< PreviousKiwiFlyer Magazine Issue 66 20 to my opening paragraph, an owner (who may also be the pilot) would have to consider the likely payload and range requirements of their ‘mission’, factor in the time/speed importance, overlay that with any need to go high (above the weather and turbulence) and ponder the value equation when compared to propeller aircraft or an airline seat. Being able to go point-to-point, to smaller airfields, at 300+ kts, is where the Vision Jet will save time over the traditional airline seat mode of transport but, as always, at a cost. Depending on specification, the Vision G2 is between USD2.4 and 2.7m verses USD700-900k for the SR22. Naturally, trip costs will be higher too, but if you can afford the plane you can surely also afford to fly it. Cirrus does offer a fixed-cost maintenance/ overhaul hourly rate that removes any uncertainty of costs for the owner, transferable to future owners too. A 250 nm flight will burn 320 litres of Jet A1 (which is cheaper and increasingly more available than Avgas), take one hour and enable five adults and two children to cruise in comfort at 31,000’. And have oodles of space to stretch out. Nice. More info: www.cirrusaircraft-aunz.info Many thanks to Graham Horne for facilitating this flight, Andrew Decoteau for answering all my tech questions and Justin Dillon for being an excellent and very professional instructor and demonstration pilot. Grant Benns F K Robust (and flattering) trailing link main gear. G2 Vision Jet 25 degree nose down 4000 fpm descent at idle thrust. Grant’s view when seated in row 2 after enjoying some control time earlier. Landing back at Gold Coast airport this time in the hands of a PPL holding Cirrus SR22 owner. Graham Horne (Cirrus Regional Director AU & SE Asia) and Andrew Decoteau (Vision Jet Sales Engineer).21 2019 #6 AIRCRAFT SALES & SERVICE Also Representing Airmaster Propellers and Spidertracks Providing unbiased support for everything to do with owning and flying light aircraft in New Zealand. Benefit from our decades of light aircraft ownership, our thousands of hours of flying throughout NZ, our extensive experience in the Southern Alps, and our passion for everything aircraft. Contact Ruth Allanson on 03 750 0780 or ruth@aircraftnz.co.nzKiwiFlyer Magazine Issue 66 22 MGL Electronic Circuit Breaker l l l l l 12 or 24V operating 8x 10A circuits can be ganged to 20A or 30A Each trip current settable 0-10A in 0.1A steps Each trip delay settable in 0.01s steps Reverse polarity, over-current & -temp protected Configured via DIP switches, PC app or EFIS Individual control from panel switches or EFIS Individual status outputs ON/OFF/TRIPPEDW Wigwag function Designed to DO160D (environmental), DO178D (software) and DO254 (hardware) Suitable for non-certified aircraft Simplifies installation and wiring l l l l l l l SpArXflY AVioNiCS stuart@sparxfly.co.nz 021 076 3483 www.sparxfly.co.nz December 28 th Mercury Bay Aero Club Open Day At Whitianga. Aerobatics, Demonstrations, Trial Flights, Scenic Flights, Vintage and Classic Cars, Warbirds, Gyros, Westpac Rescue, Model Aircraft, Food, and more. Gold coin donation, No landing fees, Free parking. Rain day Sunday 29th. More info from Tony Turner 027 314 1826 or www.mbac.co.nz 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 25 th Wings and Wheels At Thames. Presented by the Hauraki Aero Club and Thames Vintage Classic Car Club. Gates open 8am. $15 adults (no eftpos). Under 12s free. Food, music, warbirds, planes, cars, trucks, bikes, military. wingsandwheelsthames.com January 25 th - 26 th Autogyro Association Fly-In At Dannevirke. Annual gathering of gyro enthusiasts. Includes fly-out to Athbey Farm, socialising, AGM, lunches and more. All welcome. Email: President Bruce: bruce@gyrate.nz for more information. February 1 st Healthy Bastards Bush Pilot Champs Come and test your skills, or just spectate in a fun environment at Omaka. Register by 24th January at: marlboroughaeroclub.co.nz February 16 th Turangi Aero Club Fly-In BBQ lunch and drink for $15. No landing fees. Contact Alan: xpdxrd@gmail.com March 15 th Turangi Aero Club Fly-In BBQ lunch and drink for $15. No landing fees. Contact Alan: xpdxrd@gmail.com Add your event here by emailing: michael@kiwiflyer.co.nz 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 #6 Is it time for a hangar summer clean? Hangars are a great place to store not only the aircraft they were built to protect, but also all manner of things that the aircraft owner may want to keep. Actually many owners treat them as a garage and warehouse in addition to an aircraft hangar. This is not an uncommon practice, but it can lead to hazardous conditions that concern insurers who provide coverage for the hangar as well as the aircraft within them. Every now and then there are fires started by unsafe storage practices and poor housekeeping that destroy aeroplanes that the hangar was meant to protect. Aeroplanes seldom, if ever ‘self ignite’. It’s more likely the loss will be caused by faulty wiring or an appliance that malfunctions. Also living quarters built into hangars are another source that can contribute to the cause of fires. Hangar fire prevention is based on using common sense. Ignition sources and combustibles in a hangar are usually in plain view if you take the time to look for them. Here are some items to consider when walking through your hangar: 1. Fix any faulty electrical wiring and connections. This includes frayed wiring, overlong extension cords, broken or corroded fixtures and switches. A main switch by the door that turns off electricity to the entire hangar is a good safety feature. 2. Oily rags used for maintenance and cleaning are a common spontaneous combustion source. These should be removed or stored in a fire-rated container. 3. Don’t tolerate fuel leaks in your aeroplane that cause detectable odours. Just fix them. 4. Batteries are a potent heat and ignition source. The long-term or routine connection of unattended chargers in or out of the aeroplane or vehicles is not recommended. 5. Make sure there is a fire extinguisher available. Be sure you have the correct type and that it is current and fully charged. It should be in the most accessible part of the hangar. 6. The number one domestic fire hazard is normally cooking. You should not leave the hangar when you’re cooking. 7. If you have an old beer fridge, you should know that one-third of all residential fires are caused by appliances and electrical faults. If the appliance is no longer suitable for the home, it should not be in your hangar. 8. There’s really no good reason to store fuel in a hangar other than what’s in the aeroplane. There should be no draining of fuel or fuelling in a hangar including mogas for microlights and LSA’s. This is asking for trouble and static-induced fuel fires from plastic containers are alarmingly regular occurrences. The same situation can be created by draining fuel from an aircraft within a hangar. 9. It is important to get rid of the oil-soaked carpets and rubbish and remove the boxes of junk you’ve been storing, to eliminate a source for a fire. 10 . Establish a check list for the hangar by the door as a reminder to check for appliances to be turned off, fuel containers to be emptied or removed, and rubbish to be carried out. Aircraft and related parts that have not been replaced by other parts are normally covered by your aircraft policy. Your hangar and other contents are generally covered by a premises and contents policy. If you are not sure if a particular item is covered or not you should check with your broker to make sure you have the coverage you need. A little prevention will go a long way to avoid a claim and even higher premiums under these policies. To discuss any aviation insurance questions, contact Arden Jennings at Avsure on 0800 322 206. Full policy wordings are listed on our website.KiwiFlyer Magazine Issue 66 24 New Aircraft Profile The first Alpi P300 Griffon in New Zealand (and just the fifth off the production line) has joined the register here. Steve Lyttle is the proud owner, currently gaining his microlight certificate in it with South Canterbury Aero Club CFI, Aaron Pearce. They are both very impressed with the new aircraft. First Alpi P300 Griffon for NZ the idea of buying a microlight. I quickly established there is a significant fleet of Alpi Aircraft operating in NZ and a call to Alpi NZ agent Logan McLean set me on the path to owning one. The Griffon 300-7 had great specs and was a smart looking machine so in late 2018 we confirmed our order. Our Griffon is the fifth off the production line and arrived during September, making its first flight on 19th October of this year. I’m now working through the microlight certificate training syllabus as a member of the South Canterbury Aero Club. In the owner’s words My interest in aviation started in the late ’60s when I took up gliding with the South Canterbury Gliding Club, flying in both Timaru and Omarama. I continued gliding through until 2006 and during that time I held an instructors rating and owned a number of different gliders and motor gliders. With 880 flying hours under my belt, work commitments eventually saw me give up gliding to focus on developing our honey exporting business. My intention was always to get back into gliding but fast cars got in the way and I now spend most of my spare time at Highlands Motorsport Park in Cromwell driving their Ride or Hot Lap cars. I also enjoy driving my own racing car at Highlands. The 300 km commute from Timaru to Cromwell got me thinking about flying to save time so I started looking at Steve Lyttle’s brand new Alpi P300 Griffon cruises at 155 kts. While most of my previous flying experience has been in gliders, I did do 4.5 hours dual and 6 hours solo in power planes in the early seventies. That’s been very useful in helping me get to grips with the Griffon. At time of writing I have 7 dual Griffon hours in my logbook – and I just love the aircraft. It is far more sophisticated than I was expecting, and I am starting to feel a level of comfort in flying it. It has amazing climb and cruise performance so I am really looking forward to using it to commute to and from Cromwell. Steve Lyttle Leather bucket seats (electric is an option) Dual Garmin G3X touchscreens and more 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 Now flying in New Zealand Alpi Aviation NZ Ltd. is proud to introduce the 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 Available with Rotax 915iS or 912iS engine 140 kt (912iS) to 155 kt cruise (915iS) (@75% and sea level) from 21 lph25 2019 #6 The Instructor’s View – Aaron Pearce Private pilots in general aviation have always had advanced aircraft to choose from; the Bonanza V tail, Cessna 182, and later the Cirrus SR22 offering luxury and high performance - the pinnacle of what we strive or dream to fly. The word luxury hasn’t really had a place in the microlight world though, such aircraft sacrificing the refinements of their GA brothers to fit within their weight category. That’s often resulting in flimsy cockpit plastics, poor sound insulation and exposed control cables. So how about a machine smelling of Italian leather, with sports car seats, the latest avionics, a Rotax engine with more horsepower than ever before - and a proper auto-pilot ? Welcome to Alpi’s new Griffon. It is the result of years of experience and development at Alpi, and arguably redefines the meaning of microlight. Looks count when it comes to aircraft design because if it looks right it probably flies right. The Griffon in person just looks amazing, the sleek lines, dorsal strake, smooth curves, tail sweep and the wing taper all hinting at her performance right from the outset. Under this sleek body hides the wooden spar known for giving Alpi their very smooth flight characteristics. Alpi have always used traditional wood aircraft building techniques, gift wrapping them in fibreglass and Dacron fabric, but they now have a new favourite - carbon fibre – and the Italians know how to use it well. The Griffon is a beautifully styled aircraft. The options list on this aircraft is unreal and I’m sure if you wanted an on-board coffee machine then Alpi would give it a good go. Options include leather interior, toe brakes, ballistic recovery chute, full glass cockpit, electric seats, and more. But if you do run your pen down the take my money column, be warned New Zealand’s current weight restrictions do not allow the Griffon with full options fitted. Under the cowl is the impressive 141 hp Rotax 915 turbo, coupled to a true constant speed Idrovario propeller giving seriously impressive acceleration and a short take off roll. Alpi have always done well with cockpit layout compared to others in their category, including for cockpit ergonomics that many manufacturers seem to struggle with (is it really that hard to put the airspeed indicator in the correct hole ? ). Stepping into the cockpit the first thing you’ll notice is the form-fitting bucket seats with 4-point harness. The panel houses two Garmin G3X touchscreen displays, connected to a Garmin autopilot and matching radio. There’s even a big red push button start to keep the boys happy. The throttle quadrant is comfortable with pitch lever, flap, gear and trim all within reach of your fingertips, though it would have been nice if trim controls at least featured on the pilot’s stick. Also, a rudder trim would do a lot to help the pilot’s right leg battle with the Rotax 915’s impressive swing on take-off. In the air the Griffon is a joy to fly. The machine is responsive and stable across the entire flight envelope and requires minuscule inputs from the pilot. If the pilot does decide to give the stick a bit more, they will unleash an impressive and crisp roll rate. The machine cruises with ease at 75% power at 145 kts burning less than 25 lph. The wing’s stall characteristics are uneventful. In fact out of curiosity I decided to see how far I could push it. With gear down, full flap and about 30% power the wing hung on until we were pointing about 45 degrees to the horizon. The last number registered by the Garmin before the wing decided it had had enough of me was 21 kts. I was dumbfounded; just seconds before we were cruising at 145 kts! The Griffon is a brilliant aircraft all round and has seriously impressed myself, the owner and Logan the agent. However, I’m obliged to warn that this machine is not for the backyard bandit, the sloppy or poorly trained. More so than with most microlights, respect and discipline is required. If you’re not a mile ahead of her she will quite happily take advantage, and you’ll find yourself on a cross country when you were only wanting to fly a circuit. Aaron PearceKiwiFlyer Magazine Issue 66 26 Meteorology contributed by Ciaran Doolin Icing results when liquid water droplets freeze on contact with an aircraft. One of the peculiar properties of water in the atmosphere is that it can, and indeed often does, remain liquid at temperatures well below 0⁰C; meteorologists call this super-cooled liquid water. This occurs because, to freeze, water droplets require ice crystal nuclei to initiate the freezing process. Particles which have a similar molecular structure to ice, tend to perform well as nuclei. These commonly include tiny particles of clay dust, bacteria, or pieces of decayed plant leaf. Their activation as nuclei is very dependent on temperature: New Zealand’s unique aircraft icing environment Weather is a necessary consideration of every flight undertaken and often an important component of decision making during a flight. In this issue we start an informative new series on interesting things to do with meteorology contributed by Ciaran Doolin, MetService Meteorologist and Adjunct Teaching Fellow at Victoria University of Wellington. most don’t become active unless the temperature is below –10⁰C. For this reason, liquid droplets and ice crystals occur in approximately equal numbers at temperatures between –10⁰C and –20⁰C, while below –20⁰C ice crystals dominate. At temperatures colder than –30⁰C liquid water droplets can freeze without nuclei present. Aircraft icing can come in three forms, dependant largely on the size of the droplets encountered: • When an air-frame encounters small super-cooled water droplets, the droplets freeze almost instantaneously. This forms rime ice and has an opaque appearance due to pockets of air being trapped between the droplets as they freeze rapidly. Rime ice is brittle and easy to dislodge, sometimes breaking off in the airstream itself, so it rarely poses a hazard unless a long time is spent in the icing environment. Typically, rime ice occurs at temperatures less than –15⁰C. • If the droplets are large the freezing process is gradual and any air pockets have time to escape. This results in clear or glaze ice. It is the most hazardous type as the droplets may flow back beyond the leading edges (beyond where anti- icing equipment is fitted) before freezing completely, forming a contiguous sheet of transparent ice that’s difficult to dislodge. Clear ice usually occurs between 0⁰C and –10⁰C. • In the intermediate temperature range, mixed ice occurs. Mixed ice has a similar appearance to rime but can pose as significant a hazard as clear ice. Icing poses numerous hazards to aircraft, but the most serious is the imbalance of forces acting on an aircraft in flight. Icing alters the wing profile, reducing available lift. Icing of engine intakes disrupts the air-flow into the engine, reducing thrust; icing of props also reduces thrust. Ice weighs a lot, so an aircraft operating at close to maximum weight may exceed this after ice forms. And finally, icing increases drag as the surface roughens. In short, the forces keeping the aircraft in the air are reduced, while the forces directing the aircraft towards the ground are increased! Photo taken by the Air Freight Convair 580 crew showing a layer of rime/mixed ice on the windscreen, which they estimated to be 5 cm thick. These photos were taken once the aircraft had descended to FL100 and with the windscreen heat on high; earlier in the flight the windscreen was completely covered. Gavin Conroy image Greg van Grondelle image27 2019#6 A unique environment for icing As an island nation, New Zealand’s climate is replete with moisture. Air masses of tropical and polar origin compete constantly for supremacy over our latitudes. Both are productive of icing. To produce droplets large enough to cause hazardous icing, moderate or strong ascending air motion must be present. There are many mechanisms for generating such ascent. Around New Zealand these are typically (a) warm fronts, (b) cold fronts and convection, (c) mountain waves, and (d) up-terrain flow. (a) Frontal systems frequently affect New Zealand. The greatest icing risk in warm fronts is ahead of the surface front, in the thick altostratus and nimbostratus cloud where the ascent of warm moist air is greatest. This often forms light to moderate rime ice, unless there is some other mechanism to enhance ascent (eg. ascent up terrain, embedded convection). Although the rime ice is not in itself very hazardous, warm fronts cover large areas so the aircraft may be exposed to a prolonged build-up. Occluded fronts tend to exhibit icing properties of warm fronts. (b) Cold fronts pose a greater icing hazard than other types of front. This is because the frontal surface is much steeper than in the warm case, promoting greater ascent, and there is typically convection embedded: towering cumulus (TCu) and cumulonimbus (Cb) cloud. Moderate to severe clear/mixed ice is more likely than rime ice due to the convective nature of cold fronts. When TCu or Cb form from any process, for example due to ground heating on a summer afternoon, they must be avoided because they are associated with not only severe icing, but potentially also severe turbulence, lightning, and hail. (c) Mountain waves result from stable airflow over terrain. If there is a temperature inversion just above ridge height and increasing wind speed with height, then trapped or lee waves will result. Lenticular cloud results from the updrafting part of these waves. However, if the atmosphere is stable through a great depth and there is minimal wind shear with height, then vertically propagating or untrapped waves result. The updrafting sections of these waves are much vaster than in the trapped case and pose a greater icing hazard. The extensive lenticular structures in untrapped waves are frequently regions of severe clear icing. The lack of ice crystal nuclei in these Gavin Conroy image SCENIC FLIGHTS HELI CHARTER HELI FISHING PROPOSAL FLIGHTS HOTEL TRANSFERS COMMERCIAL OPS PHOTOGRAPHY PPL and CPL TRAINING CAANZ CERTIFICATED R 22, R 44, S 300 SAFETY AWARENESS COURSES TYPE RATINGS INSTRUCTOR RATINGS NIGHT RATINGS (unlim) 09 299 9442 sylvia@heliflite.nz www.heliflite.co.nz 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.nz Greg van Grondelle imageKiwiFlyer Magazine Issue 66 28 Meteorology updrafts means droplets don’t start to freeze in significant numbers until they reach temperatures less than –30⁰C, a considerably deeper icing layer than for a typical stratiform cloud! A common location for wave icing is east of the Southern Alps, particularly the Kaikoura coast in a stable northwesterly flow. (d) Moist airflow up terrain often produces icing on the windward side of a range. This can be deceptively hazardous. The cloud might not necessarily look as imposing as frontal or wave cloud, but it can often produce clear icing conditions. This is because “warm-top” cloud (cloud top temperatures < –10⁰C) contains very few (if any) ice crystals. New Zealand’s steep terrain promotes upslope ascent which is often strong enough to produce the large droplets needed for clear icing. A notorious region for this type of icing is the Ōtaki iceblock, west of the Tararua Range. Figure 1 illustrates the relationship between icing frequency and temperature in New Zealand. The first peak at temperatures warmer than –10⁰C is consistent with icing studies in the United States and elsewhere. However, the second and third peaks at temperatures colder than –10⁰C are somewhat unique to New Zealand and are explained by our frequent mountain wave events. Case Study: “The worst ice I have seen in a considerable time” On 7 April 2011 a southwest flow with associated fronts affected New Zealand. In the early hours of the morning, a front was making rapid progress up the South Island. A pre-frontal, moist westerly flow affected the Ōtaki region. Computer modelling indicated a freezing level of 6,500ft and moderate ascent of the air- flow. At 0330 local time the crew of an Air Freight Convair 580, flying from NZPM to NZCH, sent a PIREP advising that they had encountered severe icing 35 nm north of NZWN and 7 nm west of Contact Martin Henton 0273 324 415 martin@andersonaviation.co.nz Facebook: Bristell Aircraft NZ www.andersonaviation.co.nz LSA or Microlight Over 200 options built to your specifications. examples options: tricycle, retractable or tail Dragger including Alaskan Bush Kit landing gear. rotax 912UlS, 912is, 914, 915is. Garmin G3X touch Screens. G3X Auto pilot. Night Vfr options. DUC Hydraulic or electric Prop. Garmin ADS-B Out-In with Traffic Alert. Kannad ELT. Leather or fabric seats. 2x20 kg wing luggage. 1x10 kg front locker. 750 kg spar. 150 litre long range tanks. Colour of choice.F K type of icing is the Ōtaki iceblock, west of the Tararua Range. NZPP, from FL125 to FL160. One of the pilots described the event as the “worst ice [he had] seen in a considerable time”. By the time the aircraft had reached FL160 climb performance had been degraded to approximately 400 fpm with 170 kt indicated airspeed. Chunks of ice were being flung off the props into the fuselage and they observed a vibration on the needles of the engine gearbox oil pressure gauge. Furthermore, the windscreen was completely covered in a thick layer of rime/mixed ice. Having already encountered moisture on the climb out of NZPM, all the anti-icing heaters were on but were not keeping pace with the rate of build-up. The crew elected to descend to FL100 and track west of PP NDB to mitigate. Even still this was only enough to clear the wings of ice, with a build-up remaining on the windscreen. The last block of ice on the windscreen didn’t clear until around 2000 ft on approach into NZCH and there was still some ice underneath the aircraft on inspection when the aircraft was parked up on the apron. This event was forecast, but the severity was not. On receipt of the PIREP, the MetService aviation meteorologist issued a significant meteorological information advisory (SIGMET) for observed severe icing, and a corresponding forecast severe icing area SIGMET. Conclusion Aircraft icing is a frequent, year-round hazard in NZ. Of all the icing types, it is mixed/clear ice that poses the greatest danger. The Ōtaki region is notorious for often producing this form of icing. MetService aviation meteorologists monitor and prepare forecasts for icing conditions 24/7. Forecasts of cloud and freezing level can be found in the Graphical Area Forecasts (GRAFORs), moderate icing hazards in the Graphical New Zealand Significant Weather (GNZSIGWX), and severe icing SIGMETs on the Graphical SIGMET Monitor (GSM). All these products are available in MetFlight and MetJet. While meteorologists have a suite of observational and forecasting tools available to them, the value of PIREPs cannot be overstated. Without reports, it is only ever possible to infer the presence of icing. A report is a direct observation of icing: even if it confirms a forecast, this is still very useful information for forecasters. Ciaran Doolin Thanks to my colleague Frances Russell for permitting me to use her case study for the purposes of this article. Thanks also to Greg van Grondelle, one of the pilots of the Air Freight Convair 580, for providing an account and pictures of the event and for giving his permission to publish. 29 2019#6 Figure 1: Relationship between pilot reported icing frequency and temp in NZ. 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 Severe Pireps Level Temperature All Pireps -30 -28 -26 -24 -22 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 >0 30% 20% 15% 10% 5% 0%Next >