VectorPOINTING TO SAFER AVIATION - Agricultural Aviation Safety Flight Helmets are Good Insurance Wellington Airspace Changes Planning an Aviation ...
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
vector POINTING TO SAFER AVIATION
September/October 2013
Agricultural Aviation Safety
Flight Helmets are Good Insurance
Wellington Airspace Changes
Planning an Aviation Event
In this issue...
Post-incident Drug and Alcohol Testing 3
New Approach for New Approach for Agricultural
Agricultural Aviation Safety Aviation Safety 4
A Sector Risk Profile on agricultural Runaway Aircraft 8
4
aviation has been developed and
Flight Helmets are Good Insurance 9
published in partnership with the
Agricultural Aviation Association. New Aeronautical Charts 10
We look at the profile and the 16
areas identified for action. It's More than Vector 10
Changes for Wellington
Controlled Airspace 11
Flight Helmets are Planning an Aviation Event 12
Good Insurance Model Aircraft 14
A pilot’s recent encounter with a Remotely Piloted Aircraft 15
9
helicopter tail rotor has emphasised the
value of a good flight helmet. We give Model Aircraft and Privacy 15
some guidelines about care and
maintenance. Pilot Training for the Future 16
Obstructive Sleep Apnoea 17
Military Exercise 19
Changes for Wellington Backup Logbook Information 19
Controlled Airspace
Night Flight Operations 20
Major changes to Wellington controlled
11
airspace are coming soon. We highlight New Avsec General Manager 22
where the affected areas are and how
this might affect your operation. Recreational Pilot Licence Changes 22
Guidelines for Small
Aviation Organisations 23
National Airspace and
Air Navigation Plan 23
Planning an Aviation Event
How to Get Aviation Publications 23
Start your planning early if you are
planning an aviation event. It’s important Planning an Aviation Event? 23
12
to allow time because of the various
requirements that may include approval Accident Briefs 24
from the Director, special airspace, and
notification by AIP Supplement. GA Defects 26
Try our new search engine 28
Cover: A Grumman Ag Cat agricultural aircraft at work. See New Approach for Agricultural Aviation Safety on page 4.
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 Vertia.
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 Vertia, www.vertia.co.nz, email: info@vertia.co.nz,
of every odd month. Authority of New Zealand. In the case of flight crew and air traffic
or freephone 0800 GET RULES (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
Charlie Brimmicombe, Alister Buckingham,
Reader contributions and correspondence Part 149 certificated organisations can also permitted, providing that it is intended solely
Lakshmi Guda, Mark Houston, Rose Wood.
regarding the content of Vector should be apply to receive a free Vector (see the CAA for the purpose of promoting safer aviation,
Design Gusto. addressed to: Vector Editor, PO Box 3555, web site for details). Vector also appears on and providing that acknowledgment is given
Wellington 6140, or email: info@caa.govt.nz. the CAA’s web site: www.caa.govt.nz. to Vector.
2 vector September/October 2013 ISSN 1173-9614
Post-incident Drug
and Alcohol Testing
To aid the CAA's investigative processes, we need adventure
aviation operators to submit post-incident drug and alcohol tests as
soon as practicable.
E
very aviation occurrence gives exposition. It’s your responsibility to Operators must follow the drug and
the CAA valuable information that make sure that any employees working alcohol testing procedures that have
we can learn from, and in safety critical roles are not impaired been outlined in their expositions.
subsequently, disseminate. by drugs and alcohol,” says Rex. “Ultimately, we want to make sure
During this post-incident investigative Conducting post-incident testing will that anyone who gives adventure
process, we need to eliminate drugs and also allow you to identify employees aviation activities a try, goes home
alcohol as a potential causal factor. who are in need of an employee safely,” says Ed.
assistance programme.
Managing Risk In addition to post-incident testing, Third Party Testing
Chris Hilson, New Zealand Drug Part 115 operators must test for drugs The CAA recommends that operators
Detection Agency (NZDDA) Chief and alcohol: enlist an independent accredited tester
Executive, highlights the importance of »» before employment commences to conduct drug and alcohol testing.
managing the risk associated with drug (when an individual is first employed Although employers can perform the
and alcohol consumption.
or contracted) tests themselves to reduce costs, the
“If you look at the NZDDA’s 2012 results may be challenged if the tests
»» with reasonable cause during
statistics, five per cent of the workplace are not performed accurately.
working hours if it is believed an
post-incident tests we conducted in the
individual may be affected by drugs If you need advice relating to drug and
transportation sector returned a positive
or alcohol, and alcohol testing, contact the CAA Health
result. Operators must have post-
»» on a random basis. and Safety in Employment Unit,
incident testing procedures in place to
email: hsu@caa.govt.nz.
isolate and mitigate the risks associated Ed Randell, CAA Manager Health and
with drug and alcohol consumption in Safety, explains that post-incident
the workplace,” says Chris. testing isn’t just crucial for your
business; it’s important for the sport and
Operator Responsibilities recreation industry as a whole.
Rex Kenny, Manager Special Flight “Fatal accidents have occurred in
Operations and Recreational Aviation, recreational aviation where drug usage
comments that it’s widely recognised has been detected. We now need to
by those in the adventure aviation build confidence in the sector by
sector that there’s no place for drugs showing that all operators are acting
and alcohol. professionally.
“As an adventure aviation operator, you “We’re not trying to catch people out –
must follow the post-incident testing it’s about trying to make sure the Part
procedures outlined in your company’s 115 system is seen to be credible.
©istockphoto.com/ DNY59
vector September/October 2013 3
New Approach
for Agricultural
Aviation Safety
A Sector Risk Profile has been developed in a partnership between the CAA and
the Agricultural Aviation Association. The new approach to Safety Management
Systems focuses on risk, and agricultural aviation is a high risk business.
M
ost aerial agricultural risk-based regulatory oversight. have a structured means to effectively
operations are flown in heavily use resources. This ensures that the
laden aircraft, at low level in
Risk-based Regulation highest risk sectors of industry will be
challenging terrain. Specialised managed first.
The CAA is committed to the concept of
equipment and highly skilled people are
adopting a risk-based approach to “This is one of the main reasons why
needed to operate this sector.
regulatory oversight. This is in line with the agricultural aviation sector was
Apart from the obvious operational International Civil Aviation Organisation selected to undergo a Sector Risk
concerns, participants are also subject (ICAO) requirements for regulatory Profile,” said John.
to many other factors affecting safety. bodies to develop a State Safety
These include business performance,
local weather conditions, and
Programme (SSP). About the Sector Risk
personal issues. The development of the SSP will be in Profile
accordance with ICAO Annex 19 A Sector Risk Profile (SRP) is an
Despite significant effort from the CAA
Standards and Recommended Practices. effective tool that CAA and industry can
and the aviation industry, the safety
This includes the implementation of a use. It is designed to focus resource
performance in this sector remains poor.
formal SMS by aviation organisations. and effort towards areas of the industry
The CAA and industry have agreed that of greatest risk.
John Kay, CAA General Manager Policy
a new approach to managing risk is
and Systems Interventions explains For the agricultural aviation SRP, an
needed.
what this means for the agricultural independent company was
We have seen the development of aviation sector, and the CAA. commissioned to develop the profile.
Safety Management Systems, known as They conducted extensive research, and
“The aviation industry is dynamic and
SMS, as a positive approach to safety-
safety-risk factors also change. Without a review of historical documents and
related risk. When in place, SMS
ongoing effort, there is a potential for data. They also conducted personal
structure ensures a proactive approach
risks to increase due to factors such as interviews with CAA staff, industry
to risk identification and risk
introducing new technology, and representatives, industries that support
management. Risks can then be
commercial pressures. agricultural aviation, and farmer clients.
identified and treated before they lead
to unsafe or dangerous outcomes. This “The regulator and aviation From the collected information, a report
is not only for safety, but also for organisations need to employ a risk- was produced that identified a number
business enhancement. based approach to safety management. of risks.
SMS is part of a global change to how “One of the main objectives of risk- Operators are responsible for
regulators carry out their obligations – based regulation for the CAA, is to managing their own risk. The SRP
4 vector September/October 2013
Photo courtesy of Craig Hayden
enables them, and the CAA, to now the New Zealand Agricultural Aviation contributed to the SRP process. Further
have an accurate understanding of the Association (NZAAA) Conference in work was carried out during workshop
risks attached to their businesses. June. We have had a lot of feedback sessions at this year's Conference. This
With this information, both groups can and discussion from this presentation,” allowed pilots, loader drivers, and
work together to set safety said Steve.
management to work together on
performance goals, and reduce risk.
identification of risks.
How Will the Risk be
What Are These Risks? Reduced? John Sinclair is an experienced aviator
and helicopter operator. He is part of the
Risk can be defined as the chance The report provides the risk statements
NZAAA team involved in the risk
something could happen, and risk and likely consequences. It also shows
management as the identification of treatment strategies. These detail profiling. Here he discusses the SRP
safety risks enabling proactive control relevant ideas for all SRP parties to process from an industry perspective.
of the potential outcome of these risks. use as the basis for developing ways
“The risk-based approach to regulation
to reduce the attached risk. The
Sixteen risk elements have been is a new and logical step for industry.
reduction measures will need to be
identified in the agricultural aviation It is a better way for us to deal with
further developed into actual tasks
SRP. The report has placed them into issues affecting our business operations.
that can be carried out. Systems will
risk levels ranging from Medium to Risk assessment, and risk management
then need to be developed to track the
Very High. These levels are determined are not unknown to the agricultural
work results, provide resource as
by assessing the likelihood of the risk
required, and establish timeframes for sector. We have known of those factors
occurring and the possible
completion of tasks. that greatly affect us. Just how we have
consequences.
Steve Kern explains, “From the meeting managed them is the likely question. We
Examples of identified risk elements have embraced QMS in the past, and
with industry, we hope to prioritise the
include aircraft performance and now look forward to SMS.
reported risks and treatments. From this
maintenance; operator obligations; we will set targets for completion of the
pilot training; and airstrip conditions. “The relationship between CAA and
many tasks required.
NZAAA is very good and the ability to
Steve Kern, CAA Manager Helicopter “Obviously, we cannot mitigate all the work closely with the regulator on the
and Agricultural, talks about the SRP risks at once. For a start, we will look at
process to date. risk reduction programme will have
five or six risks that we can realistically
positive outcomes for our safety.
“The SRP has been a valuable step to all work on,” he said.
We have our role to play and the CAA
look into the agricultural aviation
has theirs.
sector. It certainly gives us a focus for An Agricultural Aviation
tackling risk and improving safety. Sector View “We also enjoyed working with the
“We are due to meet with industry to contractor developing the SRP, and
The NZAAA is a co-sponsor of the SRP
discuss the next steps. The essential and, along with other members of the they have valued our experience and
elements of the SRP were delivered to agriculture industry, has actively input too,” said John.
Continued over »
vector September/October 2013 5
Photo courtesy of Dan Retief
FIGURE 7 C
Current Risk Profile
Likelihood
CERTAIN LIKELY POSSIBLE UNLIKELY
HIGH
EXTREME VERY HIGH VERY HIGH HIGH
10
Consequence
VERY HIGH HIGH HIGH
CRITICAL MEDIUM
1 2 3 4 9
HIGH HIGH MEDIUM
MAJOR MEDIUM
5 6 7 8 11 12 13 14 15 16
MINOR HIGH MEDIUM LOW LOW
Other
FIGURE 7 Aviation
P Sectors “We are seeing the strong move to risk- John Kay sees the strong interaction
based assessment and regulation in the with industry as a positive sign.
The agricultural sector has already
aviation industry. This is evident with
endorsed the value of a strong, “The agricultural sector was chosen to
the promotion of the implementation of
independent look at how their start the SRP process. So far, we have
businesses manage risk.
LIKELIHOOD
Safety Management Systems into our
seen strong engagement from this
businesses. The Sector Risk Profile is
Their Sector Risk Profile is the first industry to make the process work.
an integral part of this move.
in an extensive programme. “We look forward to working closely
CERTAIN
“It is about seeing theLIKELY
risks and changing POSSIBLE UNLIKELY
Other sectors of the New Zealand with the agricultural industry in the
aviation community will soon undergo our behaviour to develop a strong safety
future, and helping them achieve a
participation in their own sector culture and environment. The SRP gives
reduction of risk. This is the desired
risk profile. us focus. We can then see all the
EXTREME VERY HIGH (1) VERY HIGH (2) outcome
HIGH (5) – a safe aviation environment,”
HIGH (9)
significant risks and issues affecting us
CONSEQUENCE
Graeme Martin, Chairman of the said John.
and what we need to do to reduce or
Aviation Industry Association board,
eliminate them. We now have the ability For further reading see Vector, SMS
and Immediate Past President of the HIGH (8)in the July/August
MEDIUM
to treat the symptoms. Update, 2013(12)
issue.
NZAAA, sees the CRITICAL
SRP process asVERYa HIGH (3) HIGH (4)
great opportunity for the aviation “We must have a safe operating You1can see the Agricultural
3 10Aviation
industry to engage with all participants, environment for our customers and Sector Risk Profile on the CAA web site,
and the CAA. ourselves,” said Graeme. www.caa.govt.nz.
MEDIUM (11) MEDIUM (14)
MAJOR HIGH (6) HIGH (7)
2 4 5 6 7 8 9 11 12
6 vector September/October 2013
LOW (15)
The 16 Risks Identified in the Agricultural Sector Risk Profile
No. Risk Statement Risk Level
Some operators choose to selectively comply with the multiple regulatory requirements (ie,
VERY
1 environmental, HSE, commercial, and aviation requirements), creating opportunity for safety failures
HIGH
where regulations have not been met but no other control measures are implemented in their place.
Regulatory oversight may not adequately identify critical risks or issues that then result in safety HIGH
2 failures in the agricultural aviation sector.
Due to an absence of industry-agreed, best practice operational standards, agricultural aviation
HIGH
3 activities are not conducted with consistency across the sector, resulting in an overall degradation in
safety performance across the sector.
The maintenance and operational management of agricultural fixed-wing aircraft as an asset can be
HIGH
4 insufficient for the type of role it undertakes over the span of its life, leading to an aircraft with
reduced safety margins or airworthiness assurance.
As a result of commonly-used ‘industry pricing models’ that are used to attract customers, operators
HIGH
5 undercut competitors to the extent that within that region all operators become financially unstable,
leading to operational behaviour that sacrifices safety for short-term profitability.
The financial stability of all operators is reduced by the trend towards a prevalence of smaller,
HIGH
6 inexperienced helicopter operators with minimal financial outlay entering the sector and charging
reduced rates for market share.
Degraded aircraft performance due to routine overloading of aircraft is prevalent amongst agricultural HIGH
7 aviation operators, leading to unsafe operating margins and a higher risk of an accident.
There is an overarching safety culture within New Zealand agricultural aviation where productivity is
HIGH
8 prioritised over safety (ie, the ‘can do’ approach), where safety equipment is not always utilised, and
where safety occurrences may not be reported.
Due to the absence of consistent and robust sector training standards, the skills and knowledge of
HIGH
9 agricultural pilots and instructors vary significantly throughout the sector, leading to a degradation in
overall ability to safely undertake agricultural operations.
As a result of increasing community awareness and concern regarding environmental matters, the
HIGH
10 viability of aerial application as a farming tool may be threatened if public perception is not actively
managed, leading to the cessation of agricultural operations.
Current agricultural aviation legislation allows for operational practices that reduce aircraft safety
11 margins, including the ability to carry higher than normal loads without documenting the necessary MEDIUM
conditions under which this can be done.
As a result of helicopter operator numbers increasing, there is a higher chance of the under-reporting
12 of hours to avoid maintenance of high-value equipment to occur due to pressures to reduce MEDIUM
business costs. It will also lead to crew with less agricultural aviation experience.
Operators’ safety margins are reduced due to the condition of some owners’ airstrips and the
13 supporting infrastructure (ie, fertiliser storage, windsocks, etc.)
MEDIUM
Poor fertiliser storage facilities and methods (as well as fertiliser properties that can be conducive to
degradation) and lack of consistently identifiable physical properties, aircraft can be loaded with a
14 degraded or unknown condition of fertiliser, which can result in operational unpredictability when
MEDIUM
releasing it.
While industry accreditation programmes provide an opportunity for operators to improve, the
perception of their value has degraded as they are often viewed as an arbitrary exercise to retain
15 clients (that require the accreditation), resulting in a reduction in the benefits that could come from
MEDIUM
present and future programmes.
As a result of what can be a low maturity of safety management amongst some operators, there are
16 few incentives for operators to systematically manage fatigue, distraction and enhance non-technical MEDIUM
skills, thereby increasing the potential of poor safety outcomes during daily operations.
vector September/October 2013 7
Photo courtesy of Aviation Cooperating Underwriters
Runaway Aircraft
A pilot left a helicopter running while he went to talk to his ground
crewman. He then heard the engine rpm increase. Running back to the
machine, he could only watch as it lifted into the air, spun around, and
came to rest in a nearby pine tree.
L
eaving an aircraft unattended However, you are required to comply in the past 20 years, aircraft moved
with the engine still running, and with any operating limitations specified under their own power on level ground.
rotors or propeller turning, in the Aircraft Flight Manual. In either case, this can leave the pilot
increases the risk of the aircraft taking with a lonely, desperate chase that
off without you. It also increases the Helicopters often results in a broken aircraft.
risk of injury to yourself, your
Although there are a number of If you are going to leave your aeroplane,
passengers, or other people nearby.
factors that may have caused the loss use wheel chocks. In remote areas you
Then there is the cost. Not only the of 13 runaway helicopters in the last might need to improvise with material
replacement cost, but also the 20 years, in most cases, the machines that is available.
possibility of increased insurance were unattended.
premiums, or difficulty insuring at all.
When busy on operational flying, Other instances of runaway aircraft
Arden Jennings from Aviation Co- pilots think they are saving time and accidents include factors such as
operating Underwriters is very familiar money by leaving the machine uneven terrain, snow landings, controls
with this type of accident claim and the running. Turbine pilots are influenced being knocked by passengers, and
resulting insurance issues. by engine costs and component life. poor operational decision making.
“Some countries in the world do not Fitting and using an approved We have discussed this type of event
permit the pilot to leave the aircraft flight collective lever lock or catch when before in an article, “POB Ø”, in the
controls unless the engine and rotors or stepping out of the machine, should March/April 2009 Vector.
propellers are stopped,” he says. prevent the lever rising and reduce Examples of helicopter runaways are
“A number of helicopter manufacturers the risk of the aircraft lifting off also found (too often) in the “Accident
also include advice in the Aircraft Flight unattended. Briefs” section of Vector.
Manual and Pilot Operating Handbook, Using only the friction knobs to lock Talk to your maintenance provider
against leaving the aircraft unattended the flight controls is not advised as about approved collective locks, check
when the engine is running. they are not intended for this purpose. your SOPs for leaving a running aircraft
“But accidents still happen and most unattended, and revise the correct
of the insurance cover for New Zealand Aeroplanes techniques for parking your aircraft.
aircraft is based on operations being If you leave the aircraft running, Then ask yourself about the decision,
conducted under the Civil Aviation remember that a combination of idle and possible cost, of turning your back
Rules,” says Arden. thrust and sloping surfaces can on an unattended, running aircraft.
Currently, there is no restriction on produce a force that may override the Making the right call will save you
leaving a running aircraft unattended in brakes. But in some of the nine time and money, and will let you enjoy
the Civil Aviation Rules. runaway aeroplane accidents recorded flying with your aircraft.
8 vector September/October 2013
Photo courtesy of Dan Perriam
Flight
Helmets
are Good
Insurance
Prevention of head injury
is the main purpose of a flight helmet. A helicopter
pilot’s recent experience certainly bears that out.
Lucky Escape Helmet Care and Maintenance
A
n unattended Robinson R22 became airborne of its A new helmet should be sized and properly fitted by a
own accord while the pilot was outside the cockpit, trained technician. There are numerous considerations,
but in the immediate vicinity. He heard an increase in such as how high the helmet sits on the head, the
engine noise and turned around just in time to be clipped by adjustment of the internal harness, additional padding
the tail rotor as the machine swung around. between the earphone assemblies and the outer ear
cups, and the tightness of the nape strap.
Fortunately, the pilot was still wearing his helmet, and the
accompanying photo amply illustrates what a lucky escape he Some models may also provide for variation of the
had. Without the helmet, this would have been an almost chinstrap position. If this is incorrect, the helmet may be
certain fatality. lost in the early stages of an impact sequence. In a fatal
agricultural accident investigated by the CAA some years
ago, the pilot’s helmet, undamaged and with the chinstrap
Protection Mechanisms still fastened, was found about three metres to the front
The helmet shell is designed to resist penetration and of the burnt-out wreckage.
prevent direct damage to the skull. In this case, the shell
If a trained technician is not available, carefully follow the
was partially destroyed and absorbed most of the shock of
instructions in the helmet handbook, and heed all listed
the blow.
cautions and warnings.
Additionally, the helmet spreads the force of a blow over a The handbook will normally specify maintenance intervals
wider area, and will reduce point forces to a tolerable level. and instructions, as well as giving guidelines as to
A helmet shell is typically lined with a crushable foam unacceptable limits of damage, particularly to the outer shell.
insert, as well as being suspended on the head by an In the event that a helmet is damaged to the point of
internal harness that provides clearance between the unserviceability, either complete the destruction, or quarantine
wearer’s head and the helmet structure. it, so that it will not be mistakenly worn by someone else.
In the event of an impact where the head strikes an A flight helmet is a highly technical piece of safety equipment,
immovable object such as an instrument panel, the partial and the price will reflect that. In the event of an accident where
destruction of the helmet shell and the crushing of the a helmet performs as advertised, the replacement cost may
interior foam lining can reduce the acceleration forces not be included in the aircraft insurance. Insuring your helmet
experienced by the brain to a survivable level. In an separately might be a wise move – it could be included in your
accident resulting in a fire, the maintenance of household contents as a listed item, for instance.
consciousness is critical to survival. If it saves your life, then it has paid for itself many times over.
vector September/October 2013 9
New Aeronautical Charts
The 2013 Visual Planning Charts and Visual Navigation
Charts are effective 14 November 2013.
T
he most significant changes this time are the altered CTA boundaries in the Wellington area, as described on
the next page. Other changes include the usual updates to special use airspace throughout the country, and
these include danger areas, general aviation areas, volcanic hazard zones, and low flying zones.
Charts can be ordered now, either online from www.aipshop.co.nz,
or by contacting Airways’ Aeronautical Information Management www.aipshop.co.nz
(AIM) team, tel: 0800 500 045.
It’s More than Vector
T
hanks for letting us know your new address – we get a flurry of messages after every Vector mailing. But the
wording of the emails clearly shows that many do not understand the legal obligations of holding a New Zealand
aviation document.
Section 8 (2) of the Civil Aviation Act 1990 requires every applicant for a New Zealand aviation document to supply an
“address for service” in New Zealand including, where applicable, telephone and facsimile numbers.
The Act also requires aviation document holders to notify the Director promptly of any changes to the address for
service, telephone number or facsimile number.
You can do this by emailing info@caa.govt.nz.
An “address for service” is a physical address. You can have
mail sent to a different address if you like, but maintaining a
current physical address for service with the CAA is a legal
requirement under the Act. This applies to both individuals and
organisations, whether based in New Zealand or overseas. The
requirement is specified on relevant application forms.
If you live overseas, or plan to relocate overseas, you must
nominate a physical address in New Zealand. This could be
the address of a lawyer, a family member, or an aviation
organisation. In doing so, you accept that delivery to that
address is formal notification for the purposes of the Civil
Aviation Act 1990.
If you use a separate postal address, that can be a New Zealand
address or an overseas address, but be aware that Vector
magazine is sent only to New Zealand postal addresses.
Applicants under the Trans Tasman Mutual Recognition Act
also need to comply with the Civil Aviation Act 1990, and the
relevant forms ( 24061/09 and 24061/10) reflect this.
You also need to advise other organisations that you do business
with, of your change of address. If you subscribe to AIP New
Zealand, for example, you need to contact Airways. If you
operate an aircraft with a 406 MHz distress beacon, you must
notify RCCNZ of any changes to your contact details.
10 vector September/October 2013NOT FOR OPERATIONAL USE
Changes for
Wellington
Controlled Airspace
Major changes to Wellington controlled airspace may affect your flight
operations around Paraparaumu, Marlborough Sounds and Woodbourne.
W
ith effect from 14 November 2013, the new charts All the new airspace is Class C and transponder mandatory
will show airspace boundary changes and, in some (TM on the charts).
cases, a lowering of the upper limit of the Wellington
Paula Moore, CAA Aeronautical Services Officer, is
Control Area (WN CTA) from 5500 feet to 4500 feet.
responsible for airspace classification and designation. As an
The changes are to allow for more efficient use of Wellington experienced air traffic controller, she provides further
airspace, especially by airliner traffic operating into Wellington, information on the use of the affected airspace.
Paraparaumu, and Woodbourne.
“These airspace changes, including the step downs, will allow
The most significant changes are in the Paraparaumu area better descent profiles for jet aircraft with a significant
where a new airspace boundary is formed to the east of NZPP. reduction in fuel burn. There should also be a significant
On the eastern side of this new airspace, the lower limit is reduction of workload for both pilots and air traffic controllers.
retained at 5500 feet, with the western side lower limit now
“After the changes take place, remember that to transit Cook
set at 4500 feet.
Strait above 4500 feet, you will need an ATC clearance.
This 4500 feet lower limit now extends across Cook Strait to
the north-eastern edge of the Marlborough Sounds. “When requesting a clearance, be confident. Advise your
position and intentions clearly and concisely, and don’t forget
A further amendment to the boundary of this controlled to read back the instructions. ATC will help you as much as
airspace sees it move to the east. There is also a step down to
they can at the time, but it is busy airspace,” Paula says.
4500 feet with some straightening evident. This change was
included as part of a separate request from the local user
group. This also affects the boundary of the Marlborough Charting Information
Sounds CFZ, with a move inland towards Mount Dobson. The charts affected by the changes are: VPC A1 and A2, and
Rununder Point and Port Underwood are now included in the VNC B2, B3, C2, and C7. Relevant Enroute and Lower North
new step down area. Island and Upper South Island Area Charts will incorporate the
changes too.
The third area sees a step down in the area seaward of Cape
Campbell. This provides for traffic from the south going to Order your VNCs now, and familiarise yourself with the
Wellington or Woodbourne. differences. How to order is on the previous page.
vector September/October 2013 11Planning an
Aviation Event
If you’re planning any kind of an aviation event, from a simple fly-in to an
air display, you’ll need to consider if it fits the Part 1 definition, and
whether it requires the Director’s approval. One of the most important
things is to start your planning early.
T
here are many events when aviation event relate to this definition. It’s Easy to Apply
several aircraft gather, such as a
Events that fit the Part 1 definition There’s an Advisory Circular, AC91-1
club barbecue, competitions
require an authorisation from the Aviation Events that provides
between clubs, dawn visits, and so on.
Director, but there are some exceptions. information to help you. Even if your
The public is often present, simply See below. event doesn’t require an authorisation,
because the airfield is a public place and it is recommended that you follow the
Rule 91.703 Aviation events details
they like to watch, or sometimes for a guidance in the AC.
what information you must supply in
specific reason, such as an open day. Jeanette Lusty, CAA Team Leader Flight
your application for authorisation. This
And there are events where organized must be submitted at least 90 days Operations Adventure Aviation,
flying displays take place. before the event. processes the event authorisation
applications.
But what makes any of these an ‘aviation Some Part 149 organisations hold a
event’, and what does that mean delegation from the Director to authorise “We have these requirements around
anyway? their own events, or to authorise events aviation events to ensure public safety
for other organisers. The New Zealand and this is in the interest of the event
organisers as well.
What is an Aviation Event? Warbirds Association holds such a
There can be some confusion, because delegation. “Most events are repeated, so once
there are different requirements for the procedures are developed, it
various events. We’ll try to make it
Authorisation Not Required becomes easier.
easier for you. You do not require an authorisation if “The AC is really helpful for applicants as
your event doesn’t fit the Part 1 it contains a detailed Planning Guide and
Authorisation Required definition. Also, rule 91.703 provides Risk Assessment Guide.
The Part 1 definition (see panel on right) some conditions where an authorisation
“Make sure you send in as much
of an Aviation Event is based on low isn’t required (see panel on right) relevant and detailed information as you
flying, so mostly involves airshows and If you have any doubt, just contact the can, in line with the AC. We put this
aerobatics. Rule references to an CAA (see email address below). information through a risk identification
12 vector September/October 2013process to get a picture of the risks and for pre-planned events such as John has a few tips for event organisers.
how they will be addressed. these. A NOTAM should be used “It is important to remember that
only for situations of an urgent and exception from rule 91.311 is applicable
“And if you are unsure about anything at
temporary nature, such as an
all, just ask us,” says Jeanette. only to aircraft being operated at an
unforeseen aerodrome closure or
Email: Jeanette.Lusty@caa.govt.nz. aviation event.
significant hazard.
Apply using CAA Form 24091/03, “And even while participating in an
aviation event as defined by these rules,
available on the CAA web site, Low Level Display it is important to remember that aircraft
www.caa.govt.nz, “Forms”. Authorisation are not allowed to fly below 100 feet
Event organisers also need to ensure above the surface. The only exceptions
Airspace Considerations that all pilots who participate in any sort are during takeoff or landing, or unless it
Your event may also need airspace of aviation event are appropriately rated is a display of agricultural operations, or
restrictions to be put in place. These and qualified. a helicopter operation,” he says.
enable the organisers to control who is All pilots who wish to fly low level or
able to fly into, out of, and within the aerobatics at aviation events must hold a Excerpt from Part 1
airspace during the time of the event. low level display authorisation (LLDA)
Definitions and Abbreviations
Consult with local airspace users and issued by a Part 149 organization
your aerodrome operator before making authorised for this purpose, such as the Aviation event means an event to be
this application. The aerodrome New Zealand Warbirds Association. conducted below the minimum safe
operator’s consent is required for Pilots should have had appropriate heights prescribed under Part 91
airspace restriction. ground and flight training in the that is—
A separate application needs to be made manoeuvres they are to perform at the
(1) an air show or practice for an air
for airspace. Use CAA Form 24071/01 event, to be able to qualify for an LLDA.
show; or
and email: airspace@caa.govt.nz. John Lanham, display pilot and former
If you are unsure whether you need (2) an air race or practice for an air
CAA General Manager General Aviation,
special airspace put in place, contact has been involved in military and civil
race; or
the CAA Aeronautical Services Unit at aviation events for many years now. (3) an aerobatic competition; or
the same email address.
“The Director has delegated his authority (4) aerobatic training or practice:
Special airspace applications should to specific senior persons in the New
also be made at least 90 days in Zealand Warbirds Association to grant
advance, giving time to publish the LLDAs to pilots who are to participate in
Excerpt from rule 91.703
details in an AIP Supplement. Practice an airshow.
days should also be included in the Aviation events
“The event organiser has the power to
application.
withdraw the participation invitation (e) Paragraph (a) shall not apply to
Even if you are not applying for special extended to any pilot if the pilot is non- aviation events at which—
airspace use, it is recommended that you compliant with required standards of
(1) not more than 500 people are in
arrange for your event details to appear in safety.
attendance; or
an AIP Supplement to alert other airspace
“If there are concerns about a pilot’s
users. AIP cut-off dates are published in
attitude to safety, the LLDAs may be
(2) there are no more than three
every issue of Vector (see page 23). participating aircraft; or
suspended for any period or withdrawn
Email: airspace@caa.govt.nz. by the delegation holders in the event (3) the aircraft are in one formation.
It is inappropriate to use a NOTAM of non-compliant flying.”
vector September/October 2013 13Model Aircraft
With Christmas fast approaching, sales of model aircraft are likely to increase.
Although they are widely available and frequently advertised, you may not be
aware of the associated rules that protect people, property, and piloted aircraft.
I
f your model aircraft weighs Those models weighing over 25 kg 400 feet above ground level when you
between 100 grams and 25 kg, you require additional CAA authorisation to are within 4 km of an uncontrolled
need to be aware of the following fly under Civil Aviation Rules, Part 19. aerodrome boundary – unless
Civil Aviation Rules and Model Flying authorisation has been granted by the
New Zealand (MFNZ) requirements. Safety Guidelines Director of Civil Aviation.
Reports of airspace incursions To apply for an authorisation email:
Key Civil Aviation Rules involving model aircraft demonstrate info@caa.govt.nz.
Civil Aviation Rules, Part 101, prescribes the need for owners to understand the When operating a model more than 4 km
the operating rules for model aircraft. following rules. from an aerodrome boundary, you can
Part 101 requires you to operate your Unless stated otherwise, these rules do fly higher than 400 feet only if you remain
model aircraft in a safe manner so that it not apply to control line model aircraft. clear of all controlled airspace and:
doesn’t create a hazard to aircraft, »» operate in a designated danger area
persons and property (rule 101.13). Aerodromes (model aircraft/UAS), or
Always read the user’s manual and You must not operate a model aircraft on »» an authorised person from MFNZ
follow the manufacturer’s instructions. or within 4 km of any aerodrome unless provides the required information
In addition: the operator has received a ‘Wings’ listed in rule 101.207 to the New
»» You can’t drop objects in flight if this badge from MFNZ, or is accompanied by Zealand NOTAM Office.
creates a hazard (rule 101.15) someone else that holds one. You need
to get prior authorisation from the Special Use Airspace
»» You must maintain line of sight with
aerodrome operator, and at a controlled
the model aircraft (rule 101.209) To operate in a mandatory broadcast
aerodrome, from the relevant ATC unit.
zone, a model aircraft operator must
»» All other manned aircraft have the
For aerodrome contact details, see the maintain a listening watch on the
right of way (rule 101.213).
Aeronautical Information Publication appropriate frequency and communicate
To view Part 101, see the CAA web site, (AIP) web site, www.aip.net.nz, any intentions to other traffic in the zone.
www.caa.govt.nz, “Rules”. “Aerodrome Charts”.
In addition, model aircraft can’t operate
Once you have authorisation, you must in low flying zones. The same goes for
MFNZ Requirements not operate your model over any active restricted areas and military operation
Model Flying New Zealand is currently runway strip area, or any area that areas – unless prior authorisation has
the only model aircraft association aircraft use for surface movement been granted by the administering
approved by the Director of Civil (control line model aircraft must also authority.
Aviation. MFNZ inspects models and remain clear of these areas).
Airspace characteristics and
issues flight permits to members,
designations can be viewed on the
allowing them to operate in accordance Controlled Airspace
Visual Navigation Charts. To purchase
with their operations manual and By lifting off from your back yard, you these charts see the Airways web
procedures. could be unintentionally infringing site, www.aipshop.co.nz.
Some MFNZ Requirements: controlled airspace.
»» Radio controlled models with a gross To operate in controlled airspace, you Meteorological Conditions
mass between 15 and 25 kg require a need to receive prior authorisation from To fly your model aircraft, the ground
MFNZ permit to fly (It’s illegal to fly the responsible Air Traffic Services visibility must be 3 km or greater and
without one – reflected by rule (ATS) unit. the model must remain clear of cloud.
101.205). They must also be To view a list of controlled aerodromes In addition, you can’t fly your model
constructed under the authority of and their contact details, see the AIP aircraft if the cloud base will prevent
MFNZ. web site, www.aip.net.nz, “Gen 3.3 – you from maintaining sight of the model
»» Models weighing less than 15 kg that Air Traffic Services”. Section 6 contains at all times.
have internal combustion motors 75 an ATS Unit Address List.
cc input or larger, or electric motors Night Operations
5,000 watts input or larger also Height Restrictions Model aircraft can be operated at night
require a permit to fly. You can’t fly your model any higher than only if they are flown indoors, or if the
14 vector September/October 2013flight is conducted outdoors within camera, you need to check that you are knowledge, learn about safe operating
100 m of a structure, and below the top in compliance with privacy laws. See practices, and get a better
of the structure. the Privacy Commission web site, understanding of rule requirements.
www.privacy.org.nz. See the MFNZ web site,
Privacy www.modelflyingnz.org, for club
Many model enthusiasts are now Join a Club contact details and MFNZ
fitting cameras to their models, and Seventy five model aircraft clubs requirements.
new types are frequently sold with operate nationwide. Become a If you have a query regarding model
cameras fitted. If you are using a member to take advantage of local aircraft, email: info@caa.govt.nz.
©istockphoto.com / andsem / robertmandel / temizyurek
Air Swimmers: These are not classed as model aircraft. Radio Controlled Aircraft: The majority of models fall into
Please follow the manufacturer’s instructions and keep this category. These are primarily controlled by radio signals
them indoors. from a remote transmitter, and direct visual line-of-sight with
Control Line Aircraft: These motorised aircraft are controlled the model must be maintained at all times.
solely by using one or more inextensible wires or cables
Free-flight Aircraft: A model aircraft which, once launched,
directly connected to the model. The wire system can’t be
longer than 30 m. can no longer be controlled by the operator.
Small toys of less than 100 grams: These are not classed as Model Gliders: Lift is generated solely by the external
model aircraft and Civil Aviation Rules do not apply. aerodynamic forces acting on the aircraft.
Remotely Piloted Aircraft Model Aircraft
and Privacy
M
any remotely piloted We’ve covered model aircraft on
aircraft, suitable for the previous pages, but if you
M
aerial photography want to fly outside the Part 101 odel aircraft and remotely
and surveillance, use rules, please contact the CAA piloted aircraft have the
sophisticated technology that with details about your planned potential to be intrusive when
wasn’t even dreamed of when fitted with cameras.
operation.
our rules were written. Aviation Organisations or individuals using such
It may be that you need an
regulators worldwide are aircraft would have to have a very good
authorisation under Part 19, reason for collecting personal information
grappling with the risks and
issued by the Director. in the form of photographs and video,
safety issues associated with
For that to happen, the Director
and we would expect them to take care
these aircraft.
on how the images were used and who
must be assured the proposed
The current ICAO name for such they were disclosed to.
operator has examined the
aircraft is Remotely Piloted We would expect users to think through
potential risks and made
Aircraft Systems (RPAS). the privacy implications of what they
provisions for safe operation of
intend to use them for. In this regard,
Over time, many terms and the aircraft. many of our guidelines for CCTV use
acronyms have been used for
Contact the CAA for guidance, would also apply in many situations in
these aircraft, such as Unmanned which aircraft are used.
email: info@caa.govt.nz.
Aerial Vehicles and Systems
To see those guidelines, go to
(UAV and UAS). In the future, more specific
www.privacy.org.nz and enter “privacy
provision will be made for
The CAA has a responsibility to and cctv” in the search window.
pilotless aircraft activities as we
ensure public safety and this
update the relevant rules. Work
comes to the fore when operators - Office of the Privacy Commissioner
is already under way on this.
want to fly in urban areas.
vector September/October 2013 15Kiran Parbhu, a flight instructor from Massey University’s School of Aviation, gave a presentation to the seminar on Massey’s research into using the iPad in the cockpit.
Photo courtesy of Massey University School of Aviation
GEN
2.7
-2
1.2
Daylig AIP
1.2.1 ht Zo New
in Fig The da nes, Zeala
North nd
ure yli Island
GEN ght zon
2.7-1. es for
the
North
Islan
d of
Dayli Figur New
ght e GE Zeala
Zone N 2.7 nd are
s, No -1 depic
rth ted
Islan
d
Effect
ive:
12 FEB
09 E Civ
il Avi
atio
n Aut
hority
Pilot Training
for the Future
Seventy-five attendees at the recent CAA Flight Instructor Seminar in
Wellington saw new training ideas and instructional techniques.
Then they saw the future – iPad technology in a paperless training cockpit.
K
iran Parbhu, a flight instructor daily lives, and some people are more learning. An interesting workshop
from Massey University’s School familiar with it than others. The followed using the same groups as
of Aviation, outlined the discussion after this presentation was before. The subject was initial pre-flight
considerable research they have been about current applications, and what can briefings. The groups were asked to
conducting on the use of the iPad. Even be done now to secure the future of evaluate the lessons for key points in the
though the electronic flight bag concept flight instruction and pilot training. learning process, and report these
is well advanced in many airlines, Kiran findings to the seminar.
Carlton Campbell, CAA Standards
explained how the technology works for
Development and Training Officer, Mike Haines, CAA Manager Aeronautical
flight training and GA operations.
guided the seminar and introduced a Services, talked about radio use in
“We trialled the iPad and mini iPad for review of the AvKiwi topic of Situational uncontrolled airspace and raised a
flight training capabilities. Instructors Awareness. Attendees worked in groups number of safety issues. The use of
and students provided feedback that we
on many tasks and presented their FISCOM, CFZ proposals, and continued
used to determine their suitability.
findings to the seminar. use of 119.1 MHz at uncontrolled
“With the ability to store maps, charts, aerodromes were raised as issues.
Stan Smith, pilot, engineer, and flight
and AIP New Zealand on a mini iPad, the Feedback from the industry was positive
instructor, showed a self-made film
information management was improved and valuable.
about pre-flight inspections. He also
through easier access. Power usage,
discussed the requirements for To close the day, Carlton recapped the
lockout, and background light effects
maintaining instructor skills and a proceedings and reinforced a number of
were some of the points raised.
professional approach to pilot training. the points raised.
Interestingly, it was calculated that 36
kilograms less paper is required when Gordon Alexander and Graham Leach »» The main message is that as an
information is stored on a tablet! from Aviation Services Limited talked instructor you are not teaching a
“The future will be paperless; the about flight testing and candidate student to fly, you are training a pilot.
machines will be smarter, lighter, preparation. The message was to be »» Demand the highest standards of
smaller, cheaper and fast; yet the trial well prepared for groundwork and the yourself and your students.
showed that most pilots still prefer flight. They both stressed the basic need
for a candidate to be professional, »» Enjoy!
paper maps. Although ancient
technology, they are easier to handle achieve high standards, and maintain The CAA-sponsored seminars also ran in
and navigate with,” said Kiran. high levels of airmanship. Christchurch and Auckland and are a
There was a large spread of ages and Ross Crawford, a very experienced pilot welcome and valuable experience for all
experience present at the seminar. and flight examiner, then explored the instructors, and for those wanting to
Smart technology is now a part of our concepts of teaching and the principles of become a pilot training specialist.
16 vector September/October 2013Obstructive
Sleep Apnoea
You may not think that snoring is something you should be overly concerned
about, but if you are a frequent loud snorer, you could be suffering from a
potentially serious sleep disorder, Obstructive Sleep Apnoea (OSA).
Asleep at the Yoke associated with sleep deprivation, and What is OSA?
I
failed to recognise the warning signs
n 1994, the lone pilot of a Piper When you sleep, all your muscles relax,
prior to the flight.
Seneca fell asleep while enroute including the muscles that hold the
from Springfield, Kentucky, to Sleep deprivation is usually thought respiratory passages open. In some
Crossville, Tennessee, in the United about in terms of quantity of sleep. people, the airway becomes narrow
States. When he awoke five hours This can be managed through a enough that breathing causes the
later, he was over the Gulf of Mexico, comprehensive Fatigue Risk respiratory passage to vibrate and make
210 miles south of Panama City. Only Management System. But OSA noise – also known as snoring.
20 minutes of fuel remained. affects sleep quality rather than
Apnoea is a medical term that means
sleep quantity.
While enroute to the nearest airport, ‘being without respiration’. An apnoea
the engines quit due to fuel exhaustion occurs when the airway becomes
and the aircraft was ditched. The partially or completely shut while
pilot was rescued by a Coast asleep. During an apnoea,
Guard helicopter. breathing briefly pauses or
The pilot of the Piper Seneca becomes very shallow.
didn’t understand the risks The person will
continue to sleep
©istockphoto.com/ humonia
vector September/October 2013 17©istockphoto.com/ robroxton
During sleep, the airway can become blocked
by the tongue and soft palate.
even though they are struggling to Nasal cavity
breathe. Upper lip
Tongue
Chin
Eventually, the need to breathe will
overcome the ability to stay asleep. In
most cases the person won’t fully wake
up, but they will leave a state of deep
sleep and enter a state of lighter sleep.
This allows the muscle tone in the
throat to return, unblocking the airway.
These pauses can occur hundreds of
times a night, and when they do, the
medical condition is termed OSA. This
is one of the most commonly diagnosed
sleep disorders internationally and is
estimated to affect two per cent of Soft
palate
women and four per cent of men.
The repetitive brief arousals caused by
OSA lead to the same effects caused
by sleep deprivation.
Those suffering from OSA will Epiglottis Uvula
experience daytime sleepiness, along Obstruction
with impaired reflexes and
concentration. Most people with OSA If you answered “yes” to one or more impairment level closely resembled a
are overweight, and have higher of these questions, you are at a higher blood alcohol content of 0.10 per cent –
deposits of fatty tissue in their risk of having OSA and should consult too drunk to drive (New Zealand’s limit is
respiratory passages. a doctor. 0.08 per cent) and unfit to fly.
Other symptoms include: There are also serious health
Self-diagnosing
implications. If left untreated, OSA can
Dougal Watson, CAA Principal Medical »» Waking up with a dry mouth or sore
throat lead to health problems, including:
Officer, comments that it’s difficult to
determine whether you have a run-of- »» Insomnia or night-time awakenings »» High blood pressure
the-mill snoring issue, or are suffering »» Mood changes and irritability »» Stroke
from OSA.
»» Anxiety and depression »» Heart disease
“Not only is it difficult to tell if you have
»» Forgetfulness (30 per cent increased risk)
OSA, but people often underestimate the
degree of their fatigue,” says Dougal. »» Decreased sex drive »» Weight gain and obesity
Your answers to the quiz below will »» Unexplained weight gain »» Diabetes
help you determine if you are an OSA »» Heartburn »» Clinical depression.
sufferer:
»» Night sweats. Seeking early medical assistance can
provide long term benefits, such as
What’s Your Snore Although chronic snoring is the most
common symptom of OSA, not improved health, and a prolonged
Score?* flying career.
everyone who has OSA is a chronic
»» Are you a loud and/or regular snorer? snorer, and not all chronic snorers have
»» Have you been observed to gasp or OSA. Generally, how you feel during It’s Easily Treatable
stop breathing during sleep? the day should be a good indication of
If you are diagnosed with OSA, you need
the quality of sleep you are getting. If
»» Do you feel tired or groggy on to notify the CAA about your change in
you constantly feel washed-out and
awakening, or do you awaken with a medical condition. Don’t stress – OSA
fatigued, it’s best to get a professional
headache? assessment done. can be very successfully treated. After
»» Are you often tired or fatigued during recovery, licence holders can generally
return to active duty within a few weeks.
wake-time hours? What’s the Risk?
»» Do you fall asleep sitting, reading, Sleep researchers have found that the To contact the Medical Unit, email:
watching TV, or driving? effects caused by sleep deprivation med@caa.govt.nz.
closely resemble those associated with Remember to attach any supporting
»» Do you often have problems with
alcohol intoxication. reports or information that will assist the
memory or concentration?
One study showed that after being CAA doctors when they assess your
* Source: American Sleep Apnea Association awake for 24 hours, the test subject’s condition.
18 vector September/October 2013You can also read
