< PreviousKiwiFlyer Magazine Issue 69 10 Aviation Education contributed by Anke Smith Massey University’s expertise in offering distance learning to a global audience commenced almost 60 years ago. It is pertinent to note that one in 16 New Zealanders have at some stage in their lives studied at Massey via the distance learning model, gaining the University a prestigious international 5-star plus rating in the QS World University Rankings in the ‘online’ category. All Massey’s Bachelor of Aviation Management and Master of Aviation courses (papers) are available online. Students – both domestic and international - are recognising the value of adding a tertiary qualification to their aviation career portfolio. Disruptions caused by Covid have enabled many students to utilise the resulting unexpected ‘free time’ productively to upskill, thereby adding more value to their CVs. Of course, the challenges of studying by distance whilst managing family or business /employment challenges and deadlines is not to be understated. Massey’s aviation faculty was faced with maintaining students’ engagement in, and commitment to, their courses during the Semester One, 2020 period as students managed unexpected pressures and increased demands on their own time. Air Safety Investigation courses To illustrate, Dr Ross St George talks about his two courses relating to air safety investigation as being no exception. “The aviation safety courses ‘Basic Air Safety Investigation’ and ‘Air Accident and Incident Investigation’ are companion courses designed to cover the legal foundations and core procedures of any investigation and then the study of primary areas of investigation in the aviation environment. These courses are available in our degree programmes, but also can be studied by way of Certificate of Proficiency entry which has been a route for aviation industry personnel working in certificated organisations who have responsibilities for safety management. These courses are already delivered primarily in distance teaching mode but they required supplementary support, as face-to-face teaching via block courses and individual on-campus contact ceased during the University’s move to pure online teaching in late March 2020.” In his third-year level course, Ross Enabling Student Success at Massey University moved to electronically provide his students with a weekly ‘challenge’ by way of an aircraft accident photograph taken from his personal files, then basing a number of questions around the photograph. Questions posed included ‘what do you think might have happened here?’, but also probed more deeply as in ‘of what might be the evidence trails that are prompted by the photograph?’ Dr St George’s course sets out to inform the students about the painstaking and often detailed approach needed in investigating incidents and accidents and to recognise the need to step back from leaping to conclusions. Students enjoyed the challenge to really think about the incidents depicted in the photo and actively engaged with these weekly challenges – exchanging ideas with each other and then himself as the course controller. Overall, Ross felt that this effort, even though it involved a lot more electronic interaction during lock down, Jonathan Blood received a special hardship bursary. The events of recent months have created a lot of uncertainty for training providers throughout the country, particularly if focused primarily on practical training. For Massey University’s School of Aviation however, resilience has been provided by their extensive academic and research offering, well-complemented by an established distance learnng model for teaching. Anke Smith, Manager Business Development and International Programmes shares some updates: Aviation Safety Supplies Ltd. P: 07 5430075 or 027 280 6549 E: lklee@aviationsafety.co.nz www.aviationsafety.co.nz Receive $50 off each Switlik Constant Wear X-Back Life Vest for the month of August 2020 to celebrate 100 years of Switlik Protectionwas beneficial and this was borne out by feedback at the end of the course. Student feedback included, “It certainly has been challenging trying to run a business full-time during the Covid era and keep on top of studies… I have thoroughly enjoyed the papers relating to Air Accident & Incidents and take a keen interest in understanding what went wrong in any aviation accident/incident.” Special Hardship Bursary A 2019 Massey University Foundation fundraising appeal to Massey alumni generated considerable support for aviation students so it was decided to use some of the donated funds to support an aviation student in 2020. Final year Bachelor of Aviation student Jonathan Blood was the recipient of the inaugural aviation hardship bursary. There is a unique student loan cap facing NZ students undertaking flight training, however Jono’s parents were able to help pay his second-year course fees. He also took on part-time work as a baggage handler for Origin Air to help cover his living expenses. Jono had been proactive in lobbying the government to increase support for Massey University aviation students. A petition he and a fellow student presented to the Educational Workforce Committee (EWF) called for a review of the annual student loan cap for all aviation students – current and future - to help make access to the course more equitable. However, a second financial shortfall after being selected for the Flight Instructor Course was almost too much so Jono “considered either taking out a personal loan to get through or dropping out for a year to work full-time”. He also looked elsewhere for assistance, including the Massey Foundation which awarded him the bursary. Jonathan says, “I truly can’t convey how much this bursary means to me and what it is doing to relieve a heavy financial burden. I’m so grateful to all the alumni who cared enough to donate.” ‘Virtual’ Open Days Massey University ventures into new territory when it launches its 2020 ‘Virtual’ Open Days-(4/5 September 2020). This initiative – although in response to Covid disruptions - increasingly reflects the way prospective NZ-based students are engaging with their prospective tertiary institutions - while simultaneously maintaining a global reach. Prospective students still based offshore will also get the chance to experience what the University has to offer all its students. Aviation Open Day 12 September 2020 The School of Aviation still values the opportunity to profile its programmes in person. Therefore, it will continue to host the annual Aviation Open Day in Palmerston North at the Massey University Aviation Centre. This will enable prospective students and their families to visit the state-of-the-art aviation centre, meet staff and current students and experience a trial flight in one of Massey’s Diamond DA 40 training aircraft. Senior students considering enrolling in an aviation tertiary programme in years 2021, 2022 or 2023 are especially encouraged to attend this event to find out about key dates, scholarships and accommodation options. Register via the following link: https://masseyuni.wufoo.com/forms/ p17ln8yw0r7g9f3 11 2020 #3 Benefit from our more than 40 years of industry experience managing VFR/IFR helicopter operations worldwide and over 20 years of experience in SMS with international organisations. 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Such ratings opportunities are rarely available and the experiences of the new pilots make for interesting reading. Gavin writes: contributed by Gavin Conroy One of the first TVAL aircraft that new WWI pilots get to fly is the Fokker D.VII. This is a replica built for the 1960s movie ‘Blue Max’, arguably the best WWI movie ever produced – in which the D.VII starred extensively. Becoming a vintage pilot at TVAL The Vintage Aviator Limited purchased the aircraft from overseas in 2006. It made its first airshow appearance in 2007, then in 2008 was refurbished including new fabric. Some weight savings were made and the engine was inspected, achieving a result which should see the aircraft fly for decades into the future. Thanks to its movie star status, the D.VII was originally fitted with the best smoke system available, particularly of use in its permanent ‘bad guy’ role via which it has probably been shot down more times than any other aircraft in this country! Having been present when three pilots began their conversion onto this very historic machine, I thought to encourage them to share some words on their backgrounds, how they got involved 13 2020 #3 KiwiFlyer Feature vintage pilot at TVAL in the ‘Blue Max’ Fokker D.VII Gavin Conroy image with TVAL, and what it means to them to fly the Blue Max Fokker. My thanks to Pete McCombe, Andrew Love and Simon Davenport for putting pen to paper. Their words follow. Pete McCombe Mum recounts that my earliest aviation adventures were as a two-year-old in the early ’80s spending countless days out at the Taranaki Gliding Club. When it was Dad’s turn to babysit it was a special occasion when he took me along. Whilst he was in the air I’d be in the care of the ladies, who would watch over me as I ran around the paddocks, listening to the skylarks and watching the gliders. 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Dad’s love of everything mechanical pulled him between bridges, steam trains and aircraft - lucky for me because this often led us to attend air shows such as the RNZAF Golden Jubilee pageant way back in 1987. Understandably, after seeing the displays I decided I wanted to be an F-111 pilot. It’s still a dream in progress; for the moment, I’ll happily settle for a day job commanding an ATR for Mt Cook Airlines. After kicking around Air Gisborne and the Aero Club as the hangar kid, Margaret Reid saw my potential and coerced me to apply for a scholarship. In 1997, the RNZAC (Flying NZ) awarded me one of the first Ross Macpherson memorial scholarships. This amazing scholarship allowed candidates with zero time to work towards their first solo flight. I was hooked. My aviation career started with Air Gisborne where I flew Air Ambulance services in Piper Senecas, and instructed in the Grumman Cheetah and their Cessna 172 that I’d grown up in. Following my thirst for adventure, a move to a turboprop operator was on my mind. With only 700 hours total flight time, no New Zealand organisations were employing people of my experience so I applied for positions overseas. I was hired by Hevilift, a specialised organisation based in Papua New Guinea. There I flew Twin Otter and ATR aircraft in the bush, on many projects for the gas and petroleum industry. My initial desire to remain there for two years quickly became ten. The allure of new projects and new countries of operation kept me interested. Myanmar in particular will always hold special significance. As with all things, progression is important and a return to New Zealand was a logical step. I had a desire to further my aspirations of flying vintage aircraft as well as my career. I am happy to be home. I became more involved with New Zealand Warbirds after acquiring a share in Harvard 78 and in the Beaver. Also, the Sport and Vintage Aviation Society in Masterton, where I am now lucky to operate their Chipmunk and Tiger Moths, often for their Adventure flight operation. #WAIRARAPAFLYINGTIGERS My introduction to TVAL came through the King family and Bevan Dewes, who has become a close friend. After two seasons contributing as ground staff, I became a regular camera pilot assisting historians like Gavin Conroy in achieving spectacular photography of the WWI collection. This furthered my formation knowledge and has afforded me the opportunity to progress to the next step as one of their regular display pilots. The D.VII is an interesting aircraft with many delightful contradictions. I describe it as a machine that you drive; you need work boots on the ground and ballerina shoes in the air. All of the stories are true regarding its peculiar taxi techniques. You become a busy one-armed paper hanger whilst finding the balance of throttle, rudder, brake, and forward stick to shift the tail and manoeuvre along the ground. Once the take-off is commenced and the tail skid leaves the earth, a quick change into your ballerina shoes is required as the rudder is highly effective and easily over-controlled. Ground effect needs to be your friend as holding the D.VII in the influence of ground effect rapidly assists your acceleration to 80 mph, where you can then climb away, albeit a little slowly. At altitude and on the right side of the drag curve, the machine is spry and quite a joy to fly. In comparison to other vintage types, its controls are well balanced, and it has little tendency to drop a wing when flown at high power settings approaching the stall. That said, the exposure I have had working the machine in-formation with other types suggests that in contrast it is very important to manage your energy correctly. Instantaneous acceleration to regain one’s position is not possible with this machine. Whilst in formation, you become aware of the restricted visibility imposed by the top wing in particular. Sitting up too high in your seat to see the surrounding aircraft can lead to a quick blast from the slip stream. My current flying helmet is now due for replacement after discovering its fragility in this position! With the nose down the D.VII accelerates rapidly. That’s useful to know when you are tracking to an area, climbing to join a formation, and lagging behind the SE5a and other more powerful types. Again, energy management is key in this aircraft. Stick forces build quickly in relation to airspeed, and without an elevator trim, protracted time spent above 110 mph can become exhaustive whilst holding forward stick pressure. When descending and entering the circuit, a good look out is required due to the D.VII’s blind spots. On final approach the aircraft can develop a rapid descent with idle power and the airspeed left to decay to 70 mph and below. A normal flare and a tail-low wheel landing often produce a satisfactory arrival. As the tailplane loses effectiveness, you are quickly reminded to swap shoes again… In conclusion, I love it. Finding the quirks of a machine is often fun, and this aircraft has many. All of them add to the experience and leave you more than satisfied after arrival back on the flight line. LAST LOT LEFT SOLD SOLD SOLD SOLD SOLD SOLD SOLD Lot 3 is a 5500m2 site with direct access to the 839 metre runway. Build your permanent or holiday home right next to the strip with plenty of room for your hangar and pool. No waiting in a queue for take-off here. Well away from all the heavy traffic of the Auckland North Shore area. Only 7 minutes to Warkworth and an easy commute to Auckland especially with the motorway extension coming soon. A unique and peaceful location. Call for further info. David Goodhue 021 663 633 d.goodhue@barfoot.co.nz VIEWING View by apptmt, Newton Rd. www.barfoot.co.nz/547050 FOR SALE $790,000Another shot of Pete McCombe on the inside of a turn in formation with the Tiger Moth operated by TVAL. 15 2020 #3 Gavin Conroy imageKiwiFlyer Magazine Issue 69 16 Andrew Love I first flew solo in November 1999, the day after my 16th birthday. Then I completed my PPL and CPL part-time over the following four years, while working full time. Vintage/warbird aircraft, and later aerobatics have been my main motivation for wanting to learn to fly. It has been a long, exciting and rewarding journey to date with plenty of challenges along the way. I was first exposed to vintage aviation in a Tiger Moth, back in 2005, flying with Ryan Southam. It was a big turning point. I later finished my Tiger Moth rating with Ryan down at Mandeville in 2008, while flying in Queenstown at the time. I now have a variety of flying in my logbook as a commercial pilot and continue to work part- time in my capacity as a B Cat instructor, specialising in tailwheel and aerobatic training. I also run my own business outside of the aviation sector. I became keenly interested in the history and technology of the early pioneers after that first experience in the Tiger Moth. I have been a volunteer at The Vintage Aviator since 2018. I was privileged to be invited along by a couple of the senior pilots while I was at Hood Aerodrome participating in the National Aerobatic Championships and thoroughly enjoyed that first season absorbing everything. I became a member of the Sport and Vintage Aviation Society, based next door with several vintage aircraft, at my very first weekend at TVAL. Thus I have been able to enjoy access to a Tiger Moth and Chipmunk, for the same hourly rate as a Cessna or Piper at an aero club. These training weekends included training of the company’s SOPs which included ground handling of the various aircraft and techniques and systems employed by TVAL in working with this incredible collection. To be asked to participate with the active flying within the collection not only put me completely off balance, it left me speechless. A plan was put forward, and I began reading up and absorbing everything I could on the collection’s Fokker D.VII by talking with some of the pilots experienced on the type. Getting airborne in this Fokker D.VII replica for the first time, was on par with my first solo. The thought of “wow I’m airborne in an aircraft that is a movie star,” was quickly followed by “this is one of TVAL’s aircraft.” There was time to admire the lozenge camouflage which was unique to German combat aircraft of the period, then thoughts quickly moved to “I’m flying - so bloody well concentrate and forget all that other stuff.” Thoughts of the 450 Stearman came back to me, as this aircraft felt remarkably similar in terms of weight and feel through the controls. That extra inertia associated with the extra weight from what I was used to prior to flying the Stearman was quite familiar. You must be very accurate with attitude on landing to arrest the flare. The slow speed handling was sublime, and I noted how quickly it accelerated once in the step. I also noted the poor forward visibility on the ground, again, similar to the Stearman! On the ground, with a fixed skid it was entirely unique to anything I had flown previously. All in all, it has been an incredible journey so far, one that I know I am extremely privileged to be on, but I could not have done it without the support of my wife, Nicola. I have enjoyed the experience immensely but working with and learning from this group of volunteers, led by David Cretchley, is the best bit by far. Simon Davenport I got my first taste in aviation when I was just a wee nipper. My father was a glider instructor at the Wellington gliding club for many years so most weekends were spent at the club, either in the Why do I always have to be the bad guy, wonders the Fokker D.VII, perhaps one of the most frequently ‘shot down’ aircraft at New Zealand air shows. TVAL PilotsPattershall’s Global aviation supply partnerships provide our customers with access to over 2 million parts and accessories including fully traceable approved supply of AeroShell products and a wide range of aviation lubricants including Exxon Mobil, Phillips 66 products and aircraft parts. 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For a competitive price on AeroShell and all other products we offer, call or email us today. *Finance subject approval and credit terms Order online at www.pattershall.co.nz Contact us: 0800 722 362 or admin@pattershall.co.nzback seat of a Blanik, or in the back seat of a Piper Super Cub. I absolutely loved it. Just as I was coming of age to be taught, my father decided to give up gliding. While it was too late for me to learn from him, it was not too late for the love affair that ensued. Six years later I won a scholarship to get my PPL fully funded through the Kapiti Districts Aero Club. Once I had my licence, I went on to gain a Piper Super Cub type rating. It was an aircraft that I had held dear to me since the gliding days. Being a tail wheel aircraft, this was a rating that would go on to serve me well. I gained my aerobatic rating, CPL, B Category instructor rating, banner, glider tow rating, plus many more aircraft type ratings. In 2005 I followed my brother to Queenstown to help operate the only Part 135 aerobatic adventure company in New Zealand flying two Pitts Special aircraft. I worked for a few different aviation companies as a Line Pilot, Instructor and Flight Examiner but it wasn’t until I flew with Graham Holley at Air Nelson that my vintage aviation pathway begun to form. Due to my tail wheel experience Graham invited me to visit TVAL back in 2017. While in Masterton I re-joined the SVAS as a member and completed my Tiger Moth rating with Graham and John Barge. I spent many days at the TVAL pilot flying weekends learning the ground handling aspects of a lot of the different aircraft types. They all have their particular quirks even on the ground, let alone in the air. It wasn’t long before I fell in love with all the WWI aircraft in the collection. The craftsmanship evident in these aircraft is truly amazing. The smoky smell of burning castor oil, the popping and banging sound of a rotary engine, and attention to detail - not only in the construction but also the paint schemes - blows me away every time I visit. Luckily for me, after a few years I was invited to fly the Fokker D.VII - my first WWI aircraft type and first single-seat aircraft to fly. I had been involved with the ground handling aspects of the D.VII over the years so always took the opportunity to talk to the pilots about it. While it wasn’t the highest performing aircraft, they all commented on how lovely the aircraft handled in the air. Now it was my turn to find out! I read the Flight Manual many times over the preceding weeks and after a thorough briefing with Dave Horrell I strapped myself in. The engine started without too much hassle and as I taxied to the runway, I quickly found most of the techniques I had used in tail wheel aircraft had to be thrown out the window... Wait, an open cockpit biplane has no windows. I guess techniques went overboard instead! In previous tail wheel aircraft I had flown, the control stick was held fully aft during taxi. However, in the D.VII that causes the skid to dig into the ground and acts like a brake - handy when landing and coming to a stop but not handy when trying to turn. After 13 years of flying tail wheel aircraft it felt like I was going ‘against the grain’ by using forward stick and applying power to lighten the load on the tail to be able to turn. It was a technique that took me a few flights to get comfortable with. On my first take-off the tail came up with little effort and it hopped into the air. The rudder felt light and controls well balanced. While the rate of climb was not something to write home about, the feel of the aircraft was something special. This particular aircraft doesn’t have the genuine Mercedes engine but a Gypsy Queen instead, as it was made for the Blue Max Movie. I found the aircraft to have nicer handling than a Tiger Moth, and KiwiFlyer Magazine Issue 69 18 TVAL Pilots www.avcraft.co.nz Avcraft Engineering NZ Ltd. Feilding Aerodrome 06 212 0920 avionics@avcraft.co.nz For a fresh look at avionics, talk to our skilled engineers. We are Authorised Dealers for Garmin, JP Instruments, Avidyne, Aspen Avionics, and more. Ask us about tailoring a package to suit your requirements and budget. Need ADS-B? Choose from several great units and have it installed for under $8,000 NZD +GST then claim your $2,500 +GST ADS-B Rebate! Avoid the rush. Get your aircraft ADS-B ready Now! Rebates Available - up to US$250 per display. G3X Touch offers a variety of panel configurations and a superior feature set including wireless connectivity and synthetic vision as standard, as well as options such as display redundancy, advanced autopilot compatibility, engine monitoring and more. L3 Lynx NGT-9000 - ADS-B In/Out Transponder which displays ADS-B traffic on its own display, as well as other panel mounted avionics. Includes Wi-Fi module for connectivity to iPad and Android flight apps. Basic 7” Display System from US$7995 +GST Installed from NZ$11,500 +GST Garmin G3X CertifiedL-3 Lynx NGT-9000enjoyed the deeper sound of the 6-cylinder engine compared to a Tiger Moth’s 4 cylinder. I don’t think a smile left my face the whole time I was in the air but I do remember thinking to myself that although I’d managed to get this thing into the air, I still had to bloody land it. I did land, and taxied back to the flight line with an overwhelming mixture of feelings - joy, excitement, relief, and honour that I was now part of the history of this movie star aircraft. It felt like my flying career had been shaped to allow me to fly vintage aircraft - a dream that I have had since 1995 when I first saw Sir Tim Wallis flying his Spitfire. I have been so lucky and fortunate to have been given the opportunity to be part of the team at TVAL. They are truly a wonderful bunch of people and I thank every one of them. 19 2020 #3 3 newly minted D.VII pilots. L-R: Andrew Love, Simon Davenport, and Pete McCombe. Andrew Love taking off in formation for a photo flight in the D.VII.The replica guns on the D.VII, they sure do look real! F KNext >