a steep nose-down spin.
the pilot tried to lift the downgoing wing creased speed, which has increased
its lift. The descending (inner) wing Once in the flat spin the engine stopped
with aileron, causing the aeroplane to
gains an increased angle of attack. due to fuel starvation caused by the low
enter a spin.
If this wing is at or near the stall fuel quantity, and that fuel being flung
But wait, if we step back a little further, out towards the wingtips, away from
angle, its lift reduces. When one
it is clear that this pilot should have the fuel tank outlets.
wing goes down, the other will rise,
briefed himself better on stalls and stall
and exactly the opposite happens This pilot was incredibly fortunate to
recovery before even attempting the
to the rising wing. The relative have survived the accident. Through
first stall. A little time spent refreshing
airflow now produces a reduction a lucky combination of a slower descent
yourself on the actions you will take
in angle of attack on the up-going rate and a sloping hill in just the right spot,
to recover from a stall, and the actions
wing, which may be below the this pilot lived to tell this tale and has
you would take in the event of a wing
stall angle (in effect it has become learnt a valuable lesson we can all learn
drop stall (and even practising them
less stalled). The effect of these too. Let’s leave the last word to him…
while on the ground) is time well spent.
differences in lift will be to produce
It would have been even more prudent
an accelerating roll rate in the Do your homework – it is important to
to explore the flight envelope of this
direction of the initial yaw. understand your aeroplane and its
aeroplane with an instructor before
These changing angles of attack stall characteristics at different weights,
attempting it solo.
also affect drag. The down-going and be familiar with what is in the
There is plenty of debate among pilots flight manual.
wing with an increased angle of
and instructors about the benefits of
attack suffers increasing drag. And if you are trying something new
practising these types of manoeuvres
The up-going wing gets a drag (in order to increase your experience) –
versus learning to identify the symp-
reduction. The difference causes get an instructor involved before you
toms of a stall and recovering before
even more yaw towards the down- get in over your head.
one is entered. The new Flight Instructor
going wing.
Guide recommends instructors expose You can get a free copy of the Spin
students to these types of manoeuvres At some point, the spin in this accident Avoidance GAP booklet by emailing
in order to increase their skill level and sequence turns into a flat spin, probably info@caa.govt.nz.
vector May / June 2012 5
Safety Pilot
Instrument flying practice ‘under the hood’ requires a safety pilot,
in accordance with rule 91.125. Other than stating that the safety pilot
has to have a current pilot licence, and that the aircraft has dual controls,
the rule has no other specific requirements to be met by the safety pilot.
A
‘current’ pilot licence means that following points: »» Actions in the event of emergency, eg,
all recent experience and who does what in the event of an
»» Who is pilot-in-command? In the case
medical requirements must be engine failure. (Someone has to fly the
of dual instruction, this is undoubtedly
satisfied, but as for the licence itself, it the instructor. aeroplane while the hood, ‘foggles’ or
can be anything from a private pilot screens are removed.)
»» The nature of the intended exercise.
licence upwards. On the face of it, this »» How to accurately and succinctly report
For example, basic climbs, descents
means you can take virtually any other traffic that may conflict, and how
and turns on to compass headings,
licensed pilot along as a safety pilot, but to advise avoiding action, eg, “turn left
while keeping within the flight test
would you really want to do that? 30 degrees, helicopter at one o’clock,
limits; or a series of instrument
First, consider whether the intended approaches conducted under IFR. level”. Note that the responsibility for
practice is basic manoeuvres only, or collision avoidance rests with the pilot-
»» A short risk management exercise, in-command at all times while in VMC,
flying IFR procedures for navaid recency,
detailing the likely risks associated even if the aircraft is operating under
then consider the adequacy of the safety
with the flight, and how to manage IFR. See rule 91.229(a)(1).
pilot’s knowledge and experience. You them.
may want to use another instrument- »» Selection of a minimum safe altitude in
»» Agreement on the method of handing the practice area, and monitoring it.
rated pilot as a safety pilot while
over control – usually the “I/you have The briefing could include a
operating under IFR, for instance.
control” in common use. requirement for a warning when that
Secondly, the safety pilot must have a
»» The concept of a ‘sterile cockpit’, minimum is approached, for example,
clear idea of their duties and
meaning any dialogue during critical “500 feet above minimum” with the
responsibilities, and not just be ‘along
stages of flight (eg, takeoff and climb; option of including additional warnings
for the ride’.
approach and landing) is to be at 200 or 100 feet to go. Different
This can be accomplished by a pre-flight confined to the business at hand, organisations may have their own
briefing, which should cover at least the rather than social chit-chat. specific callout requirements.
6 vector May / June 2012
Photo iStock.com/jkullander
»» The altitude monitoring and calling procedure, their primary responsibility simulated instrument conditions will log
could be further developed when is lookout – the eyes should be outside the time ‘under the hood’ as simulated
flying instrument approach procedures the cockpit at all times while in VMC. instrument flight time. Any actual
– the safety pilot could be briefed on This represents a particular challenge instrument meteorological conditions
the minimum safe altitudes for each for examiners, who must not only encountered on an IFR flight will be
stage of the approach, for instance. monitor the candidate’s performance, logged in the ‘actual’ column by the pilot
Having a second copy of the approach but fulfil the safety pilot role while the flying, although in the case of a dual
chart for the safety pilot to refer to candidate is on instruments. flight, the instructor may also log the
would be helpful in this situation. ‘actual’ time. For further clarification,
The pilot flying should keep the safety
»» Keeping the aircraft clear of cloud pilot informed as to their intentions – refer to rule 61.31.
(if VFR) and clear of terrain. “left level 360 in 30 seconds, all clear?” Note that there is no provision for a
»» Keeping clear of, or within, controlled for example, instead of suddenly person carried purely as a safety pilot to
airspace as applicable. snapping into a turn with no prior log the flight time. An exception to this
warning. At least with some advance would be where a co-pilot on a multi-
»» Monitoring the correct radio
notice, the safety pilot can ensure that crew aircraft is also acting as safety pilot
frequency, and ensuring that the pilot
the area of the intended manoeuvre is in addition to normal co-pilot duties – in
flying has received and understood
any relevant calls. actually clear beforehand, instead of which case the time would be logged as
frantically craning the neck once it’s co-pilot regardless.
A good practice for a safety pilot would under way. Mind you, a certain amount
be to take along a copy of the relevant
of that will be required in any case! Summary
VNC, and continually monitor the
aircraft position with regard to controlled Some flying training organisations may As you will have surmised, there is more
airspace, training areas, instrument already have their own minimum licence to being a safety pilot than just the bare
approach routes and areas of high traffic and experience requirements and a rule requirements. The task carries
concentration. standard brief for safety pilots carried significant responsibilities, and a
on simulated instrument flights – if not, thorough preflight briefing by the pilot-
Additionally, where the safety pilot is
now would be a good time to set one up. in-command will enable the safety pilot
not instrument rated, you may wish to
show them what is involved in the to be an effective, professional crew
various types of instrument approach
Who Logs the Time? member rather than just a passenger.
and related radio calls, so that they Clearly, the pilot-in/9command logs the The briefing items in this article are not
know what to expect. While this may be whole flight as command time. On a dual necessarily all that could be covered, but
unfamiliar territory for them, stress that flight, this will be the instructor, of course. certainly would be a useful basis on
while they may be monitoring the The pilot who flies the aircraft under which to build a procedure.
vector May / June 2012 7
Dropping Objects
from Helicopters
Ping-pong balls, fake snow, mini rugby balls, lollies –
you name it, and someone will probably want to
chuck it out of a helicopter.
I
f you are going to drop objects from at an organised event. You will need to
any aircraft then you will need to ensure that there are adequate crowd
comply with all the relevant rules, control measures, so people on the
and have carried out a risk asse- ground are reasonably protected from
ssment on the operation. You do not a stampede.
need CAA approval. at the same time, and in that case you
There are many rules you must comply Clear Flight Path must be licensed to carry passengers.
with, just as you would for any other Importantly, you must plan how you will Your assistant should be well-briefed on
flight. However, the particular rule approach the area and exit the area, the operation, be able to communicate
covering this type of operation is rule making sure that you have a clear run in with you via the intercom, and be
91.235 Dropping of objects “A pilot of and out. It is also important to establish restrained in an approved seat (not
an aircraft shall not allow any object to an emergency landing site, in the unlikely roaming free in the aircraft).
be dropped from that aircraft in flight event that you need it.
unless the pilot has taken reasonable Hazards on the Ground
precautions to ensure the dropping of Not for a Single? You must make an assessment of any
the object does not endanger persons
A proper risk assessment may show that ground-based hazards, for example,
or property”.
a single is unsuitable, especially if you wires, merry-go-rounds, roller coasters,
The CAA considers the following to be have to overfly persons or property. banners, balloons and any other object
some of the ‘reasonable precautions’ Refer to rule 91.127(d)(3). that may interfere with the aircraft or
you should take. flight path.
Assistant With all of that under control, good luck,
Crowd Control You will need an assistant to help you but if you feel you would like some
Usually the desire to drop objects drop the objects, because clearly you advice, you can contact the CAA,
involves crowds of people, and probably won’t be flying and trying to eject objects just email info@caa.govt.nz.
8 vector May / June 2012
Drugs and
Alcohol
Am I a user or an abuser?
A
n interesting question that de-
mands an answer – not necessarily
by ourselves but with the help
of medical professionals, and those we
associate with closely at work and
socially.
Alcohol is a common recreational drug,
and it and other drugs are used by
many people in society, either legally or
illegally. This can spill over to aviation How Much Is Too Much?
and impact on safety, and even affect “Even quite low levels of alcohol and
a person’s ability to obtain or hold an certain drugs (legal and illegal) can act
aviation medical certificate. to impair the human faculties required Assistance
to fly in a safe and effective manner.
A collaboration of aviation industry
The Effects The ingestion of alcohol and certain drugs
groups has done excellent work in
influences virtually every system in the
We mostly think we know about the establishing an alcohol (and drugs)
human body in some way or another.
effects of substance (drugs and alcohol) related support and assistance pro-
The effect of alcohol most pertinent to
use or abuse when flying (or driving), gramme. The safety objectives of the
aviation is its impairment of a variety of
but do we really? Do we fully appreciate Human Intervention and Motivation
central nervous system functions.
the detrimental effects that substance Study (HIMS) programme are supported
use can have on us, especially when it “Research has shown that there is by the CAA, and can be found at
comes to piloting aircraft? no measurable level of blood alcohol www.hims.org.nz.
that is safe for aviation. Any blood
To the uninformed, piloting an aircraft
alcohol level elevation is associated
may appear somewhat glamorous and The Rules
with a reduction in performance and
straightforward. The reality is that air- Rule 19.7 Intoxicating Liquor and
capabilities and thus reduces a person’s
craft piloting, regardless of the aircraft Drugs, requires pilots not be intoxicated
ability to safely pilot an aircraft.
type, is a complex task that involves so as to be impaired. This impairment
the interpretation of a range of sensory “Having a zero alcohol level is essential relates to the use of “any intoxicant,
inputs. The task requires of the pilot for aviation safety, but even with such sedative, narcotic, or stimulant drug
continuous and coordinated sensory, a level, the after-effects of its use, such or preparation”.
cognitive and motor functioning. as a ‘hangover’, could make a pilot
unsafe to fly,” Dr Watson cautions. Part 67 Medical Standards and Certifi-
Dr Dougal Watson, the CAA Principal cation, describes the standards that
Medical Officer, says the demands of relate to alcohol and drug use.
flying an aircraft are much greater than Other Drugs
Illicit drug taking is an offence and has
those for driving a motor vehicle.
Read On
no place in aviation, but what about
“The pilot is exposed to additional “Alcohol Consumption and Medical
‘legal’ drugs?
factors such as the hypoxia of increasing Aviation Safety (MIS 014)”. CAA web
altitude, high noise levels, the require- Legal drug consumption (eg, medicines, site, www.caa.govt.nz, “Medical –
ment for radio communication with or over-the-counter medications), could Medical Information Sheets”.
the outside world, higher accelerations have similar impairing effects to
alcohol, and should always be treated “Alcohol Issues”, September/October
during manoeuvring, and visual-
with caution. Always check with your 2011 Vector. CAA web site,
vestibular (sight and balance) illusions
aviation Medical Examiner, or the CAA www.caa.govt.nz, “Publications”.
with the potential for loss of three
dimensional orientations,” Dr Watson medical unit, before mixing any drugs Alcohol Advisory Council of New Zealand
says. with flying. web site, www.alac.org.nz.
vector May / June 2012 9
For the Record…
Keeping accurate and up-to-date records is not only sound business practice, it is
also a legal requirement for just about every aspect of a commercial enterprise.
In the case of aircraft time-in-service records, the rules requirements apply also to
private (ie, non-commercial) operators; and for flight crew logging of flight times,
the rules apply to all flight crew, commercial and private.
C
AA auditors and investigators in the front pages of your logbook may book that combines the functions of the
are still finding examples of well be out of date by now. daily flight records and technical log, and
poorly-kept or even non-existent Apart from the usual basic details, the these are usually designed around the
records, with the operators concerned logbook must show for every flight, needs of the operator. These combined
seemingly unaware of the requirements. “the purpose of the flight, including the records are provided for in rule 91.619(c).
A common deficiency is in the main- place of departure, any intermediate Note that these are daily flight records
tenance of daily flight records; another landing, and the place of arrival”, although – not a summary of several days’ worth
is the incorrect logging of flight times 61.29(c)(2)(iii) provides for the case of flying, as has been found in some
and aircraft time in service. where a number of similar flights (eg, instances. The details of each flight
agricultural, parachuting, glider towing) must be entered, and the records
What’s the Difference? are performed. Provision is also made retained for 12 months.
There are two particular definitions in in 61.29(c)(2)(ii) for computer-generated The proposed rule 137.503 listed add-
Civil Aviation Rules, Part 1 Definitions records, but note the requirements in itional requirements for agricultural
and Abbreviations. In summary, flight 61.29(d) for a written summary. Note also operators, including the purpose of the
time is ‘chock to chock’ time and is that incorrect entries must be altered agricultural aircraft operation, and for
what goes in your flight crew logbook only by putting a line through them and each applicable location, the name and
and flight and duty records. Time in adding the correct information beside the quantity of the material that is dispensed.
service is what you enter in the air- entry or on a new line. This precludes Most of what 137.503 would have
craft logbooks, and is ‘takeoff to the use of correcting fluid or patches. required has to be recorded anyway, to
touchdown’ time. On completion of each logbook page, comply with rule 19.103 Agricultural
the holder must total all columns and operators – statistical returns.
Some years ago, an operator was
certify that all entries to date are correct.
using a logging system that involved Maintenance Records
At this point too, don’t forget to carry
subtracting 10 minutes from each
the totals over to the next page. These must be kept (rule 91.617) for each
end of the flight time, resulting in
airframe except Class 1 (ie, single-seat)
‘four-minute’ flights (for time-in-service
Daily Flight Records (DFRs) microlights, and for each component
purposes) across Cook Strait. Point-
This is a separate requirement from having a finite life or recommended TBO
to-point Woodbourne to Wellington
pilot logbooks, technical logs and aircraft (time between overhaul). Time in service
flights would have to operate at Mach 1
logbooks. Depending on the type of and cycles if applicable, as well as the
to achieve this – and they weren’t
operation, these are required by one maintenance records required by rule
operating jets at the time. (Nor did the 43.69, are recorded in the appropriate
CAA receive any complaints of sonic of rules 91.112, 115.455, or 135.857.
(The current 91.112 reference to 137.503 maintenance logbooks.
booms in the area!)
is not valid at this time, the amended Despite there being no requirement
rule not having come into force.) for maintenance records for a Class 1
What’s Required? microlight, it can only be beneficial to
An ‘operator of an aircraft’ is required
Pilot Logbooks to maintain daily flight records. As for keep records – for instance, how would
These are required by rule 61.29, and pilot logbooks, the rules requirements you prove the time in service to a
the main point here is that a pilot log- are quite specific – and they apply as prospective buyer? The claim that it was
book is a legal document, and must be much to private owners as to comm- owned by a little old lady who used it
retained permanently unless the holder’s ercial operators. There is no standard only to fly to church on Sundays would
licence is revoked. The rule requirements form for DFRs – a computer spreadsheet sound a little hollow.
are quite prescriptive, and it would be would suffice, as long as all the rules Aircraft logbooks (Form CAA2101) have
worthwhile to familiarise yourself with requirements are complied with. Some detailed completion instructions on
these from time to time – the guidelines commercial operators use a ‘duplicate’ pages 2 and 3.
Aircraft, engine, and propeller logbooks are available from The Colour Guy, on 0800 GET RULES (438 785).
10 vector May / June 2012Technical Log a ‘snapshot’ of the aircraft’s current The Paper War
Rule 91.619 requires an operator to hours and maintenance status. Additional
It seems like a paper war – but who’s
provide a technical log for the aircraft, maintenance, such as agricultural role
winning? You are, when you think
and the most common type of technical equipment changes in the field, can be
about it. Keeping accurate and up-to-
log is the Form CA006. The rule specifies recorded on Form CAA400 Maintenance
date records makes life easier for
the details to be entered on the log, but Record Sheets, the duplicate being kept
everybody: maintenance intervals aren’t
the CA006 is laid out so that it is pretty with the relevant technical log, and the
exceeded, you can justify needing the
much self-explanatory. There is some original with the primary maintenance next two days off duty, you can prove
further detail in AC91-6 if required. records. Instructions for completing the you weren’t where someone claimed
Note that there is no provision in the rule CAA400 are listed on the separator you were at the time, and there are any
that exempts Class 1 microlights, so you cards supplied with the forms. number of other good reasons. One last
must maintain a technical log and it Technical logs, maintenance record request – write legibly, please!
could be a de facto maintenance record. sheets and separator cards are available
The CA006 Technical Log has space for free from the CAA – just email your
68 entries, and when up to date, gives request to info@caa.govt.nz.
Photo by Gusto, using
Logbook Pro® as an example.
vector May / June 2012 11Photo courtesy of Civil Aviation Safety Authority, Australia
Situations Vacant:
Maintenance
Controller
Some do it just for love, others need a little more remuneration
than that, but having a maintenance controller for your organisation
(or aircraft) is a critical part of your organisation’s structure.
T
here seems to be some confusion about what a ensure the aircraft is maintained in an airworthy
maintenance controller does and does not do. condition, and that any maintenance required by its
The organisation that provides the mainten- maintenance programme is satisfactorily accomplished.
ance for an aircraft may not necessarily have a good This can be achieved by completing an approved course.
enough understanding of a company’s exposition to
enable them to be the maintenance controller and Part 135 Organisations
the maintenance provider.
You must have a clear knowledge and understanding
We hear so often from maintenance providers that of the maintenance sections of the organisation’s
“we already maintain the aircraft so we are already exposition, as well as the applicable maintenance
doing the job of the maintenance controller” which provisions of Part 135 Air Operations – Helicopters and
tends to indicate they have no understanding of Small Aeroplanes.
the differences between the role of a maintenance
You must have sufficient knowledge of maintenance
planner for a maintenance provider and a mainten-
to be able to ensure the aircraft is maintained in
ance controller for an operator.
an airworthy condition, and that any maintenance
So here is a clear position description of what a required by its maintenance programme is satis-
maintenance controller is. factorily accomplished. This can be achieved by
completing an approved course.
Position Description You must undertake any examination or test that
The Maintenance Controller is an organisation’s the Director may require in order to determine your
senior person responsible for the control and direction competency to perform the maintenance planning
of maintenance. and control functions.
Experience Required Part 125 Organisations
A pilot or maintenance engineer licence is preferable, You must have a clear knowledge and understanding
and in some circumstances is a requirement. of the maintenance sections of the organisation’s
exposition, as well as the applicable maintenance
Operators of Three or Less Aircraft provisions of Part 125 Air Operations – Medium
Aeroplanes.
For an organisation operating three or less aircraft, and
operating from a total of two or less bases, you must You must have the experience and qualifications
have sufficient knowledge of maintenance to be able to necessary for a Part 125 Air Operations – Medium
12 vector May / June 2012Aeroplanes organisation, as found in Part 119 Air To track all maintenance requirements on all aircraft
Operator – Certification, Appendix A. and engines including:
Generally that means: »» scheduled maintenance – hourly and calendar,
»» hold, or have held, an aircraft maintenance engineer »» out of phase maintenance – as required by the
licence, and manufacturer, operator or CAA,
»» have at least three years’ experience performing »» repetitive airworthiness directives and service
maintenance on aircraft of a similar size and type as bulletins,
that to be operated by the organisation, or have »» each finite-lifed component, and
completed an approved course, and
»» each overhaul-lifed component.
»» have at least one year's experience certifying aircraft
for release-to-service, Prepare technical logs, including any maintenance
required before the next inspection.
or
Transfer the information provided by the maintenance
»» experience acceptable to the Director including at
provider after the completion of maintenance to the
least five years’ experience responsible for the
aircraft log book, including;
control and direction of maintenance and the
continuing airworthiness of aircraft of a similar size »» updating component list,
and type as that to be operated by the organisation. »» out of phase maintenance,
»» repetitive airworthiness directives,
Responsibilities »» new airworthiness directives,
To ensure the maintenance is controlled and directed
»» service bulletins,
on behalf of the Operator.
»» weight and balance changes,
To ensure the maintenance for each aircraft is carried
out in accordance with the maintenance programme. »» log cards, and
To ensure all life-limited parts and components do not »» completed inspections.
exceed their allocated time in service.
Update aircraft daily flying records and transfer to
To ensure replacement parts are ordered in a manner log books.
which prevents unscheduled down-time. Maintain airworthiness directives file.
To amend the relevant minimum equipment list.
To liaise with the CAA regarding the maintenance Preferred Qualifications
programme and the reporting of defects. Attendance at a CAA Maintenance Controller’s Course
– a shameless plug for our course, see below.
To ensure the operator meets the requirements of rule
91.603 General maintenance requirements.
Our Approved Course
To provide clear direction to the maintenance provider
The CAA runs regular Maintenance Controller Courses
as to what maintenance is required before each
throughout the country. If you are a maintenance
scheduled maintenance visit.
controller who hasn’t been to this course, or want to
Once maintenance has been completed, ensure: become one, then you should attend our course.
»» all required maintenance has been completed, The cost is minimal, but the benefits are enormous.
»» maintenance records are completed and the return You will learn what it means to be a maintenance
to service paperwork issued, controller, and how to carry out your function correctly.
Our instructors are experienced LAMEs, and have a
»» ground runs completed – and recorded if required, wealth of experience in the aviation industry, both
»» operational flight checks completed – and recorded having previously been chief engineers.
if required, and
Details are on the CAA web site, under “Seminars
»» a new technical log is issued. and Courses”.
vector May / June 2012 13New Chief Executive/
Director of Civil Aviation
Meet Graeme Harris
While improving the safety
performance of the aviation
sector has long been the
goal of the CAA, new Chief
Executive and Director of
Civil Aviation, Graeme Harris,
says he wants that done
in a way that maximises
aviation’s economic
contribution to the country.
14 vector May / June 2012“The CAA and the aviation industry will increasingly be working “I felt the CAA at that time was doing a lot, but was more
together to achieve that objective.” focused on activity, rather than effectiveness.”
Graeme began his aviation career as a radar mechanic in the Graeme moved to industry as Quality Assurance and Risk
Air Force, after briefly dallying with the idea of becoming a Manager within the Mount Cook Airline's Executive Team.
teacher. He soon became an engineering officer, studying at Four years later, he returned to the CAA as General Manager
RAF College Cranwell, and serving in the United Kingdom, Personnel Licensing and Aviation Services, with a secondment
Singapore, New Zealand, and Australia. He became Main- as Chief Operating Officer, and has in recent months driven
tenance Flight Commander of No. 2 (Skyhawk) Squadron in the change programme, restructuring and refocusing the CAA.
Nowra under an agreement with the Australian Government, Authority Chairman, Nigel Gould, says Graeme’s appointment
before returning to New Zealand as Squadron Leader of was made after an open search that attracted strong applicants
Ohakea’s Avionics Maintenance Squadron. both nationally and internationally.
He retired from the Air Force after 23 years, and moved into “I am very pleased that an internal candidate came through
the power industry, working for Powermark, and latterly after an extensive, independent evaluation process.
Transpower, variously controlling power to the lower central
North Island, and the whole of the South Island. “Graeme has been leading the changes being implemented at
the CAA, and his work is already evident in the newly focused
In 1998, Graeme returned to aviation, taking a role as a CAA organisation. He has the widespread endorsement of both
Safety Auditor. He resigned in 2000 due to a combination of the industry and the Authority.”
frustration with the organisation, and a better job offer.
International Recognition for
Former Director, Steve Douglas
Former Director of Civil Aviation, Steve Douglas, has been At his farewell, Steve spoke about the privilege he felt working
personally thanked for improving the safety of the global air for an organisation charged with the important function of
transportation system, and for strengthening the partnership serving the public interest in aviation safety.
between the FAA and the CAA. “I am proud to have led the CAA and to have played a part in
The tribute from Acting FAA Administrator Michael P Huerta, the development and success of the New Zealand civil aviation
was presented to Steve in Wellington at the FAA/Asia Pacific system”, he said.
Bilateral Partners’ meeting hosted by the CAA in March – one Steve Douglas (left) accepts a plaque in recognition of his
contribution to aviation safety from the FAA's Deputy Assistant
of Steve’s last formal engagements as Director of Civil Aviation. Administrator for Flight Safety, John Hickey.
Steve became Director of Civil Aviation in June 2007, after 12
years in senior management roles at the CAA. He resigned
from the CAA in September last year, agreeing to continue to
head the organisation until April, while a successor was sought.
Authority Chairman, Nigel Gould, says in five years as Director,
Steve made a considerable contribution during what has been
a time of substantial change and review.
“I have had the opportunity to work closely with him on
significant issues such as the internal restructuring of the CAA,
the development of its Strategic Direction Document, and the
Funding Review.
“I would also like to personally acknowledge Steve’s consid-
erable patience in working with someone who was on a rapid
learning curve about the aviation system during our time
working together.”
vector May / June 2012 15FAA/Asia Pacific
Bilateral Partners’ Meeting
H
eld in Wellington from 27 to 29 Meeting will be held in Bengaluru Interiors, a specialist aircraft finishing
March 2012, the 14th annual (Bangalore), India, in April 2013. company. The company holds a CAR
FAA/Asia Pacific Bilateral Part 146 Design Organisation Certificate,
A common thread running through the
Partners’ Dialogue Meeting was attended is an EASA-approved design organisa-
industry day presentations was the need
by representatives from the FAA and 10 tion, and through a network of other
for greater rules harmonisation between
other Asia Pacific civil aviation authorities. design and manufacturing organisations,
civil aviation authorities. While ICAO
The meeting followed its traditional is among other things, an authorised
sets out Standards and Recommended
format of two ‘authority’ days and one supplier to Boeing. During the four years
Practices in the form of Annexes to the
of its existence, the company has
‘industry’ day, with an additional 54 Convention on Civil Aviation, the global
developed a single set of procedures
attendees at the industry day session. level of compliance is currently only
acceptable to all authorities it deals
In opening the industry day, John Hickey, about 60 per cent, with some States
with. Richard stressed that the key to
FAA’s Deputy Assistant Administrator for as low as 20 per cent.
global harmonisation was bilateral agree-
Flight Safety, announced that from next The difficulty in obtaining type certifi- ments between civil aviation authorities.
year, the meeting will revert to its original cation for aircraft or other aeronautical A typical task such as the fit-out of a
focus of aircraft certification, separating products in other countries, even when Boeing Business Jet, can typically
out flight standards issues, which had the item has been certified in its home involve three separate authorities, with
become a significant proportion of the country, highlighted the need for bilateral one extreme case involving seven.
meetings in recent years. Accordingly, the agreements.
While global airworthiness standards
first Annual Flight Standards Asia Pacific An insight into the sometimes con- are now very similar, more harmonisation
Meeting (AFSAM) has been scheduled for voluted dealings with multiple authorities is still required, even within regulatory
14–15 August 2012, in the greater Los was provided by Mike Pervan and authorities (where differing interpret-
Angeles area. The next Bilateral Partners’ Richard Leaper of Altitude Aerospace ations are sometimes encountered),
16 vector May / June 2012A stunning example of a Boeing
Design
Business Jet completion by Altitude
Aerospace Interiors Ltd, a Part 146
Aircraft Design Organisation.
Delegation Holders
E
very other year the CAA holds a the importance of the delegation powers
seminar for its design delegation the CAA entrusts to design delegation
holders. They are specific people holders, and what that delegation
within a Part 146 Aircraft Design means in legal terms.
Organisation who can approve design
There was also a chance for design
changes to an aircraft on the CAA’s
delegation holders to give the CAA
behalf – in fact, they are in effect acting
some feedback on recent changes.
as the Director of Civil Aviation when
Since 2010, major design changes must
they do this.
be carried out under an STC (supple-
So every other year we gather them mentary type certificate) unless specific
together to keep them up-to-date on any authority is given by the CAA to approve
recent and proposed changes, and to work as a major design change.
hear from us and other interesting
One recent example of a design change
people. This year they had the oppor-
is the outfit of a Jetstream 31 for
tunity to have a discussion with a panel
aeromedical use. This was undertaken
including Steve Douglas, the outgoing
by Flight Structures Ltd of Hamilton,
Director of Civil Aviation and Graeme
and carried out under a pre-authorised
Harris, the incoming Director of Civil
major design change. Flight Structures
Aviation, as well as Mark Hughes, CAA
carry out approximately 20 major design
General Manager Airlines.
changes a year, work ranging from
This year’s speakers included the FAA external storage for helicopters to cabin
Richard noted. In his earlier remarks,
talking about the recent changes to reconfigurations for aeromedical use.
John Hickey mentioned that signifi-
Federal Aviation Regulations Part 23 – This two-month long project included
cant progress had been made in
Airworthiness Standards: Normal, Utility, approving and installing stretcher
this regard in the past 10 years, and
Acrobatic and Commuter Category bases, designing and manufacturing
the same degree of improvement
Airplanes, CASA talking about their crew seats for medical staff, which
over the next 10 years would be an recent rule changes, and Graham
achievement to look forward to. could be installed both rearward and
Murphy, a long standing design dele- forward facing, and certificating a
The importance of aviation to the Asia gation holder, sharing some of his backup battery supply system to run
Pacific region was highlighted in a accumulated wisdom. the medical equipment and associated
presentation by Andrew Herdman, Leslie MacIntosh, CAA’s Chief Legal communication system separately from
Director-General of the Association Counsel, took some time to emphasise the aircraft.
of Asia Pacific Airlines, with regional
growth between now and 2030
projected to be 250 per cent, with
Asia Pacific’s share of the global
market up to one-third at that
point. This estimate, however, is
reliant on recruitment and training
of a skilled workforce to keep pace
with development, and Andrew
remarked that this is even now at a
critical stage.
At the close of the industry day,
John Hickey made special mention
of retiring Director of Civil Aviation
Steve Douglas, noting that Steve,
with his sharing of wisdom and his
calm demeanour, had been involved
in the Bilateral Partners’ meetings
from the outset, and had represented
New Zealand at most of them.
A completed J31 air ambulance interior by Flight Structures.
Photo by Mark Tantrum, courtesy of Life Flight Trust.
vector May / June 2012 17GA Flight Examiner Feedback on
Seminar Flight Training
T he next General Aviation Flight Examiner Seminar will be
held in Wellington on 16 and 17 August 2012, at the CAA,
Review Sought
Level 15 Asteron Centre, 55 Featherston St.
These biennial seminars, which were started in 2005, are an
opportunity for GA Flight Examiners to keep up to date with
H ere is a chance to have a hand in shaping the future of
flight training in New Zealand.
the latest developments in the field, and to meet and network The CAA is seeking feedback from the aviation industry
with other GA examiners from around the country. on Aerosafe Risk Management’s independent review of
the New Zealand flight training industry. The review, which the
Seminar organiser, Flight Testing Officer John Parker, says, CAA commissioned in 2011, is part of a dedicated effort to
“General Aviation Flight Examiners are the gatekeepers of understand and resolve concerns about safety performance
flight training standards, and ultimately influence the standing in the flight training sector.
of the New Zealand licence internationally. The CAA recog-
nises that it is vital to provide the opportunity for these The CAA’s Personnel and Flight Training Manager, John
examiners to come together to discuss training issues.” McKinlay, says, “Commissioning of the Aerosafe review was
only the first step – it identified issues from CAA’s database.
The 2012 seminar will include extensive discussion on: The next step is to seek the view of all stakeholders on how
»» CPL flight test we can collectively improve safety performance. The
»» ATPL (H) flight test feedback received will be considered in light of the
information reported in the Aerosafe review, and will also be
»» B-Cat Issue useful during the next stage which is to develop a risk profile
»» Improving candidate performance, and for the flight training sector. This stage will involve working
more closely with the flight training sector”.
»» Common frequency zones.
The Aerosafe report includes a detailed description of the
The seminar will also include presentations on: changes in New Zealand’s flight training sector since 2000,
»» Safety Management Systems (SMS) its dramatic growth, and the work done by the CAA and the
aviation industry in response. The Aerosafe report also
»» Part 115 examiner privileges
confirms issues identified by the CAA in its Statement of
»» Medical flight tests. Intent 2011–2014. All this information is available on the CAA
web site, www.caa.govt.nz, “Pilots – Flight Training Review”.
This seminar is partly sponsored by the aviation industry.
Some of the Aerosafe report recommendations to the CAA
Register early, as places are limited. The cost per participant
are that the CAA consider further strengthening rule and
is $200.
examination requirements, bolster its analysis of flight training
For more information and updates, see the CAA web site, safety data, and decrease the complexity of some airspace.
www.caa.govt.nz, “Seminars and Courses”.
Submissions should be made to John McKinlay before
the closing date of 29 June 2012.
Email: John.McKinlay@caa.govt.nz, Tel: 04 560 9627.
18 vector May / June 2012Arrivals Manager
for Auckland
M
eet Airways’ new product, the Arrivals Manager AMAN determines the sequence and spacing between flights
(AMAN), that is scheduled to make an entry into after allowing for variable factors, such as weather and arrival
Auckland airport later this year. It’s a world-first in procedure to be flown.
New Zealand, and will make air traffic flows more efficient and
“From an air traffic controller perspective, this means that
reduce fuel usage.
instead of having clumps of traffic to manage, the job will
AMAN is an arrivals management system that manages traffic become more of managing the predetermined sequence.
scheduling and sequencing, and is an extension of Airways’ This arrival flow management will reduce congestion and fuel
current CAM (Collaborative Arrivals Manager) system. burn in the descent and approach phases,” says Russell.
Russell Akehurst, Airways’ Enroute Services Manager – AMAN information will appear as an add-on in a timeline on
Main Trunk, says AMAN has been in the works from 2008. the controllers’ ATM screens.
“Now, we’re the first to have a CAM-type system fully inte- So what does this mean for air crew? Russell says, “AMAN
grated with an AMAN product to such a degree,” Russell says. provides the arrival sequence information to crews
approximately 40 minutes before arrival. It reduces arrival
How it Works holding, and helps avoid excessive speed changes in the
terminal airspace. An individual pilot normally will not be
AMAN is a software package that has been adapted specifically
as aware of their position in the sequence relative to other
for New Zealand conditions and integrated with the existing
arrivals on the same track, only because the whole bunch is
CAM and air traffic management (ATM) systems.
being sequenced globally by AMAN. This more global
Currently, CAM is available at Auckland, Christchurch, approach to traffic sequencing is the key advantage that
Wellington, and Queenstown airports, and provides calculated AMAN will provide.”
departure time to crews to regulate traffic into manageable
AMAN may be introduced to other airports around New
‘bunches’. Up until now, these bunches have been manually
Zealand at a later stage in response to customer needs.
sequenced by air traffic control in the terminal airspace,
generally at relatively low level (high fuel burn phase of flight)
and close to destination. Training
Airways has put a generic computer-based training package
Once operational, AMAN will automatically determine the
together. This package can be used by controllers and air
arrival sequence prior to the flights’ top of descent, and then
crews and gives an overview of how the whole system works
regulate the flight sequence by allocating a specific time at an
from both perspectives.
enroute location that each aircraft much reach. Put simply,
AMAN will start to stream each bunch of flights into a For more information, contact Airways’ Main Trunk Services
smooth traffic flow before the flights enter terminal airspace. Manager, Paul Fallow, email: paul.fallow@airways.co.nz.
vector May / June 2012 19You can also read
