VectorPOINTING TO SAFER AVIATION - Taking Off in a Microlight Adventure Flights are not Trial Flights Summer Flying VFR Transit Lanes - Avoid the ...
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vector POINTING TO SAFER AVIATION
November/December 2013
Taking Off in a Microlight
Adventure Flights are not Trial Flights
Summer Flying
VFR Transit Lanes – Avoid the Traps
In this issue...
Adventure Flights are not Trial Flights 3
Adventure Flights are
Taking Off in a Microlight 4
not Trial Flights
Some operators are conducting Summer Flying 8
3
adventure aviation operations without a
Part 115 certificate. We explain why SIGMET Changes 10
calling them a ‘trial flight’ is not an
option and encourage certification. Help Shape New Zealand’s Airspace
and Air Navigation System 10
SIDs for ‘Re-start’ Cessnas 11
Taking Off in a Microlight
Airspace Review Plan 12
Flying microlight aircraft has become
4
a popular form of recreational flying VFR Transit Lanes – Avoid the Traps 14
in New Zealand. We explain the
requirements to fly, own, and
maintain these aircraft.
Keep Out of Restricted Areas 17
Low-g Effects – A New Perspective 18
New CAA General Managers 22
Summer Flying
Group Established to Discuss
Summer is back with us after a Medical Certification System 23
particularly vigorous winter, and brings
8
its own set of challenges. For pilots and
aircraft that have hibernated through the
How to Get Aviation Publications 23
winter, we offer some considerations, as
well as repeating some summer Planning an Aviation Event? 23
reminders for all aviators.
Aviation Safety Advisers 23
Accident Briefs 24
VFR Transit Lanes
– Avoid the Traps GA Defects 26
VFR transit lanes make your job as a pilot Summer Traffic Busy Spots 28
14
easier, but don’t let that make you
complacent. We identify some transit lane
related incidents and provide advice from
CAA and industry experts.
Cover: This type of microlight aircraft is based on developments of the hang glider wing. As a group these are referred
to as ‘trikes’ (this is an overseas photo so registration letters are not visible). See “Taking Off in a Microlight”, page 4.
Cover photo: ©istock.com/sierrarat
Published by Publication Content Free Distribution Change of Address
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2 vector November/December 2013 ISSN 1173-9614
Adventure Flights
are not Trial Flights
A so-called trial flight, or flight instruction, should not be used as a
backdoor method for conducting commercial activities such as adventure
or scenic flights without certification.
I
n fact, there is no provision in the Civil Aviation Rules for (3) an A to A flight in a Class 2 microlight aircraft:
“trial flights” in the adventure aviation context. However,
the CAA is receiving reports of operators charging for (4) a flight in a hot air balloon:
adventure aviation style activities under the guise of trial flights. (5) a flight in a glider:
An adventure aviation operation involves carrying passengers (6) a parachute-drop aircraft operation that is not
for hire or reward, where the purpose of the operation is for conducted under the authority of an air operator
the “passenger’s recreational experience of participating in the certificate issued by the Director under the Act and
flight, or engaging in the aerial operation”. Part 119:
This is defined in Part 1: (7) a tandem parachute descent operation:
Adventure aviation operation means the following (8) a tandem hang glider or paraglider flight.
operations for the carriage of passengers by air for hire or
To carry out these activities for hire or reward requires
reward where the object of the operation is for the
certification under Part 115.
passenger’s recreational experience of participating in the
flight, or engaging in the aerial operation— Certification requires a number of measures to ensure the
standard of safety that the paying public demands.
(1) an A to A flight in an aeroplane or helicopter issued
with a standard category airworthiness certificate Some operators have argued that the person being carried on
conducting formation flight, aerobatic manoeuvres, such flights is a “crew member” as defined in Part 1. For this
and similar non-standard flight manoeuvres such as
to apply, the sole purpose of the flight must be for instruction,
steep climbs, steep descents, and steep turns:
and not for “recreational experience”.
(2) an A to A flight (including an interim water landing for
amphibious aircraft) in an aircraft issued with an It isn’t too difficult to become certificated, and there are many
appropriate special category - primary, special benefits for a business through developing their exposition and
category - LSA, or special category - limited putting quality control procedures in place.
airworthiness certificate including formation flight,
aerobatic manoeuvres, and similar non-standard There is information on the CAA web site to help you,
flight manoeuvres such as steep climbs, steep www.caa.govt.nz, “Adventure Aviation”. This includes the
descents, and steep turns: forms and an Advisory Circular (AC115-01).
Photos: ©istock.com/Elemental Imaging, Peter Masson, Scotto72
vector November/December 2013 3
Taking Off
in a Microlight
Flying a microlight can be great fun, and for many it’s an affordable means
of getting into flying. There are some rule requirements covering pilot
certification and airworthiness, so here’s an introduction to taking off
in a microlight.
T
here has been rapid growth in the number of Microlight Organisations
microlight registrations over the last 10 years
Microlight organisations are able to issue pilot certificates
as the graph on the next page shows.
and carry out certain airworthiness functions under
The range of aircraft covered by the microlight category delegations from the Director of Civil Aviation.
includes aeroplanes, powered parachutes, autogyros, and This is enabled by certificating them under Part 149 of the
small helicopters. Civil Aviation Rules.
There is a great variety within the aeroplane category alone, Once certificated, they are audited regularly to make sure
safety standards are maintained.
from the early wire-braced types costing a few thousand
dollars, to modern composite types costing well over To become certificated, they must submit an Exposition or
Operations Manual. This gives details of pilot certificate
$100,000.
classes and requirements, and microlight airworthiness
The factor that makes it affordable, regardless of which requirements.
aircraft you fly, is that the administration is carried out by The main source of detailed information is the manual of the
organisations of enthusiasts. organisation you decide to join.
Sportcruiser
This Sportcruiser is an example of the top end of the range
Photo courtesy of Gavin Conroy
of microlight aircraft. It can cruise at 115 knots and has a
range of 1000 km.
Powered parachutes
(see next page)
Powered parachutes come under the microlight category.
This is an overseas photo so the registration is not visible.
There are also powered paragliders but they do not come
into the microlight category – they are administered by the
New Zealand Hang Gliding and Paragliding Association.
4 vector November/December 2013
Microlight numbers from 2003 to 2013
(on 1st January each year)
1200
1000
Class 1
800
Class 2
600
Total
400
200
0
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
There are currently three microlight organisations: microlight organisation about this as you may need a check
»» Recreational Aircraft Association of New Zealand Inc, flight with a microlight instructor.
www.raanz.org.nz, There are type ratings for various aircraft, and a requirement for
»» Sport Aviation Corp. Ltd, www.sportflying.co.nz, and a Biennial Flight Review (BFR), just as for ‘conventional’ aircraft.
»» Royal New Zealand Aero Club Inc. (also known as
Flying NZ), www.flyingnz.co.nz.
Operations and Limitations
As mentioned before, Part 91 is critical to flight operations.
It is important to remember that the Civil Aviation Rules apply,
as for any aircraft. Of particular importance is Part 91 General Microlight flying has many freedoms in New Zealand, but
Operating and Flight Rules. with these privileges there are also some limitations in the
interest of safety.
Part 103 Microlight Aircraft – Operating Rules has some
exemptions from the other rules. You can fly microlights only under Visual Flight Rules (VFR)
and during daytime.
Gaining Your Pilot Certificate You cannot fly microlights over a congested area.
You don’t need to own a microlight to fly one, as many You also cannot fly them in controlled airspace, or within 5.5
organisations have their own aircraft for members to fly. km of a certificated aerodrome, unless you have passed the
Contact one of the organisations above to start your flight air law examination, or are under the direct supervision of the
training. They have branches around the country. holder of a microlight instructor certificate.
At the outset, you need to be considered fit and proper to The air law exam refers to the Part 61 exam, or your organisation
hold an aviation document. This is a requirement of the Civil may have an air law exam approved by the Director.
Aviation Act 1990. The organisation will assess this under
their delegation from the Director.
Continued over »
There are exams to take in:
»» Aviation Law and Publications,
»» Air Navigation and Flight Planning,
»» Aviation Meteorology,
»» Aeroplane Technical Knowledge, and
»» Flight Radio Telephone Operator Certificate.
You will also require a medical certificate issued by your
organisation. Your GP can carry out the examination using a
Photo ©istock.com/ jkbowers
form issued by the organisation.
Microlight certificates are issued as your training progresses.
You will start with a Novice certificate, then Intermediate, and
Advanced. There is a separate Instructor Certificate.
If you currently hold a Part 61 licence, you can also fly a
microlight providing some conditions are met. Consult a
vector November/December 2013 5
You can do Flight Training
You can use a Class 2 microlight for flight training if you have
the relevant type rating for the aircraft and hold a microlight
instructor certificate.
If you hold a Part 61 Instructor Rating and wish to do flight
training using a microlight, you should have a type rating and
demonstrate your competence to a microlight instructor.
Adventure Aviation Operations
You can use Class 2 microlights in adventure aviation
Photo ©iStock\Dr-Strangelove
operations for hire or reward, only if your operation has been
certificated under Part 115 Adventure Aviation – Certification
and Operation.
Typical Microlight
Aircraft Requirements This Quicksilver is typical of the early decades of the hobby in
New Zealand. It is open-air, wire-braced, and cruises at around
The definition of a microlight is in Part 1 and is “a basic low 50 knots. This is an overseas photo so the registration is not visible.
performance aircraft designed to carry not more than two
persons which meets low momentum parameters that are
acceptable to the Director”. Buyer Beware
The parameters that are acceptable to the Director These days, many microlight aircraft are advertised for sale
are in Advisory Circular AC103-1 Microlight Aircraft – on web sites. If you are new to flying and microlights, it would
Operating Rules.
be best to seek advice before making a purchase.
A single-place microlight is called a Class 1 and a two-
place, Class 2. There are a number of requirements to be met before you
take to the skies in your dream machine. If these are not in
In brief, an aircraft defined as a microlight by some other
place, you will incur extra expense and delay.
States qualifies as a microlight in New Zealand.
Or some weight and stall speed specifications need to be met. There is also a process to follow when buying and selling
For a two-place land aeroplane, for example, it must not exceed an aircraft. There is guidance for this on the CAA web site,
600 kg and must have a stall speed no greater than 45 knots. www.caa.govt.nz, “Aircraft – Change of Possession”.
6 vector November/December 2013
You could also import a new aircraft. For Class 2 microlights, issued by the Director. A basic microlight will not have many
you will need to know if the type is accepted in New to check, but if you own one of the more sophisticated
Zealand. If it is a first of type, you will need to provide aircraft, you may need to check several AD Schedules.
evidence that it is acceptable as a microlight here.
There is a specific schedule called “Microlight”. A large
If you plan to import, it is best to contact the CAA for percentage of microlights use Rotax engines, and they
advice early in the process, email info@caa.govt.nz. have their own Schedule. Others to consider are
Another option is to build your own microlight. In this case, Components (this may cover electronic equipment, etc),
you should follow the advice above. It would also be Engines, and Propellers.
beneficial to contact the Sport Aircraft Association of New
You can seek advice from an aircraft maintenance engineer or
Zealand. This organisation is based around people who
a Part 149 Inspection Authority (IA). The Part 149 IA
build their own aircraft. They will be able to provide advice
and may offer mentoring from experienced builders. is authorized by the Director through your microlight
organisation.
All microlight aircraft must be registered with the CAA
and display the registration letters. If you are buying a All Class 2 microlights and all microlight helicopters require a
new aircraft, allow for the cost of initial registration in Flight Permit. This is originally issued after an inspection by a
your budget. CAA surveyor, and is non-terminating.
If you are buying an existing aircraft in New Zealand, make The Flight Permit must be re-validated every year. The
sure the registration fee is paid up to date, otherwise the inspection for this can be carried out by a microlight inspector
aircraft could be de-registered. approved by one of the Part 149 organisations.
Continuing Airworthiness More Information
The aircraft owner or operator is responsible for All Rules, Advisory Circulars, and Forms are available on the
airworthiness. CAA web site, www.caa.govt.nz. Also see the “Sport and
Part 103 requires you to maintain your aircraft in an airworthy Recreation” section.
condition (this is defined in Part 1).
The Aircraft Operator Requirements poster gives
The aircraft should have logbooks for the: aircraft, engine, information on the pilot, operations, and maintenance
propeller, and Airworthiness Directives. requirements for different types of aircraft. For a free copy,
Airworthiness Directives (ADs) are mandatory requirements email: info@caa.govt.nz.
Autogyro
Autogyro aircraft (also known as gyroplanes or gyrocopters) have been
around since the 1920s, but the development of powerful and lightweight
engines has led to growth in numbers of this type.
Photo courtesy of John Milburn
vector November/December 2013 7
Summer Flying
After a winter that was particularly vigorous in many parts
of the country, summer has returned, bringing a different
set of challenges and considerations for aviators.
Seasonal Pilots »» Other wildlife may have decided on a Remember though, that the summer
new home as well. Rats and mice are weather will draw out many other
Seasonal pilots, or fair-weather flyers,
also occasional tenants in idle aircraft, aviators, in all conceivable
whatever you like to call them. These
and may do considerable damage to contraptions. Take particular note of
are the pilots who have given flying
wiring, hoses, and upholstery, in chart symbols for hang gliders,
away for the winter, and are now ready
addition to building nests in hard-to- gliders, and model aircraft, although
to get back into it again. After a long
reach places. these can all be encountered in
break, a certain degree of skill and
»» Possums also can adopt aircraft, and unmarked locations as well.
knowledge ‘rustiness’ is very likely.
one helicopter pilot recalls being Be alert for traffic at all times,
Some things for these pilots to
startled on startup when a possum particularly in the vicinity of parachute
consider are:
appeared from the engine landing areas (PLAs). Not only will
»» The currency of your pilot medical, compartment and scrambled over the there be more intense activity, it may
pilot licence or certificate, and flight top of the canopy. go on for longer with the extended
publications (including charts, and in daylight hours.
All of these considerations point up
some cases, the GPS database).
the need for a diligent preflight If flying during the evening hours, do
»» When you last flew, and how you plan inspection before the first flight of the be aware of the cumulative effects of
to get current again. A dual check is season. That minor oil leak may have fatigue if you have been working at
always a good idea if you haven’t added up to a substantial loss, and the your regular job during the day.
flown for a while. fuel will need a thorough check for
»» The due date of your next biennial water and other contaminants. Top it Warm Temperature
flight review. up with fresh fuel in case it has gone
Warm temperature is one of the
‘stale’. Not a bad idea too, to check
»» The I’M SAFE checklist (available on reasons we like summer, but if not
the maintenance status of the aircraft
the CAA web site or on request from properly managed, heat can be very
(and any emergency equipment), as
info@caa.govt.nz). debilitating. Some cockpits are
some components may be due for
notorious hothouses, so adequate
calendar-time inspections, rather than
And Aircraft in-service time. Better to think about
ventilation and hydration are important.
If your aircraft has been in hibernation these aspects while the aircraft is A useful article on hydration, “Need a
for the winter, think about: idle, rather than having to make short- Drink?”, can be found in the
notice arrangements. November/December 2005 issue of
»» Accumulated dust, dirt and guano.
Vector, available on the CAA web
»» Tyres losing pressure and the battery site under “Publications”.
losing its charge over time. Also, the
Planning for Flight
Still a trap for even experienced pilots Warmth helps the grass grow, and
tyres may have developed flat spots.
is the conversion from NZDT to UTC. what was short grass at a strip last
These will ‘iron out’ with use, even
Double-check your flight planning to week may well be a hazard this week.
though the initial bump-bump-bump
make sure you haven’t converted the Braking action and takeoff roll can be
might be a little disconcerting if you
time wrongly; a simple error could adversely affected by long grass, and
don’t know what’s causing it.
have your day VFR flight arriving at if the grass has gone to seed, be
»» The aircraft may have been home to a aware that grass seeds can find their
your destination after dark.
family of birds, particularly starlings. way just about anywhere, even into
These skilful nest-builders can fill any Refer to the “Summer Traffic Busy carburettors.
open orifice on the aircraft with their Spots” reminder on the back cover of
this issue, as well as NOTAMs and Extended hot weather may turn grass
nesting materials in very short order.
AIP Supplements, for information on brown, and at some affected
Even though the young may have
events with likely high concentrations aerodromes, the boundaries of the
flown the nest, the nests themselves
of aircraft activity. usable runways or vectors may be
will need removing.
hard to distinguish at first glance.
8 vector November/December 2013
Photo ©iStock/cdwheatley
A quick refresher on aircraft Aerodromes near the coast are beneath fair-weather cumulus, and
performance may be in order – refer often affected by sea breezes on the ride can get a little rough.
to the GAP booklets Takeoff and warm days, which can result in For your own and your passengers’
Landing Performance and Helicopter crosswinds in many cases. This is comfort, flying above the cloud level
Performance for more detail, but just another item to consider on your
may be an option depending on the
a couple of tips: currency plan.
height of the tops, controlled
The warmer temperatures don’t airspace considerations, and the
»» Every 1° C increase in temperature
mean that carburettor ice will take amount of cloud cover. What might
will increase density altitude (DA) by
a holiday. It can still catch pilots
120 feet, and every 1 hPa decrease in look like a solid layer ahead might
unawares, particularly on a fine
atmospheric pressure will raise DA by turn out to be only two or three
day with developing cumulus
30 feet. oktas’ cover when you look at the
clouds. Flying close under one of
»» For example, for a sea-level these clouds puts you into air very cloud shadows on the ground.
aerodrome at 25° C and 1003 hPa, close to its dew point, ideal
the density altitude works out to 1500 conditions for carb ice. See the
feet. It’s worth checking those carb ice chart in the GAP booklet This Summer’s Mission
performance charts again if you have Winter Flying. Get out there and enjoy it while it
any doubts about the takeoff distance. You may encounter carb icing lasts – but enjoy it safely!
vector November/December 2013 9
SIGMET Changes
From 14 November 2013, the positional information contained in SIGMET
messages will be given in latitude and longitude coordinates only. For pilots on
domestic operations, however, SIGMETs including geographic references can still
be obtained.
T
he change is due to Amendment 76 to ICAO Annex 3 coordinates into place names for domestic use.
Meteorological Service for International Air
In practice, this means that any NZ FIR SIGMET messages
Navigation, and applies to all States and all flight
transmitted to pilots on domestic operations by air traffic
information regions (FIRs). Previously, Annex 3 provided for
services will have the coordinates translated back to place
the issue of SIGMET applicable to domestic FIRs to relate names for transmission. A similarly translated SIGMET may
the positional information to known geographical points, be available through the MetFlight GA site.
using plain language.
Note that SIGMET applicable to the NZ FIR and transmitted to
aircraft on international operations will have all positional
“The CAA recognises that the change is necessary for
information expressed in latitude and longitude.
operator and airline machine readability for direct use within
flight planning and operations,” says CAA’s Chief More information can be found in the document SIGMET
Meteorological Officer, Peter Lechner. Reference Material on the CAA web site, under
“Meteorology”. The document includes useful tables for
Photo ©istock.com/ olada
“We also recognise that this would impose some interpretive
conversion of coordinates to geographical place names.
difficulties for domestic general aviation and some third-
The web page Changes to New Zealand Meteorological
level airline operations.”
Services – 14 November 2013 in the same location gives
Peter advises that the CAA has worked with Airways and details of additional but minor changes resulting from the
MetService to establish a system to dynamically translate the Annex 3 amendment.
Help Shape New Zealand’s
Airspace and Air Navigation System
Your feedback is invited on the draft National Airspace and Air Navigation Plan,
now available on the CAA web site.
Y
ou now have the chance to help develop a plan to »» Radio will remain the primary communication medium but
modernise our use of airspace and the air navigation data-link (messaging) and satellite phone technology may
system. be expanded.
»» Aeronautical and weather information will be integrated,
The Plan outlines the practical steps we all need to take to
digitised, and ultimately provided direct to the cockpit.
transition to next generation technologies. The benefits will
»» There will be ongoing efficiency improvements in air traffic
be enhanced safety, improved efficiency, and orderly
management.
management of increasing demand.
»» Airspace will be redesigned to reflect the new PBN routes
The proposed changes could affect you, for example:
and surveillance systems. Controlled airspace is likely to
»» The current radar network will reach the end of its life by be simplified and reduced.
2021. ADS-B (Automatic Dependent Surveillance – »» Aerodrome planning will be integrated with the rest of the
Broadcast) is intended to become New Zealand’s main transport system (including land-use management)
surveillance system. Aircraft will need to be equipped through greater collaboration.
appropriately to use airspace covered by ADS-B.
See the draft National Airspace and Air Navigation Plan on the
»» Pilots wishing to take advantage of performance-based CAA web site, www.caa.govt.nz, “National Airspace and Air
navigation (PBN) procedures will need to have approved Navigation Plan”. Consultation closes 3 February 2014, email:
equipment, operating procedures, and training. consultation@caa.govt.nz
10 vector November/December 2013SIDs for ‘Re-start’ Cessnas
The Supplementary Inspection Documents (SIDs) programme is applicable to all
‘Re-start’ (from 1996 onwards) Cessna aircraft. Owners need to be aware that once
the aircraft reach certain hours or calendar periods, these inspections need to be
carried out for the aircraft to remain airworthy.
J
ohn Bushell, Team Leader Airworthiness, says, »» 32-13-02 Main landing gear fittings inspection.
“Maintenance programmes for ‘Re-starts’ were
»» 32-13-03 Main landing gear axle inspection.
initially amended to include ageing aircraft inspection
(SIDs) in July 2012, and are now an integral part of the »» 32-20-01 Nose landing gear and torque link inspection.
maintenance programme. »» 53-12-02 Firewall inspection.
“However, anecdotal evidence from the aviation community »» 53-47-01 Seat rails and seat rails structure corrosion
suggests that some ‘Re-start’ owners are still under the inspection.
impression that these ageing aircraft inspections are not
»» 57-12-01 Wing root rib corrosion inspection.
applicable to their aircraft.
»» 57-51-01 Aileron support structure inspection.
“The individual SID inspection items applicable to each model
need to be listed in the Out of Phase section of the »» 57-53-01 Flap tracks corrosion inspection.
Airworthiness Directives (AD) logbook. Depending on calendar “Some of these inspections would not be any more detailed
time and hours’ time in service, the transition period for the than those required for the regular scheduled inspection for
inspections to be carried out is 31 August 2014,” says John. the particular area. But some will require additional work to
The difference between the ‘Legacy’ (pre-1986) and the ‘Re- gain access,” says John.
start’ series is that the one-off baseline SIDs inspection is not
required for the ‘Re-starts’. When the ‘Re-starts’ come up to For a 2013 Cessna 172S
their hours or calendar periods (whichever is sooner), the On the other hand, a 2013 Cessna 172S with nil hours on
inspection of the specific part or component is done on a issue of a New Zealand Airworthiness Certificate, will have
when-required basis, not as an overall aircraft inspection. the individual SID inspections identified and listed in the Out
Here are two examples to illustrate the ‘Re-start’ SIDs of Phase section of the AD logbook. These inspections are
requirements: then required to be carried out at the periods listed in the
individual SID document.
For a 2004 Cessna 172S
A Cessna 172S manufactured in January 2004 has 21 SIDs More Information
applicable to it. If the aircraft has accumulated a total time of, Contact John Bushell, Team Leader Airworthiness,
say, 4000 hours, it would need the following SID inspections to John.Bushell@caa.govt.nz.
be carried out by 31 August 2014: Rule 91.603 General maintenance requirements, on the
»» 27-30-01 Elevator trim pulley bracket and actuator CAA web site, www.caa.govt.nz, “Rules”. Cessna web site,
inspection. www.cessna.com.
vector November/December 2013 11Airspace Review Plan
The 2014 to 2016 Airspace Review Plan is now under way. The review looks
at New Zealand domestic airspace. As an airspace user, it is your chance to
have your say.
The Review Aims To airspace across New Zealand, for From this it was seen that:
Simplify Airspace example low flying zones and danger »» Control Areas (CTA) would need
areas. Special use airspace requests minimal review, mainly to do with PBN.
The CAA objectives for the review are to: also led to a ‘bolt-on’ solution that
has, over time, resulted in complex »» Control Zones (CTR) are mostly
»» De-clutter, simplify and clarify
and cluttered airspace. This means dated and need amending. A full
airspace;
continuous change and can get review is required especially VFR
»» Take a regional approach to airspace transit lanes and General Aviation
confusing for ATC and pilots.
review and change; Areas (GAA).
“For the 2014 to 2016 airspace
»» Reduce confusion in some airspace review period, it is intended to take a »» Uncontrolled and special use
areas to improve safety; good look at the country divided up airspace (SUA) was found to be
»» Address identified ‘hotspots’ of into regions. This will allow for all complex and cluttered and will
local participants to be a part of the require a full review.
airspace incidents or occurrences;
consultation process. We look »» CTR and SUA airspace reviews and
»» Involve stakeholders to ensure all
forward to getting a valuable consultation will involve CAA,
issues are assessed;
overview of all airspace in each Airways, aerodrome operators, user
»» Take a long term strategic approach particular region,” says Paula. groups, military users, and all
to airspace so changes are less airspace users.
The review coincides with performance
frequent.
based navigation (PBN) procedures Based on the assessment, geographical
being progressively introduced at areas of priority and focus are made. The
New Zealand has a diverse aviation controlled aerodromes over the next visual navigation charts (VNC), 1:250 000
system that requires many different few years. Control zones and control
series, have been used to set the
airspace considerations. When areas may need to be re-designed to
paragliders and jumbo jets operate in boundaries.
protect the new IFR flight paths.
the same areas, the competition for
The PBN system in the southern
limited domestic airspace increases.
region, south of Christchurch, was Setting the Priority
Changes need to be made.
completed in 2012. Controlled and Focus
These changes could affect your airspace was re-designed to protect
operation. We need to hear from all new instrument flight paths. (Read Auckland
operators, including sport aviation more about PBN procedures in Vector, The Auckland region was given the
groups, air transport operators, flight November/December 2012). highest priority for review due to the
training organisations, and aerodrome The review will look closely at any pressures on the airspace, especially
operators. changes to make sure they work now the control zone.
This is your chance to have a say about and in the future. This will reduce the The Auckland airspace is that shown
changing airspace. need for continuous change of charts on VNC C3, excluding the Bay of
and publications during the period. Plenty. Also excluding aerodromes at
We’re Taking a Tauranga, Matamata, and Hamilton.
Regional View How We Assess Airspace This region’s review is well under way.
The CAA identify areas of concern to help The CAA produced a consultation
This is the first time we have reviewed
set up the priority list for the review plan. paper in September 2013. The closing
airspace region by region.
This process looks at airspace based on: date for all submissions was
Paula Moore, CAA Aeronautical Services 29 November 2013.
»» Airspace related incidents;
Officer, is the contact for the review, and
»» Volume of aircraft; Consultation will be completed by
explains some of the issues involved.
April 2014.
“In the past, airspace reviews »» Complexity of airspace;
concentrated on particular types of »» Type of air traffic mix.
12 vector November/December 2013Hamilton Meetings to discuss the Auckland
Hamilton Control Zone is the second region submissions will be held at 1800
region to undergo review. The focus is hours on Monday 9 December 2013 at
on intensive flight training operations the Auckland Aero Club, and 1800
issues in the CTR. Consultation hours on Tuesday 10 December 2013 at
started in October 2013. The closing the North Shore Aero Club.
date for submissions is Friday 20 Your views, comments, suggestions
December 2013. and operational requirements are C1
Other areas begin their review process important to the overall plan and the
in May 2015 and completion is scheduled shape of airspace in your region.
for April 2016.
More Information
Consultation and Review If you have any questions regarding C3
the review process, please
When each region is reviewed, all
contact Aeronautical Services Officer –
identified stakeholder organisations
Airspace, Paula Moore, email:
including aerodrome operators and
Paula.Moore@caa.govt.nz.
aerodrome/airspace user groups, will
receive a review document.
You can see the Airspace Review Plan C5
The review document will be published on the CAA web site, www.caa.govt.nz,
on the CAA web site and will be sent to “Airspace”. C6
CAA email notification subscribers to
Parts 61, 71 and 91.
This is your time to make comment and
suggestions for airspace use and to
request any airspace changes.
When the consultation is completed,
and all proposals and requests have
been received, the CAA will conduct a C4
C9
meeting in each region.
C2
C12 C7
C10
C13
C14
C8
C11 vector November/December 2013 13VFR Transit Lanes –
Avoid the Traps
We investigate some VFR transit lane incidents.
V
FR transit lanes are created for your benefit – they help using one, focus on aviating – keep your eyes out the window
you fly through controlled airspace without a clearance. and look out for aircraft leaving and entering controlled airspace,
They make your job as a pilot easier, but don’t let that particularly near visual reporting points.
make you complacent. When flying over any congested area (city, town, or settlement),
VFR transit lanes change portions of controlled airspace during you must remain at least 1000 feet above the surface (rule
daylight hours to Class G. This allows transiting VFR aircraft to 91.311). The CAA receives complaints about low flying aircraft
operate in airspace not normally used by IFR aircraft without that exit transit lanes, and then fly over residential areas at less
obtaining a clearance first. than 1000 feet.
We identified some incidents and talked to a few of the pilots VFR transit lanes can be used only in daylight hours.
involved, but first, here’s some general advice. For Daylight Tables, see AIP New Zealand, GEN 2.7, available
on the AIP web site, www.aip.net.nz.
Pay Attention and Plan Planning with the Right Chart
At the start of any flight, always plan using the Visual Navigation
Plan your flight using the orange (1:125 000) or green (1:250
Charts (VNCs). Make a note of the transit lane altitude,
000) VNCs, says Carlton Campbell, CAA Standards
frequency, (if applicable), and any landmarks you can use to
Development and Training Officer.
help you determine where the airspace boundaries lie.
“The navigation charts have different colour titling to help
Where there is a recommended transit lane frequency, this will
indicate their mapping scale. The larger scale blue (1:500 000)
be shown on the VNCs (see example below).
and yellow (1:1 000 000) charts omit some airspace details
When planning, make sure you identify the hazards associated relating to VFR transit lanes, in order to reduce clutter. Some
with entering and leaving a transit lane (see the West Melton pilots use only the larger scale planning charts when flying,
example). then get themselves into trouble,” says Carlton.
VFR transit lanes create a natural choke point for aircraft. When The following three locations deserve further attention.
Near Misses at West Melton
Airspace Occurrence – Near Miss
An unknown aircraft transited West Melton airspace at
circuit height and without radio calls. Another aircraft
operating in the circuit needed to take avoiding action.
West Melton airfield is bordered by two VFR transit lanes:
T856 and T858. These transit lanes extend from the surface to
1000 feet.
We’ve reported a few near misses in recent times,” said Jay
Peters, Chief Flying Instructor at Canterbury Aero Club.
“Pilots transiting the area need to be better prepared, because
unless attitudes change, accidents will happen.
“West Melton has a 1100-foot circuit altitude (795 feet
above ground level). The transit lanes and danger areas
This example from VNC C2 shows the recommended T354 frequency 124.1 that surround it tend to funnel traffic right through the
MHz (this is the Feilding aerodrome and CFZ frequency). Note the change to circuit. Pilots come charging through the downwind and
122.6 MHz in the Manawatu CFZ to the south of T354. base leg,” says Jay.
14 vector November/December 2013This section of VNC C13 shows the West Melton MBZ and the two transit lanes either side. There is a tendency for pilots to fly through
the circuit at West Melton - see the article for advice.
Transmit when Transiting suggest that pilots transiting the area give the airfield a wide
“It’s basic stuff – pilots should not enter West Melton MBZ berth where possible. The easiest way to transit Christchurch
unless intending to join overhead. Joining traffic should airspace from the north or south is to track east or west of
make a standard overhead join and must communicate on the CTR. Caution the high volumes of training traffic in the
119.2 MHz. adjoining common frequency zone,” says Jay.
“Many pilots are either unprepared, or on the wrong
frequency. They tend to be listening out on the Christchurch
Busting Airspace at Wellington
tower frequency, or ATIS, to determine the Christchurch
Controlled Airspace Infringement – January 2013
runway in use and the corresponding VFR arrival and departure
procedures. Pre-flight preparation can save a lot of paperwork. An aircraft entered controlled airspace without a clearance,
tracking above transit lane T656 at 2500 feet.
“West Melton operations have intensified recently so I
Continued over »
This section of VNC C2 shows the transit lane in the Wellington CTR. T656 is surface to 1500 feet and pilots often fly above that without clearance.
vector November/December 2013 15The pilot said: unfamiliar airspace. I had a lot on my mind.
“I did all my preflight planning on the “My advice to other pilots: use a sticky Airspace
green VNC. I knew the transit lane altitude note on the chart, or make a special
restriction was there. reminder. This will keep you from
Changes at
“However, when I was flying, I used the forgetting the transit lane altitude when Dunedin
blue chart that has a larger scale. These you get busy.”
don’t depict the Wellington transit lane Heads up – Dunedin’s Taieri
altitude, so I just assumed that the transit Transit Lane Dimensions VFR Transit Lane T957 has
lane upper altitude limit was the same as been extended. These
The Wellington VFR transit lane T656
changes are reflected in the
the control zone – 2500 feet.” wraps around the top of the control zone
latest VNCs, effective 14
and extends from the surface to 1500 feet.
November 2013.
Controlled Airspace Infringement – Before reaching T656, you must either
Paula Moore, CAA
March 2013 descend, or receive a clearance from
Aeronautical Services Officer,
Wellington tower to enter controlled
Aircraft entered controlled airspace without says the changes to T957 were
a clearance, tracking above the upper limit airspace. This will keep you clear of any
made as the result of a request
of transit lane T656 at 2100 feet. IFR traffic on approach for runway 16
submitted by the Taieri
(Inbound aircraft on a visual approach are
The pilot said: airspace user group. These
cleared as low as 2000 feet).
changes will reduce
“I forgot about the transit lane altitude
congestion in the area.
requirement. Use the Right Frequency
“This extension widens the
“During the previous Cook Strait crossing, When using T656, you should be on the
corridor around Mount Hyde.
I’d transited at 1000 feet due to cloud FISCOM frequency 121.3 MHz, with your
It also gives Taieri circuit traffic
and this left me apprehensive when secondary frequency tuned to Wellington
more space,” says Paula.
crossing for a second time. This was also Tower – 118.8 MHz.
VFR transit lanes are depicted like this on the
VNCs (also used for General Aviation Areas).
This section of VNC C8 shows the new boundaries for the T957 transit lane. The new charts were effective 14 November 2013.
16 vector November/December 2013Keep Out of
Restricted Areas
Restricted areas of airspace mean just that. Unless you are authorised
to enter these areas, stay out.
C
ontrolled airspace and special Recent Restricted Airspace Information
use airspace are designated by
the Director of Civil Aviation
Area Bust and Flight Preparation
under Part 71 for safety reasons. Recently, a temporary restricted area Before any flight, a pilot should check
Special use airspace includes was approved for the demonstration, the AIP Supplements and NOTAMs. Of
permanent or temporary Restricted in a working environment, of a course, this will be combined with
Areas (RAs). sophisticated RPAS (Remotely Piloted weather and route information as part
Aerial System). The event was held of planning for a safe flight.
Most permanent Restricted Areas are
over a five-day period in busy and
conservation sites of importance to
complex airspace. Apart from alerting you to Restricted
New Zealand’s wildlife, such as the
Areas, the AIP Supplements and
Royal Albatross colony at Taiaroa on the As well as applying for special use
NOTAMs will alert you to other Special
Otago Peninsula. airspace, the operator made sure that
local operators and the nearby Use Airspace, such as Danger Areas
Temporary RAs are put in place in the and Military Operating Areas.
UNICOM staff were briefed on the
interests of aviation safety or security, or
Temporary RA.
in the public interest. Although aircraft are not prohibited
During that time, at least one aircraft from operating within a Restricted Area,
For example, the airshow season is
entered the Restricted Area without the pilot must have prior approval of the
about to start. Temporary RAs will be
authorisation. Observers thought that designated ‘administering authority’ –
established for a number of events to
several of these busts occurred during in our example, this was the operator of
separate display aircraft from other
the five-day period. the RPAS.
aircraft at certain times.
Restricted Area Finding Airspace
[NZ R...] Information
»» You can download the AIP
Supplements for free from the AIP
web site, www.aip.net.nz.
»» For NOTAMs, log onto Airways’
IFIS web site, www.ifis.airways.co.nz.
» » See AIP New Zealand, Vol. 1, ENR
5.1 for details of permanent
Special Use Airspace, including
Restricted Areas.
»» You can get a free New Zealand
Airspace poster and booklet of
the same title by emailing:
info@caa.govt.nz.
Enter only after authorisation from the administering authority.
vector November/December 2013 17Low-g Effects
– A New Perspective
By Simon Spencer-Bower, QSM
Low-g mast bumping is a subject that tends to
send shivers up the spine of many a helicopter
pilot, probably because it is not fully understood.
The Robinson Helicopter Company’s (RHC) very
robust low-g education programme, run through
their Safety Courses over many years, has gone
a long way to eliminating low-g accidents. From
time to time, however, the odd low-g accident
Simon Spencer-Bower
still seems to occur.
T
he intention of this article is to their Robinson Safety Awareness fuselage just fell to the ground. Other,
assist pilots to understand the training. Due to the lack of any technical less than ‘classic’ accidents also
low-g phenomenon and to material involving low-g conditions and occurred where the mast was bumped
make them realize that the subject is mast bumping, RHC also set about but not completely severed.
not as complicated as they probably investigating the phenomenon. They However, with the passage of time,
first thought. instrumented an R22 with a recording more and more has been learnt about
Importantly, it also informs pilots about oscillograph with control position the subject and some of the information
a new recovery technique variation that indicators to record torque on the main in the US Army film is now considered
is probably more instinctive than the rotor, the flapping angles of the incorrect. Nevertheless, there still
current ‘standard’ recovery method, retreating blade, the movement of all appears to be a lot of unhealthy attitudes
and targets the causes of the problem controls, the times of control movement and fears associated with low g, probably
rather than dealing with the symptoms. in hundredths of a second, and a perpetuated by misinterpretation,
number of other parameters. They then hearsay, and ‘Chinese whispers’. There
attempted to measure the effects of
History and Research various control inputs during entry to
is even some completely false
information published in a well-known
Very little was known about the low-g less than 1-g situations, the effect of helicopter textbook, which says
phenomenon in the early days of different control inputs in the low-g something along the lines of, “on
helicopter operations, and no environment, and the effect of all entering autorotation, do not lower the
information was available in any of the control movements on the right roll, all
helicopter theory books available at the at varying power settings and airspeeds
time. It appears that the US Armed up to Vne (never-exceed speed) at
Forces were among the first to identify maximum power.
it after they began experiencing low-g
Using the information gathered, the
mast bumping during some helicopter
RHC engineers were able to calculate
operations.
potential roll rates of up to 100 degrees
After 268 mast-bumping accidents, the per second in the worst of conditions; a
US Army went on a massive pilot very quick roll rate!
information programme for their pilots
The first Robinson R22 mast-bumping
and largely eliminated it from their
accident happened in 1983. It was a
operations. They also made a training
‘classic’, in that the mast was completely
film on the subject, which has been
severed, with the intact rotor system
seen by many of today’s pilots during
flying off in one direction while the
18 vector November/December 2013A Robinson R22 helicopter in normal flight.
collective too quickly, as this will cause a the pilot begins to raise the collective, opposed to zero g), the horizontal tail
catastrophic low-g rollover situation”. the cyclic begins to become effective rotor thrust component is still present,
as the disc becomes loaded. So, if the but the cyclic will now have a limited
Improving on the disc is ‘half loaded’, it will be half as amount of control because the main
effective as when fully loaded. rotor disc is partially loaded.
‘Standard Method’ Likewise, for a helicopter in flight, if the
During the course of many years of It is this knowledge that forms the basis
pilot were to bunt forward to the point
instructing I have come to the opinion of the current recovery technique, in
of being partially loaded, (low g) the
that the ‘standard’ published low-g which pilots are advised to apply aft
cyclic would be half as effective as at
recovery method of gently applying aft cyclic to ‘reload’ the disc so that the
normal 1-g flight.
cyclic becomes more effective, and
cyclic to load the disc before applying
Anti-torque in a helicopter is provided they can then control the roll.
lateral cyclic is counter-instinctive, and
by the tail rotor, and the more power in
could be improved on and explained a However, as we have explained, cyclic
use, the more anti-torque required. The
lot better. Let’s look at the reasons why control is nil at zero g, it can be seen
thrust of the tail rotor is the reason the
developing this new, more intuitive, that the closer the helicopter gets to
helicopter drifts in the opposite direction
technique is beneficial. zero g, the less effective the cyclic
to this thrust (tail rotor drift). This is
becomes until, at zero g, attempting to
When a helicopter is sitting on the most noticeable in the hover, but is also
‘reload’ the disc, (the current method)
ground at full operating RPM with present in all flight situations when
will not work at all.
collective completely down, ie, no power is being produced. Helicopter
pitch, and the cyclic is moved, the disc manufacturers usually build in methods
moves in the direction of the cyclic to compensate for this drift, and the Controlling vs
input but the helicopter will not respond. pilot will also control it with the cyclic. Eliminating Roll
This is because the disc is not ‘loaded’. In flight, if a helicopter reaches a Up to this point we have talked about
In other words, the disc doesn’t have condition of zero g with power on, the controlling the roll. Now let’s talk
any weight hanging from it. To achieve horizontal thrust component of the tail about reducing or eliminating the roll –
this same unloaded disc condition in rotor is still present. As we have already by removing tail rotor thrust. If the tail
flight, the helicopter would have to be discussed, the cyclic is ineffective at rotor thrust is removed, then the
bunted forward hard enough to the zero g and so cannot counteract any roll helicopter will not roll because no
point that the helicopter became resulting from that horizontal thrust. horizontal thrust is being produced.
weightless. This situation is known as Therefore, the helicopter will continue Therefore, if the collective is lowered,
zero g. If this were done, movement of to roll in the direction of the tail rotor power will be reduced, reducing tail
the cyclic would have no effect on the thrust (to the right in a counter- rotor thrust – and the associated roll
helicopter at all, just as in the case clockwise rotating main rotor) tendency. If you take this technique to
when it was sitting on the ground as regardless of what the pilot does with its logical conclusion, lowering the
described above. the cyclic.
Going back to the ground situation, as However, in a low-g situation (as Continued over »
vector November/December 2013 19Photo: ©istockphoto.com/HeliRy
A typical two-bladed teetering rotor, as used on the Bell 206 series.
collective completely and entering will stall in 1.1 seconds if the collective Raising the collective will in fact make
autorotation will completely remove all is not lowered. A lot of pilots interpret the situation worse and cause even
tail rotor thrust. this as meaning they have 1.1 seconds more rapid roll because more tail rotor
to lower the collective. This is not thrust is being produced.
A normal conservative cruise manifold
correct, because once the rotor has So this begs the question: why not
pressure (MAP) setting in the R22 is
stalled on a helicopter, recovery is use the technique of lowering
the 20 to 23” range. This power
impossible. This means that in reality, collective and even entering
setting should be considered ‘high’,
the collective has to be lowered within autorotation as the recovery method
with 20” considered a good
about 0.5 seconds in order to be able for low-g and especially for
demarcation between high and low
to maintain rotor RPM within zero-g situations, as the only
power. The R22 flight manual advises
recoverable limits. Lowering the technique that will work at zero g?
pilots to slow down to an IAS between
collective this fast will result in a low-g
60 knots and 0.7 Vne (about 70 knots) Some advocates of the current
sensation, but it should now be
when encountering turbulence. The recovery technique of applying aft
understood that this is not a problem,
reason for this is that the power cyclic and then left cyclic argue that
as no tail rotor thrust is being
setting for this speed in the R22 is this current technique is more
produced. This makes a mockery of
typically 17 to 18” MAP (and even instinctive. I disagree. A good example
the statement in the well-known
lower in the R44). This power setting of this was when RHC inserted the
helicopter book mentioned earlier, that
is ‘low’ (below 20” MAP) and therefore low-g recognition and recovery
cautions pilots not to lower the
produces low tail rotor thrust, thereby manoeuvre into their Safety Course,
collective too rapidly.
reducing any roll tendency in the event which at the time was conducted only
of a low-g situation being encountered for flight instructors. After providing
Making it Worse two days of ground instruction which
during turbulence. Robinson also
states that there is no need to be If we are discussing low-g recovery, the included a wealth of information on
concerned about low g when lowering phrase “the pilot must reload the disc” low-g mast bumping, showing the
has been misinterpreted and Army film, and demonstrating a
the collective rapidly when entering
misunderstood to the point that it could number of various low-g recovery
autorotation. This is quite correct for
possibly have contributed to some techniques in the flight portion of the
the reasons explained above, because
low-g accidents. For example, some course, the RHC instructors charted
with no power, there will be no roll.
instructors and flight schools have the first movement attendees made in
actually taught students to raise the response to the right roll. In 80 per
Reaction Time collective on encountering low g, in the cent of cases (and this was with
In the R22, RHC states that in the mistaken belief that this will reload the instructors who knew what to expect,
event of a power loss at maximum main rotor disc and give them the cyclic not low-time pilots) the first movement
continuous power, the rotor system control needed to counteract the roll. of the cyclic was to the left. When the
20 vector November/December 2013You can also read
