< PreviousKiwiFlyer Magazine Issue 56 10 Healthy Bastards Bush Pilot Champs pushing his Healthy Bastards message, so the name fell into place pretty quickly after that. When Dave gets an idea in his head, he’s like a dog with a bone. You might as well not try and change his mind. Those of you that know Dave well, will know how bloody stubborn, and passionate he is about his ‘Healthy Bastards’ message. Sometimes (in fact most times) when I watch his YouTube videos I question why did we ever get involved with this mad man, but you can’t deny the good he’s doing in pushing this message. In fact he has become a real good mate over the years, and if this competition helps get the message of men’s health out there, then it’s a great thing for all of us. What it really needs is for us guys to take note of his core message, and start looking after ourselves a bit better. Old-fashioned skills As one of the key instigators of the Healthy Bastards Bush Pilot Champs, what am I personally hoping to achieve from the event? In a nutshell, it would be to encourage old-fashioned flying skills that are so often not taught in flight training these days. As Willie and I gained our off airport STOL skills over the years, a few things began to stand out as key factors in many aircraft take-off and landing accidents. 1. Speed on approach. Many pilots come in way too fast. 2. Stabilised approach. Many approaches are not stabilised before landing. 3. Nominate a touch down point. Many pilots seem happy to float half or two thirds down the runway (because they are going too fast). Go around points often are not decided in advance, or well executed. A quick survey of the accidents in Vector on nearly any given month will confirm this: “The aircraft got a gust on short finals, and touched down too far into the strip, ending up in the ditch at the far end”. “The grass was wetter than the pilot expected, and along with the excessive touchdown speed, caused the aircraft to come to a stop in the fence at the end of the strip”. Sound familiar? It always amuses me how these accidents are written up to make it sound like the result was a foregone conclusion that the pilot had no control over. [Ed: I’ve always assumed the authors just had a very dry sense of self-deprecating humour, Chris Anderson in Zenair CH701 ZK-TIA but in most cases it’s likely that Craig’s point is exactly right.] As instructors, watching many, many such incidents at Omaka over the years (several ending up in bent metal) was so frustrating. We decided to try and do something, and what better way to encourage good flying techniques than to take the tiger by the tail and organise a competition where the whole aim is to land on a nominated touchdown point. I know it’s called a short take off and landing competition, but it’s not actually about short take- offs or landings at all. It’s about flying a beautiful stable approach, and touching down within a few metres of the line. What really gets my juices running each year at Healthy Bastards is to see young, low time pilots flying as good (or in many cases better) as those with tens of thousands of hours. It can be in a Tomahawk, Cherokee, 172, or a Cub. It doesn’t matter. It’s the execution that is the important thing, and that is what we are trying to achieve with this. I heard many comments this year that the standard of flying was simply outstanding. And it was. I don’t think anyone touched down more than 20 metres from the line on any landing! That is incredible, and it just goes to show that it’s not that difficult. It just needs pilots to chose to do it, and then fly the aircraft accordingly. So to come back to the title of this essay, I really do think that the Healthy Bastards Bush Pilot Champs is a great marriage. I hope it serves to sell the messages of a) staying healthy, and b) flying safe. And as an added bonus, it is always an awesome, fun day, shared with a good bunch of like-minded healthy bastards! Book a weekend in Omaka and start practising now for the Healthy Bastards Bush Flying Champs in February 2019. Craig Anderson “It always amuses me how these accidents are written up to make it sound like the result was a foregone conclusion that the pilot had no control over.” Scott Madsen in PA18 Super Cub ZK-BKN Bruce Coulter in PA18 Super Cub ZK-BTX Willie Sage in Maule M-6-235 ZK-MTP John Richards in Rans S6 ZK-LSW F KKiwiFlyer Magazine Issue 56 12 Healthy Bastards Bush Pilot Champs Healthy Bastards Bush Pilot Champs 2018 Results Precision Landing Competition 1 Innes Bint ZK-BVJ PA18A 0.3m 2 Russell Young ZK-SNE PA28-180 0.5m 3= Deane Philip ZK-JUG CH701 0.6m 3= Chris Anderson ZK-TIA CH701 0.6m Short Take-Off and Landing Competitions Take-off Land STOL Microlight Category (<1325 lb) 1 Deane Philip ZK-JUG CH701 12.6m 14.9m 2 Chris Anderson ZK-TIA CH701 12.4m 27.7m 3 John Richards ZK-LSW Rans S6 31.4m 4.8m STOL Light Touring Category (1326-2550 lb) 1 Scott Madsen ZK-BKN PA18 30.7m 36.2m 2 Bruce Coulter ZK-BTX PA18 32.6m 38.7m 3 Jim Benbow ZK-JLB PA18 31.8m 49.0m STOL Heavy Touring Category (>2550 lb) 1 Willie Sage ZK-MTP M-6-235 34.1m 54.2m 2 Nigel Griffith ZK-CES C185F 41.1m 64.4m 3 Richard Coop ZK-RWC C180B 68.8m 58.2m Richard Coop in Cessna 180B ZK-RWC Nigel Griffith in Cessna 185F ZK-CES13 2018 #1 A very broad mix of pilots competed at this year’s ‘Healthy Bastards’. At either end of the experience spectrum were Hamish Sullivan with just 36 hours proudly entered in his logbook, and Noel Kruse who can wave the question away with 18000 plus. Hamish Sullivan Hamish is 18 years of age and started flying less than a year ago in March 2017. At competition time there were 36 hours entered in his logbook. Hamish competed in Piper Pacer ZK-PAL. Aviation is in Hamish’s blood. He was brought up around aircraft and has enjoyed many hours in his Dad’s 185. Hamish learnt from scratch in the Piper Pacer (taught by Bernard Kennelly), and aims to complete his PPL, CPL, and then work towards an airline career hopefully with Air New Zealand. Hamish works at McVicars Timber Mill, and is also studying for a Bachelor of Aviation Management at Massey University’s School of Aviation via correspondence. Noel Kruse Competing in Piel Emeraede ZK-CBP and at the other end of the aviation spectrum to Hamish, was Noel Kruse, aged 74 and with 18000+ hours in his logbook. Noel started flying at age 17 in 1961, gaining his PPL at 18. He was then accepted by the RAAF where he was “taught to fly”. At age 19 years 11 months Noel was certified to fly the Avon Sabre, becoming ‘AA elite’. He was one of very few ‘supersonic teenagers’. Over the next few years Noel flew fighter jets, was a test pilot, combat instructor, and then “progressed” onto the de Havilland Caribou where he flew low in the trees for the next six years. At age 39 he quit the Air Force and started an aerobatic flying school which he ran for the next 22 years based out of Bankstown. In 2006 Noel moved to New Zealand and took up an offer to be Chief Test Pilot for Alpha Aviation, flight testing the Alpha 2000 (Robin) aircraft. Noel has retired now, spending several months of the year flying recreationally out of Omaka, and the remainder of the year overseas. His favourite aircraft: Unsurprisingly, the Avon Sabre. 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Save cleaning time: Nothing Sticks but the Shine !KiwiFlyer Magazine Issue 56 14 Craig Anderson’s Piper Pacer at Middlehurst Station, Upper Awatere Valley, Marlborough. When Craig Anderson was helping us put the preceding Bush Pilot Champs content together, he mentioned that he wrote some notes on ‘Mastering the Stabilised Approach’ a few years back and might it be of interest to readers ? We didn’t have to read very far into Craig’s essay to be certain that it would be. I’m reminded of something a wise instructor told me when I was training: “Make every landing the best one you’ve ever done.” As Craig points out, that best-ever landing will largely be determined by the approach you have made. contributed by Craig Anderson Airstrip Flying 101 Mastering the Stabilised Approach If I had a dollar for every budding bush-pilot who has come up to me over the years wanting training on how to do airstrip landings, I still wouldn’t be rich, but I certainly would have a few more dollars in my pocket than I have now. What I always tell them, is that in most aspects, an airstrip or off airport landing should be no different than any other landing you make at a ‘normal’ airport. Many budding ‘airstrip’ students seem to think that they should land using one method at their home airport, and then expect to Contact David: 027 222 0872 avionicscanterbury@clear.net.nz www.avionicscanterbury.co.nz Fully mobile avionics service catering for customers throughout Canterbury and the South Island. Biennial Avionics Inspections. Installation certification and service of installed avionics equipment. Full aircraft wiring installations for all light GA, homebuilt, experimental and microlight aircraft. Fault diagnosis and rectification. ELT Battery changes for both Artex and Kannad brand ELTs. at Your Place15 2018 #1 Bush Flying Feature be taught something different, revolutionary, and exciting when they sign up for an airstrip flying course. There is often a flicker of disappointment in their eyes when they are told that there is no magic involved, and no new amazingly skilful techniques to master – if they fly well and have been trained properly, any competent PPL or CPL should have no problems flying in and out of a farmers airstrip or paddock (assuming the length and surface conditions etc. are ok). Of course, I am not saying there is nothing new to learn, and no additional traps for the unwary bush-pilot to fall into. There is plenty to catch you out! My point however is that the method of flying, of landing, of taking off, shouldn’t be any different, and in many cases it really is a matter of going right back to basics to learn the fundamentals properly, and ingrain them into your flying psyche. For example: An airline pilot makes his approach down an ILS at an international airport on a 3 degree glidepath, and expects to see a certain ‘picture’ out of the cockpit window. A GA pilot in his 172 should be doing the same thing and should see the same picture. A bush-pilot in his souped up Piper Pacer landing on a mountain strip should be no different. The main errors I see nearly every day that typical pilots (students/PPLs/CPLs/instructors alike) make are: 1. Approach not stabilised • Approaching too fast • Too high or too low on approach 2. Not flying in trim at ALL times 3. Not picking a fixed touchdown point 4. Not going around if touching down too far into the runway By far the most common fault without a doubt I would say would be approaching way too fast. The consequences of too fast an approach are: • You are constantly fighting against the aircraft to get down. • If you get too high you are left with very few options for losing height apart from shoving the nose down further – which only has the effect of increasing speed more, and you are then really just along for the ride. • It is near on impossible to touch down at a nominated point. The number of pilots I hear complaining that their aircraft has a horrible tendency to “float” on landing astounds me. There is only one reason an aircraft floats on landing, and that is simply that it is going too fast. My Cessna 172 has a published stall speed with full flap of around 40 knots. An approach speed of 1.3 Vs works out to be 52 knots. Why is it then that 75% of pilots make their approach at 65 or 70 or even 75 knots? Of course it is going to float, and of course you are going to touch down half way into the strip, and of course if the grass is wet and there is a little tailwind and the stars don’t all quite align you are going to go through the fence at the end! It isn’t rocket science. “To summarise, you can see that the first step to becoming a bush-pilot legend is to master the basics of the Stabilised Approach. It’s not hard.” Aviation Safety Supplies Ltd. P: 07 5430075 or 027 280 6549 E: Integra@aviationsafety.co.nz Stay Safe in the Skies with the world’s most innovative, resilient and reliable ELT Kannad Integra l The only ELT with back-up antenna that optimises signal transmission l Embedded GPS receiver ensures location accuracy l Industry’s longest warranty - 10 years www.aviationsafety.co.nz Internal 406MHz Antenna GPS Module NEW LOWER PRICE ! Ready to build kits | Factory built aircraft options | 2018 manufactured kits arriving in March | Kits, spare parts and full support in New Zealand Contact your NZ Savannah Agent Philip Seale at Westwind Aviation P: 021 747 494 or philipseale@xtra.co.nz www.savannahnz.com ICP Savannah SKiwiFlyer Magazine Issue 56 16 Airstrip Flying 101 Nail that Speed. So we have established you must approach at the correct speed, which is a lot slower than many pilots typically fly. I find that many pilots have an irrational fear of slow flight. That is not always in itself a bad thing as it is merely self- preservation instincts kicking in, but if you can fly a nice tidy trimmed approach at 1.3 Vs you should not be scared of what the ASI is showing. Go and do a few stalls, and look at where the nose is pointing when the wing finally gives up… it is pointed well and truly UP. On approach, at 1.3 Vs I can assure you the nose will not be pointing up, and the aircraft is also descending, which means you are not holding power and ‘G’, therefore there is very little to no chance of stalling. One great little trick I was taught very early on when learning to fly the Pacer is to take note of the angle of the bottom of the wing. This is easier to do in a high wing aircraft, but still works amazingly in any aircraft type. The trick is to keep the bottom of the wing horizontal in all aspects of flight – in cruise; downwind; base leg; and finals. On approach, if you continually trim the aircraft so that the bottom of the wing is horizontal at all flap settings, you will magically find that the speed will be perfect at all times. You will never need to look at the ASI again! An exception to this rule is when in the flare to land. As you are flaring a nose wheel aircraft, or a taildragger into a three point landing, obviously the rule does not apply as the nose will be pointing higher. This is the one situation when you are actually trying to stall the aircraft onto the ground. So as you continue the approach onto finals and apply full flap, you will need to trim back more, but if the bottom of the wing is kept horizontal, the speed will decrease with each increase in flap (more drag). Now, here is the bonus with this trick that many pilots don’t realise. Because your speed is now lower than you might be used to, more power is needed to maintain the approach profile. This is a good thing. Holding a little more power gives you, the pilot, control. If you get a little high, all you do is reduce power. If you get a little low, increase the power a little (20-30 rpm is often plenty). The critical thing is to keep the nose attitude the same right throughout the approach. It is the nose attitude that sets your airspeed. The nose attitude is non- negotiable. Use power to control your descent profile. So, next time you see an aircraft on finals with the nose pointing down and with the wind whistling past the wings at about 75 knots, watch the touchdown closely. I guarantee it will be a ‘floater’. You can’t land a plane when the wing still wants to fly. You are fighting the laws of physics, and nature always wins :-). See that Trim Wheel? Use it. It’s there to make your life easy! Some pilots use the elevator trim rarely. Others use it sometimes. Good pilots are fiddling with the bloody thing all the time. Watch a good pilot’s hand on the control yoke. He will be holding it lightly with only two or three fingers. He can do this, because he is keeping the elevator in trim constantly. It gives him time to focus on other more important things without having to actually worry about flying the plane all the time. Anything that will upset the natural balance of the aircraft needs a corresponding trim change… any change in throttle setting; flap changes etc. It’s there to make life easy for you. Don’t forget to use it – often! Pick a Touchdown Point, and stick to it. Airline pilots are trained to touch down on the 1000ft markers every time. Bush- pilots by necessity must touch down at the correct point or they will likely career though the ditch at the end of the strip. Why is it that many GA pilots feel that touching down on the line every time is not an important consideration? It’s not that they don’t have the skill – of course they have the skill – it’s not very difficult! I’m sure the answer is a) that most times they can get away with it at the local airfield, and b) that the training establishments don’t make an issue of it. A while back I watched a Cessna 172 touch down at Omaka well past the half way mark. After taxiing to the fuel pumps, out climbed the student - and a very experienced instructor. When I queried why they landed so long, the answer was that the student had only done a few hours in the 172, and was still getting used to it. I bit my tongue at the time, but letting this behaviour go unchecked is like letting your kids get away with pinching biccies out of the cookie jar. It will only 17 2018 #1 Riverbed landing, Marlborough. Gavin Conroy image develop into worse habits, and one day the student will end up tangled in the fence at the end of the strip. Be proud to Go Around. If you have made a hash of the approach and can’t touch down on the line without seriously upsetting your nice stable approach profile, there is only one thing for it... go around and do it again, and again, and again until you get it right, and can do it every time. There is no point going strip flying until you can do this every time at the home airport on a 1000m runway. We teach go arounds to students but it is very rarely I ever see one used. Many pilots are more than happy to merrily float past 50% (or more) of perfectly useable runway, but seem to feel very uncomfortable with going around due to a mis-judged approach. I would like to suggest that the situation should be reversed. There is no shame in mis-judging an approach. We all do it – even highly experienced 777 pilots at San Francisco have been known to stuff it up! There is no shame in going around. It is simply a way of saying to everyone watching that you have very high standards, and that the previous approach wasn’t quite up to your expectations. By floating over half the runway, what you are actually saying to everyone watching is that you have very low standards, and you don’t give a stuff where you touch down – as long as you stop somewhere before the end of the vector it’s ok with you. In summary So, to summarise, you can see that the first step to becoming a bush-pilot legend is to master the basics of the Stabilised Approach. It’s not hard. Just be disciplined with yourself, and don’t get slack. 1. Nail that Speed 2. Use the Trim 3. Pick a Touchdown Point – and stick to it 4. Be proud to Go Around Once you master these four basics, you are all but ready to strap on your mighty bush-plane and get out flying on some back country airstrips! Go Bush Flying If you’d like to go bush flying and train with Craig, visit www.soundsaero.co.nz/ bush-flying-introduction to find out more, or call Craig on 029 890 4910. F K BESPOKE TOUR EXPLORING EUROPE’S AVIATION HISTORY DEPARTING 21 SEPTEMBER 2018 Travelling through: Dubai, Zurich, Lucerne, Munich, Nuremberg, Berlin, Gatow, Gothenburg, Malmslatt, and Stockholm. Including visits to the: Swiss Air Force and Transport Museums, Bundeswehr-Flugplatz Berlin-Gatow (Luftwaffe / Allied Museum), Aeroseum (subterranean Cold War Museum), Flygvapenmuseum (Swedish Air Force Museum, and much more. For more information please contact Kay Gregan on 027 337 6222 07 854 4023 Hamilton | 07 865 9568 Whangamata Kay.Gregan@nztravelbrokers.co.nz TAANZ BONDED TRAVEL BROKER & CLIA ACCREDITED CRUISE SPECIALIST www.travelforyou.co.nz from from per person twin share single supplement per person Roger Cruickshank has a keen interest in classic aeroplanes from the 1930s through 1970s period, and has held a pilot licence for the last 45 years. Join Roger, a passionate NZ aviation specialist and your Group Host for this exciting adventure through Europe’s Aviation History. Among his many and varied aviation roles (just to name a few), he has operated the PAC 750 in China, South Africa, PNG, USA, Italy, Switzerland and many more countries; is an A-Cat Flight Instructor and Flight Examiner; and is a current Senior Flight Instructor at L3 CTS Aviation Academy. YOUR TOUR INCLUDES n Return economy airfares flying Emirates n 2 night Dubai stopover n 17 nights hotel in superior hotel accommodation n An expert Tour Director and sightseeing with Local Guides n Private air-conditioned motorcoach with WiFi onboard n Breakfast daily, 1 lunch and 5 dinners n Group Host – Roger Cruickshank 19 DAYS | AUCKLAND RETURN $11,999 $13,999 Terms and Conditions apply. Contact us for full details. Prices correct at 26.02.18 and subject to change without notice.The ground display area at Oshkosh is enormous and nearly everything is touchable. AirVenture Oshkosh Gaye Pardy Travel Tour departs 21st July New Zealand’s most experienced EAA Airventure Oshkosh Tour Organiser, Gaye Pardy, is this year organising her 32 nd tour to this ‘Got to be There’ annual aviation extravaganza. Given the extraordinary scale of ‘Oshkosh’, there are obvious benefits to be enjoyed by making the trip as part of an organised group. Aside from having all the necessary logistics taken care of, there are several pre and post-Oshkosh events and visits to take in, not to mention the advantage of being surrounded by like- minded aviation enthusiasts the whole time you’re away. Tell-tale anecdotes of how successful these trips are include the number of repeat travelers Gaye has (there have been many) and comments such as this from Andy Schumacher, Assistant Director at the Conference Centre Gaye’s groups stay at: “I would be happy to provide feedback to anyone considering to book with you about the care you have for your participants. I personally see you as one of the most superior groups we host in the way you care for your individuals and the service you provide. This was very clear in the way you worked to assist the gentleman in the hospital last year.” The 2018 Gaye Pardy Travel tour will depart on 21 st July. After a night in Chicago, the group will travel by coach to Oshkosh via Milwaukee and a visit to the Harley Davidson Museum. Then follows seven nights accommodation at the University of Wisconsin with organised daily transport to and from EAA AirVenture, where the first day will also include an Orientation Tour of the event and local area. On Friday the group attends the International Dinner and then for those staying on, the Extension Tour begins. In 2018 this includes four nights in Washington DC, visits to the Udvar-Hazy and Smithsonian Museums, then four nights in Tucson AZ and visits to the AMARG (desert boneyard), PIMA AIR Museum (300+ aircraft), Titan II Missile Base and Copper Mine, plus more. After that, enjoy a night in LA with visits to the CHINO Planes of Fame and Yanks Air Museums. The group then heads home to winter in NZ, although if you would like to continue travelling then of course Gaye is only too happy to assist with advice and onwards arrangements. Typically about 2500 show aircraft participate at EAA AirVenture, including homebuilts, antiques, classics, warbirds, microlights, rotorcraft and amphibians. Exhibit buildings contain just about everything in aviation, instruments, avionics, aircraft parts, manuals and clothing, the list goes on and on. Over 800 exhibitors participate at the show. During the day and through the whole week over 500 forums and hands on workshops are conducted by aviation leaders and designers etc. One of the daily hightlights is the spectacular afternoon airshow, which varies daily. It starts with showcase of many unique aircraft, from early racers to historical airplanes and newly developed aircraft. The airshow also features many of the world’s outstanding aerobatic performers. This year sees an expansion of the Twilight Flight Fest and is also the ‘Year of the Tanker’ with the USAF Reserve celebrating its 70th anniversary at the event. There’s plenty of aviation entertainment and seminars in the evenings too. Plus Gaye always has options for travelling partners who might not be so keen on non-stop aviation for a whole week. All the details are available on the Oshkosh page at www.gayepardy.co.nz or call Gaye on 07 574 1950, 027 493 9073, or email: travel@gayepardy.co.nz for more information and a full itinerary. 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RPAS, UAVs, DRONES l Commercial Operator Cover for: Hull & Liability or Liability only Insurance policies have a number of terms and definitions that may not always be fully understood. Bill Beard from Avsure explains: Hull Insurance This is the main component of an aircraft policy. The hull insurance is intended to provide payment towards the cost of repairing or replacing an aircraft that has been damaged. Most policies protect the aircraft on an “all risk” basis, meaning that the aircraft is covered against any cause of loss unless specifically excluded. Excluded items typically include things like mechanical breakdown, ordinary wear and tear and loss of use. You can buy coverage while the aircraft is on the ground, taxiing and in flight. Aircraft Liability Coverage This is the other major element of an Aircraft Hull and Liability Policy. Liability coverage protects those who are covered by the policy against action brought by others who claim that they have suffered injury or that their property has been damaged in relation to the insured aircraft. In New Zealand personal injury and death claims fall under ACC legislation. Named Insured This is the actual policyholder(s) specifically named on the policy. Named insureds are responsible for premium payment, and have the authority to cancel or make changes to a policy. Additional Assureds Are persons or entities other than the policyholder, who are covered under the provisions of the policy. Additional insureds are given the same protection under the policy that the policyholder is. It should be noted that the ‘limit of liability’ is the maximum that the insurance company will pay to settle a claim. In other words, say three entities are each ‘additional insureds’ on the policy in an action, the ‘liability limit’ of the policy will be split among the individuals. Private, Pleasure and Business Uses Private Pleasure and Business aircraft insurance is coverage for non-professional, non-commercial aircraft. In other words, general aviation aircraft, flown by the owner or authorised pilot, operated for pleasure or non-aviation business use but specifically not for hire, or rental or compensation. This means that you cannot make a charge for the use of your aircraft. Open Pilot Warranty A clause in the insurance policy that lays out the requirements for pilots who fly the aircraft other than those specifically named in the policy and is usually subject to the pilot meeting minimum qualifications and flying experience requirements. Subrogation A legal doctrine under which your insurance company attempts, in your name, to recover money it has paid under your policy due to the fault or actions of a third party. In aviation insurance, the most common example of this is physical damage to your aircraft caused by a third party, such as a maintenance provider. Waiver of Subrogation A promise, in advance, by you and your insurer not to try to recover damages from a party who causes damage to your aircraft. Waivers of this sort can be found in hangar agreements, and are sometimes requested by Instructors or Professional Pilots who will be providing you with pilot services. To discuss this topic or any other questions relating to aviation insurance or to seek quotations, contact Arden Jennings or Bill Beard at Avsure on 0800 322 206. 19 2018 #1 aviation for a whole week. Next >