< PreviousKiwiFlyer Magazine Issue 65 20 and following overhaul by Vintage V12s, they are back powering this wonderful aircraft. Towards the end of 2018 the aircraft was rolled outside wearing its RAF 235 SQN colour scheme, which had been a well-kept secret. The Avspecs team researched this well and repainted it as an aircraft that would have flown on D Day. It really does look the part in its overall grey and wearing invasion stripes. Then in early 2019, PZ474 flew again after more than 75,000 hours of work restoring it. Following five flights totalling 2.15 hours it landed for the last time in New Zealand on January 16, 2019 and was then put on a ship heading to the USA. Steve Hinton did the test flying and had nothing but praise for the team who put this aircraft together. On the last flight in New Zealand the aircraft was photographed air to air and on board with Steve was owner Rod Lewis. He came out to see the testing and first flight of his new aircraft. When they landed, he told me he loved flying in the Mosquito. The workmanship was amazing and he could not wait to get it home and fly it himself! For the restoration team it was bitter sweet to farewell the aircraft after all their work, but the cake was well and truly iced when they saw it win Best WWII Restoration at Oshkosh. Hearty congratulations are due to all who were involved. Gavin Conroy Mosquito PZ474 F K Chris Verrall and Warren Denholm filling tanks before the first flight. The Avspecs crew. Also kneeling front left is owner Rod Lewis and front right is Steve Hinton. Contact Logan for New & Used Alpi Sales and Servicing Requirements 027 490 1553 or jenandlogan@xtra.co.nz www.alpiaviation.co.nz FAST GETS EVEN FASTER NZ’s Only Authorised Agent for Pioneer Microlight Aircraft, Alpi Aviation NZ Ltd. is proud to introduce a Brand New Model P 300 Griffon l Improved aerodynamics l Wider cabin interior l Larger bubble l New ergonomic seats l Integrated avionics options l New console and arm rest l Outstanding Performance 140 kt cruise (@75% and sea level) from 16 lph for an 860 mile range Ingram Road, Hamilton Airport Phone Hamish on 07 843 2936 or 027 493 9975 Email: centralaeroelectrical@gmail.com Actuators, Starter Generators, Strobes, Voltage Regulators, and more. GA Electrical repairs and installations.21 2019 #5 Rod Lewis looking over Steve Hinton’s shoulder during the last flight in NZ. Warren Denholm and Steve Hinton share a moment at the end of flight testing. Steve & Warren did all the testing until the last flight when Rod went with Steve. Off she goes on another test flight. Another flawless restoration to come out of Avspecs. www.aviationsafety.co.nz 07 543 0075 sales@aviationsafety.co.nz ETSO Anti-Exposure Suits The complete range of Switlik products is available from Aviation Safety Supplies Limited, including: TSO Liferafts (5 year service) l 10 year service Lifejackets Helicopter X-Back lifejackets l Single Person Liferafts l Waterproof, breathable and Fire Resistant Tri-Laminate fabric construction l Waterproof, breathable, stretch socks attached to the suit l PolarTec Fleece Zip-In Liner options provide up to 6+ hours of survival l Custom sizing available for the ETSO Pilot Suit l ETSO Passenger Suit available in generic pool sizes l All suits come standard with a neoprene hood & glove kit l U-Shaped zipper allows for both male and female seated bathroom relief Constant Wear Pilot and Passenger SuitsKiwiFlyer Magazine Issue 65 22 Start a new conversation “I wish you could teach others in your profession how to be awesome at their job. I appreciate the updates very much; saves me a tonne of time.” Rhonda Abrams Meggitt; Aircraft Braking Systems. What can we do for your business? supported by offices in New Zealand . Australia . United Kingdom members of the Aerospace Logistics Group www.aerospacelogistics.aero Aubrey Inston 0508 412 205 021 595 608 aubrey@talkcargo.aero www.talkcargo.aero Aviation Logistics Specialists November 17th Turangi Aero Club Fly-In BBQ lunch and drink for $15. No landing fees. Contact Alan: xpdxrd@gmail.com November 23rd Wellington Aero Club 90th Anniversary Open Day Fly in or drop in. Many local organisations will be helping us celebrate. More info from Tui McInnes: tui.mcinnes@gmail.com November 28th - 30th South Island Akro Fest Aerobatic competition and fly-in at Omaka. Run by the NZ Aerobatic Club and hosted by the Marlborough Aero Club. More info and to register contact Andrew: torque_roll@hotmail.com January 1st First in the World Fly-in 2020 Hosted by the Wairarapa Aero Club at Hood Aerodrome, Masterton. No landing fees. $15 lunch. Mogas available. Drivers welcome too. Email wairarapaaeroclub@gmail.com for more info. January 18th Classics of the Sky Tauranga City Air Show Including jets, aerobatics, military and non-military formations, Black Falcons, Roaring Forties, BlackHawk helicopter and more. Also featuring the Mount Truck Show with 180 big rigs on display. Free parking. Tickets from EventFinda and Classic Flyers. www.tcas.nz for more information. January 25th - 26th Autogyro Association Fly-In At Dannevirke. Annual gathering of gyro enthusiasts. Includes fly-out to Athbey Farm, socialising, AGM, lunches and more. Email President Bruce: bruce@gyrate.nz for more information. February 1st Healthy Bastards Bush Pilot Champs 2020 At Omaka. Register by 24th Jan at marlboroughaeroclub.co.nz February 16th Turangi Aero Club Fly-In BBQ lunch and drink for $15. No landing fees. Contact Alan: xpdxrd@gmail.com KiwiFlyer Event GuideP: 09 298 8206 or 0800 322 206 F: 09 298 8218 E: insure@avsure.co.nz www.avsure.co.nz Contact us at AVSURE for a free no-obligation quote on any aviation related insurance requirements that you have AIRCRAFT AVIATION LIABILITY PROPERTY PERSONAL l Pleasure & Business Aircraft l Charter l Aircraft Sales l Flying Schools l Clubs l Agricultural l Helicopters l Premises l Airports l Products l Chemical l Hangar keepers l Hangars and Contents l Pilot Personal Accident l Passengers l Pilots term life AVSURE provides the most competitive insurance programmes available in the Aviation Industry. When considering your aircraft insurance, you definitely need the best ADVICE, EXPERIENCE and RESOURCES. At AVSURE, WE DELIVER. AVSURE - where aviation insurance isn’t just a sideline, it’s all we do! RPAS, UAVs, DRONES l Commercial Operator Cover for: Hull & Liability or Liability only SPECIALIST AVIATION INSURANCE BROKER Boston Marks | A Gallagher Company Aviation Insurance contributed by Bill Beard 23 2019 #5 Maintenance Shop Insurance Having purchased Aircraft Hull Coverage, you rightly assume your maintenance shop has what the industry calls “Aviation Hangarkeepers and Products Liability Insurance”. The definition of this however, is not well understood. Bill Beard from Avsure explains: Often have I heard the comment “I don’t need hull cover yet as it will be covered by my engineer’s insurance when it’s in his hangar”. The facts are that this may not be the case. Hangarkeepers Insurance only covers the negligence and legal liability of the hangar owner with regard to aircraft held in their care and custody. If your engineering organisation denies they are responsible or the circumstances of the loss won’t stand up in court, then you can’t expect any compensation from their insurers. It is very important then, that you maintain your own insurance even for a construction project or lengthy refurbishment programme. Having clarified that, let’s consider a couple of scenarios that might occur totally beyond your control i.e., the hangar burns down, the aircraft (or parts) are stolen or during an engine run the apprentice taxies into something requiring a replacement prop and bulk strip (even worse if your engine is running on condition and you have to overhaul the engine). If you have your own hull insurance, you may be reluctant to claim under your own policy as there is the policy deductible to consider, loss of No Claims Bonus, a possible premium increase next renewal and a claim that you could be accountable for, for years to come. If the shop readily admits liability and their insurers step up to the mark then it could be convenient to let them get on and rectify the damage. However, even if there is no dispute with the shop or their insurers denying liability it’s always best to lodge a claim under your own policy and let your own insurers appoint a Loss Adjuster to sort out the mess. They will do the negotiations, pay any legal fees that arise and isolate you from the nitty gritty negotiations. By assigning the claim to your insurance company you will have an adjuster that will be on your side and like you will want your aircraft repaired quickly and properly. In addition, your insurance company will have every expectation of recovering all the costs from the negligent party. Even though the loss will be a claim under your policy, a loss due to someone else’s negligence will not generally be considered adversely in future renewal evaluations. Your insurance adjuster will take charge and if necessary redirect repairs to an alternative repairer (only with your approval) who may be able to get the job done quicker. Your insurers will in turn pursue the negligent party and their insurers for full reimbursement and also assist in the recovery of the deductible and any other relevant expenses. Your insurance company assumes your Rights of Recovery when they pay the repair costs – this is called Subrogation. Things naturally take an entirely different course if you or your repair shop are not insured. My best advice therefore is to firstly ascertain your maintenance provider has the necessary Hangarkeepers/ Products Liability Cover and their level of coverage is enough to cover the full value of your aircraft. Low cost maintenance is a bad option when it comes at the cost of no insurance back-up. To discuss this topic or any other aviation insurance questions, contact Arden Jennings or Bill Beard at Avsure on 0800 322 206.KiwiFlyer Magazine Issue 65 24 Interesting People in Aviation contributed by Jill McCaw An interview with Pam Collings I understand you’ve been involved in aviation for fifty plus years now. What got you started and how did you get into aerobatics? I’d just finished my first year at university when I won a flying scholarship with the Canterbury Aero Club that was through to PPL which I got in October 1965. I enjoyed competing in various club and New Zealand Airwomen’s Association (NZAWA – now the NZ Association of Women in Aviation) competitions for landings and such-like and then aerobatics, the challenge of which I especially enjoyed. You were so interested that you bought your own Pitts Special. Tell us about that? I first saw a Pitts Special at the World Aerobatic Championships in France in 1972 while on my Big OE. It was doing aerobatic manoeuvres I wouldn’t have thought possible. That kindled my desire to one day compete at a World Championship. Later that year, on my way home I took a ten-hour advanced aerobatic course in a 2-seater Pitts in Florida. Now I knew I had to own a Pitts. The United States were to host the World Aerobatic Championships in 1976 and this became my target. In March 1975 I was in the States and with financial assistance from my parents took delivery of my Pitts Special, registration N76NZ. I competed in as many competitions throughout the States as I could that year and it wasn’t all plain sailing but in the course of that year I flew through 26 different states. But the 1976 Worlds you flew was in Russia? Yes, they changed the venue! It gave me a huge expensive logistical problem. I had to ship my aircraft home to New Zealand, practise here and then somehow get it to Russia for the championships in July. Thankfully I had a large supportive group of family, friends and well-wishers. The aviation community was fantastic. My new husband, Ces and I set off. We spent a couple of weeks training with the Australian team in Austria near the Hungarian border. Then we were supposed to join up with the Hungarians who would lead us through to Russia for the contest. There was a lot of red tape involved with clearances into the Hungarian airspace and then with limited radio frequencies in my plane, I needed to stay in company with the Australian Pitts, but due to weather, I lost sight of him and was forced to turn around and try again later. Although I made Back in April, the Omaka Air Show paid a great tribute to aerobatic pioneer Pam Collings. Andrew Love flew the display routine that Pam flew throughout New Zealand after competing at the World Aerobatic Championships in Russia in 1976, the first New Zealander to compete in aerobatics at world level. Jill McCaw spoke to Pam about her fascinating life in aviation. Pam Collings at the 1976 World Aerobatic Championships in Kiev. it in time to compete, I missed the opening ceremony. It was my first competition at Unlimited level and my performance wasn’t in the top echelons. I finished 12th in the women’s section and 47th overall out of 68 pilots. The astronomical cost of the whole exercise made competing internationally impossible although I did compete once more, at late notice, in the US in 1980. I may not have won a medal, but I have a beautiful trophy for Sportsmanship presented to me by the US team. This trophy is now the Pam Collings Cup for aerobatics at the Flying New Zealand National competitions. You’ve been credited with bringing the discipline of Precision Flying to New Zealand. How did that come about? Through my membership of the Ninety-Nines (International Women Pilots) I heard about Precision Flying. It is a more affordable type of competition for NZ pilots to compete internationally as it involves navigation and landing skills and can, and usually is, flown in ordinary training aeroplanes. In 1985 I was the New Zealand team coach at the World Precision Flying Championships in Florida, and I was also a member of the team to Denmark in 1989 in the position of International Judge. I have remained supportive but not actively involved. New Zealand hosted the 1999 World Championships in Hamilton. Pam and Julie Bubb in the commentary box at this year’s Omaka Air Show.25 2019 #5 All this flying was your hobby. What was your day job? How did you support all this? I started out with a BSc and a Library Diploma and worked in the University of Canterbury library for some years – but the flying gradually took over. In 1981 I joined the full-time instructing staff at the Canterbury Aero Club (and continued part- time until about 14 years ago). I joined the Civil Aviation Division of the Ministry of Transport as it was then, as an investigating officer (flight operations) in 1984. In 1989 I moved into a safety education role, producing flight safety publications, videos and running training courses. I continued in that role for 17 years and retired in 2006. You have an impressive list of awards. I am fortunate to have been honoured in various ways. In an employment role in 1986 I was presented a Personal Commendation by the Director of Civil Aviation for my “inestimable contribution to flight safety” and there have been other awards over the years. There was the RNZAC Notable Achievement in Aviation in New Zealand in 1981. And in 1992 the Australian Women’s Pilots Association gave me the Nancy Bird Trophy for the most noteworthy contribution to aviation by a woman of Australasia. In 1993 I was awarded the FAI Paul Tissandier Diploma for Services to Aeronautics and Airsports. And? And in the New Year’s honours 2001 I was made a Member of the New Zealand Order of Merit for services to aviation. I couldn’t have achieved what I have without the support from family, friends, good committees etc. I believe the award represents a much wider acknowledgement of services to aviation than just one person. In 2005 the Ninety-Nines gave me an Award of Inspiration. That was the year we hosted their international conference here in Christchurch. In 2016 The International Forest of Friendship, in Atchison, Kansas (Amelia Earhart’s birthplace) added me to Memory Lane, for exceptional contributions to aviation. You really are inspirational, and aviation has been your life to such an extent that you and Ces created an airfield just so that you could park you plane beside your house. Is that true? Yes, we were able to achieve every pilot’s dream. It took us some years to find the right piece of land. “Forest Field” is on the northern side of the Waimakariri River, 10 nm northwest of Christchurch Airport. It’s ‘L’ shaped which has let us put in three runways to cover Canterbury’s winds and of sufficient length for the average club aircraft and pilot to operate safely. We moved nearly every fence on the property and put them somewhere else and later on subdivided into 10 acre blocks. There are now ten properties with access to the airfield. Owning the airfield kept us involved in aviation. After Ces had given up flying he was kept busy mowing runways until his death in 2015. I do some mowing myself now and find it very therapeutic. I hear you’re judging aerobatics again. Andrew Love asked me along to support the first Akro Fest, the South Island aerobatics competition and invited me to judge. I’ve done that a few times now. Then I was planning a North Island trip in my campervan earlier this year and tied it in with the New Zealand Aerobatic Club Nationals at Masterton (as I hadn’t been for some years), and I ended up judging at that too. It’s good for me to support the younger ones. I’m aware of age though. With judging it is getting harder to see that small plane in the far corner of the box! But you’ve not retired from flying? Not yet. I am conscious of the limitations of an older pilot (a diminishing comfort zone!) and try to keep current – at least it is easy for me to get out and do a few circuits. And I pick my days now. My favourite flights are to head west in the winter to view the snow-capped mountains, braided rivers, native bush and lovely blue lakes and be back home for lunch. That sounds lovely. Thank you for talking with us Pam. Jill McCaw F K CAA Part 145 Approved Parts Supply Installation & Repair Ardmore based Fully mobile Representing Advanced Flight Appareo Avidyne David Clark Dynon Kannad PS Engineering Trig Aeroshell (reseller) 23 Victa Lane, Ardmore Airfield 09 299 9289 info@icea.co www .icea.co AVIONICS Owner & Chief Engineer: David Ives Heli Maintenance Ltd, Harewood Aviation Park, 4/25 Aviation Drive, PO Box 39144, Christchurch 8051 03 359 1001 or 027 528 5121 info@helimaintenance.com www.helimaintenance.com Canterbury’s first and only CAA Part 145 approved helicopter maintenance facility We also offer the following local modifications: l Snow Shoes for R44 & MD500 l EC120 Lead Acid Battery Installation l R22/R44 Pitch Links Repair l MD500 Collective Lock l MD500 Hockey Stick Repair R22 / R44 2200 hour Rebuild Kits, 12 year inspections and helicopter refurbishment. Let us provide a quote for your kit and / or rebuild.KiwiFlyer Magazine Issue 65 26 NZDF News contributed by Gavin Conroy When I arrived at Ohakea I thought I had a pretty good idea as to what the P-8A Poseidon had to offer but learnt a lot more. I had seen P-8s at air shows, but only from the outside, where it is not common to be able to get onboard for a look and to take photos. However, at Ohakea, that is exactly what happened, and I would like to thank everyone who USN Boeing P-8A Poseidon visits NZ A look inside the RNZAF Orion replacement In mid-August a US Navy Boeing P-8A Poseidon visited RNZAF Base Ohakea. The Poseidon had come to exercise with Number 5 Squadron and to show the aircraft to the wider RNZAF and local media. The P-8A Poseidon will replace New Zealand’s Lockheed P-3K2 Orion from 2023. Gavin Conroy went along to see the aircraft and give readers an insight into what our Air Force will be operating for decades into the future. made this inspection possible. The insight into what the RNZAF is getting was quite amazing. The Poseidon is only in some ways a replacement for the P-3K2 Orion. The RNZAF has used the Orion for decades for many different roles, but this machine is more suited to submarine hunting and the RNZAF can use its advanced technology to work more closely with allied nations - flying the P-8 during exercises and keeping a general eye over seaborne activity as required. The government has said they are looking at options to take over fisheries patrols and search and rescue, so the RNZAF will not need to tie up an asset like the Poseidon for these duties and the P-8 can be used in the specialist role it is designed for. It won’t be a jack-of-all- trades like the Orion. For example, with the P-8 you cannot open a door at the rear to throw out a life raft or other supplies. Something could be developed over time, allowing drops from the bomb bay should 5 Squadron find themselves needing to supply such support. A report is due at year’s end to address this. It may be that smaller aircraft, satellite technology, drones, or a combination of all three could be used to support the P-8A. The Poseidon was developed as a replacement for the P-3 Orion and most of the American crews operating the Poseidon these days came from operating the P-3s in the ASW (Anti-Submarine Warfare) role. Commanding Officer Carl White from VP-5, based at Kadena in Japan, flew the Orion previously and here are his thoughts when he made the transition to the Poseidon: “Right from the beginning the P-8 impressed me due to the modern feel and technology in the aircraft. The Caption Gavin Conroy image27 2019#5 P-8 is essentially a Boeing 737-800 fuselage with the more modern Boeing 737-900 wing. People look at and say, ‘Oh look, it’s a 737,’ but it is anything but a 737 from an operational view. For crews operating the P-8, the aircraft is better pressurised, is quiet and a big part of its design was to reduce crew fatigue which can be high in the P-3 due to its age. The P-8 is much more efficient in everything it does. Sure, it won’t fly a 15-hour mission like an Orion, but, on the other hand, to do that, you would have to shut down one, or possibly two engines, to get that range at a degraded performance. In the P-8 we can fly 10+ hours at a much higher cruise speed, at a higher altitude, so we can be more productive. We can refuel it air-to-air as well if we need to stay on station for extended periods. We have also operated the aircraft down to 200 feet AGL with no issues at all. Where it does compare to a 737 is in the cockpit. Apart from a few military items it is very much a 737 up front. Compared to the Orion we only need a crew of two. The cockpit is not big enough for a flight engineer, observer etc, so the workload is higher, but the systems are easier to use.” The RNZAF’s Lockheed P-3K Orions were purchased brand new. These went into service in 1966 and were joined by a sixth aircraft purchased second hand from the Royal Australian Air Force in 1985. From there the aircraft had upgraded avionics and radar systems fitted in the late 1980s. Following that, the wings were replaced as part of a life extension programme in 2000, and a new avionics suite was fitted in 2012. This led to the aircraft which started life as P-3B ending up as P-3K2. Carl had the opportunity to look over a P-3K2 and I asked him what he thought of our upgraded aircraft and what challenges await the crews in future. “Having looked at the P-3K2 it is easy to see how capable that aircraft is. The sensor equipment is very good, and I think the systems operators down the back will adapt quickly to the new aircraft. It will be different for the crew up front, they will need a lot of training. The P-8 is operated differently to the P-3K2 but they will adapt quickly enough.” At least six RNZAF personnel, including two pilots, will be heading to Jacksonville for training by the US Navy on the P-8. They will be based with VP- 20 who also assist other nations training US pilots: “It’s a dream to fly compared to an Orion.” Main consoles to the right. Pax seating to the left. Rotary sonobouy launchers and storage racks. Sonobouy exit chutes. A wing hard point for weapons and pods. Gavin Conroy imageKiwiFlyer Magazine Issue 65 28 NZDF News on the aircraft. Our personnel will return home to train future crews as the new aircraft arrive. During the US Navy’s Poseidon visit to New Zealand, the two pilots chosen to go to Jacksonville will fly in the aircraft, giving them a small taste of what to expect before they head over for their formal training. A lot of new support infrastructure is required to support the aircraft. Two new large hangars will be built alongside the new 3 Squadron Hangars at Ohakea with two aircraft per hangar. 5 Squadron is currently based at Whenuapai, near Auckland, but the P-8 fully loaded (max take-off weight 85280kg), needs to operate from a longer runway. Ohakea offers this option, meaning 200 plus personnel will be moved to Ohakea in the lead up to the P-8 beginning operations in New Zealand. Walking around the aircraft, I was impressed by the large powerful CFM56- 7 BE(27) engines, each with 27000 lb of thrust. It has sensors everywhere and two pylons on each wing for weapons. It can be equipped with four missiles quite easily. Two weapons routinely used by F K overseas operators are the Lightweight Anti-Submarine Torpedo and AGM-84 Harpoon Anti-Ship Missile. The bomb bay is behind the wing, unlike the Orion, and it has a large ECM (Electronic Counter Measures) pod under the fuselage, self-protection equipment such as flare dispensers, and a large multi-mode radar fitted in the nose. It is when you get onboard that the real differences are obvious. As mentioned, the cockpit is a lot smaller than the Orion’s. Technology means most modern cockpits are smaller than previously. Behind the cockpit are a crew rest station, observer area, five workstations and six extra seats on one side. There is a table surrounded by four chairs to either mission plan or play cards. There is some amazing kit further back! In the P-3K2 the sonobuoys used to track submarines are loaded by hand and dropped manually, but not so with the P-8. In the P-8 there are three rotary launchers with three exit ports on each side under the fuselage of the aircraft. These can be fired automatically with more than 60 being able to be launched rapidly if required. The Poseidon is a very capable machine, but (personally) I think we could use five aircraft instead of four. To replace six Orions with four Poseidons makes sense if the aircraft are only required to fill the role they are designed for. To ensure that good search and rescue options are in place, an area where the Orion excelled and where, no doubt, the P-8 will be used for from time to time, the government will need to invest in a good future plan. With only four aircraft the squadron could be pushed at times. It will be sad to see the Orion go from service and although it is still a capable machine, the operating and maintenance cost have spiralled out of control in the 52-year-old aircraft. A replacement is required and congratulations to the government and the RNZAF for choosing such a capable aircraft to serve for decades to come. This visit was only the second by a US Navy Poseidon to New Zealand. Carl and his crew loved showing the new aircraft to the RNZAF and it is fair to say there are some pretty excited 5 Squadron crew members who cannot wait for the time to pass until they can operate this state-of- the-art platform. Gavin Conroy The RNZAF P-3K2 Orion cockpit. Less space in the P-8 but no Flight Engineer required. An RNZAF Orion on approach. They’ll be missed. Orion bomb bay. It’s behind the wing on the P-8. The P-8 being readied for a mission out of Ohakea. Tanker to Aircraft Refuelling at Ardmore Tanker to Aircraft Refuelling at Ardmore Avgas and Jet A1 Call George Hoskins Phone 021 369 600 or VHF 133.1 MHz Ardmore Sky Station Ph/Fax: (09) 297 7188 Email: skystation@xtra.co.nzNext >