vector POINTING TO SAFER AVIATION

January/February 2016

Manufacturing Safe Drones

Turbine Gas 

Path Washing

Birds Can Invade 

Your Plane Overnight

Warbirds Over 

Wanaka 2016
In this issue...

Published by

Safety Promotion Unit of the Civil Aviation 

Authority of New Zealand, PO Box 3555, 

Wellington 6140.

Tel: +64 4 560 9400,

Fax: +64 4 569 2024,

Email: info@caa.govt.nz.

Published six times a year, in the last week 

of every odd month.

Manager Safety Promotion Bill Sommer.

Editor Peter Singleton.

The Vector Team

Charlie Brimmicombe, Lakshmi Guda, 

Aaron Hailwood, Pen Mackay, Rose Wood.

Design Gusto.

Publication Content

Unless expressly stated as CAA policy, 

the views expressed in Vector do not 

necessarily reflect the policy of the Civil Aviation 

Authority. Articles are intended to stimulate 

discussion, and nothing in Vector is to be taken 

as overriding any New Zealand civil aviation 

legislation, or any statements issued by the 

Director of Civil Aviation, or the Civil Aviation 

Authority of New Zealand.

Reader comments and contributions are 

welcome and may be published, but the Editor 

reserves the right to edit or abridge them, 

and not to publish those that are judged not to 

contribute constructively towards safer aviation. 

Reader contributions and correspondence 

regarding the content of Vector should be 

addressed to: Vector Editor, PO Box 3555, 

Wellington 6140, or email: info@caa.govt.nz.

Free Distribution

Vector is distributed to all New Zealand 

flight crew, air traffic controllers, aircraft 

maintenance engineers, aircraft owners, 

most organisations holding an aviation 

document, and others interested in 

promoting safer aviation.

For flight crew and air traffic controllers, 

an aviation medical certificate must be 

held, and a New Zealand address given, 

to receive Vector.

Holders of pilot or parachutist certificates 

issued by Part 149 certificated organisations 

can also apply to receive a free Vector.

Vector also appears on the CAA’s web site – 

subscribe to our email notification service 

to receive an email when it is published, 

www.caa.govt.nz/subscribe.

Change of Address

Readers receiving Vector free of charge should 

notify info@caa.govt.nz of any change of 

address, quoting your CAA Client Number. 

Paying subscribers should notify Vertia.

Paid Subscriptions

Vector is available on subscription only from 

Vertia, www.vertia.co.nz, email: info@vertia.co.nz, 

or freephone 0800 GET RULES (0800 438 785).

Copyright

Reproduction in whole or in part of any item in 

Vector, other than material shown to be from 

other sources or named authors, is freely 

permitted, providing that it is intended solely 

for the purpose of promoting safer aviation, 

and providing that acknowledgment is given 

to Vector.

ISSN 1173-9614

8 Turbine Gas Path Washing

Token washing of the engine will not 

prevent corrosion and sulphidation, 

potential parts replacement and 

even engine overhaul. Follow the 

manufacturer’s instructions to make 

sure your engine remains airworthy.

12 Birds Can Invade

Your Plane Overnight

Who would believe that an aircraft, safely 

hangared for just 12 hours, could become 

the new home of nesting birds? But it has 

happened. Why a thorough pre-flight check 

may prevent an engine fire, control cable 

problems, and/or a seized engine.

4 Warbirds Over 

Wanaka 2016

Flying to Warbirds? Vector gives you all the 

must dos and should dos so you don’t get 

caught with your head down in the cockpit, 

or become an unwitting and unwelcome 

part of the air show.

6

Holding Back on the Herbals 3

Warbirds Over Wanaka 2016 4

Manufacturing Safe Drones 6

Turbine Gas Path Washing 8

Aviation Safety Coordinator Course 11

FAA Acceptance of NZ 

Design Changes Updated 11

Birds Can Invade 

Your Plane Overnight 12

I Learned About Flying From That 

– Beaver Rush 14

Ballooning Safety Post-Carterton 18

Maintenance Engineer 

Licence Limitations 21

A New Way to Investigate 

Safety Risks 22

Is Your Mode S Correct? 24

Funding Review Feedback Needed 24

SMS Rules Signed 24

GA Flight Examiners 

Conference 2016 24

Auckland Busy Spot 25

Vector for RPAS Operators 25

Address for Aircraft and 

Airlines Applications 25

Aviation Safety Advisers 25

How to Get Aviation Publications 25

Planning an Aviation Event? 25

Accident Briefs 26

GA Defects 27

What Happened Here? 

AvKiwi Safety Seminar 28

Cover: One of only a handful still flying today, this UK-based Messerschmitt Bf 109 is coming 

to Warbirds Over Wanaka 2016. See article on page 4. Photo courtesy of John M Dibbs. 

Inset: The Aeronavics Skyjib drone, see story on page 6. Photo courtesy of Aeronavics. 

Manufacturing Safe Drones

Vector chats with two New Zealand-based,

world-leading manufacturers of remotely 

piloted aircraft systems (RPAS), and 

discovers a “proper aircraft engineering 

approach” is producing top safety features.

2 vector January/February 2016
Natural remedies sound very appealing, but 

Dr Rajib Ghosh, a CAA Senior Medical Officer, says 

they should be approached in the same way that all 

medications are in aviation.

“People often think that because something is ‘natural’ it’s 

going to be completely safe with no side effects. And that’s 

not always the case.”

Your Medical Examiner is specifically trained in the special 

requirements of aviation medicine.

“That’s why it’s important to discuss herbal treatments with 

your Medical Examiner and not just your GP, or even your 

clinical specialist,” says Dr Ghosh.

“A GP or specialist may prescribe you something in good 

faith, and it may be the best course of action in normal 

circumstances. However, without specialist knowledge, the 

aviation safety implications may not have been considered.”

Fatigue management is an example.

“We know most pilots have to manage fatigue at some time. 

Performing any safety-critical task, like flying, can be challenging 

when tired. That is doubly so for pilots on early starts, late 

finishes or shift work.”

There are many natural treatments for fatigue management 

on the market. Some even advertise that it is safe to 

operate machinery or aircraft while you are on a course of 

these treatments. That isn’t necessarily true, and exactly why 

Dr Ghosh says you need to discuss any herbal treatments with 

your Medical Examiner.

“Some of the ingredients used may not be safe for 

aviation activities.”

However, Dr Ghosh says that it’s not always the case that 

herbal treatments will interfere with standard medicine or, 

as some believe, are ineffective.

“Just because something is herbal or natural doesn’t mean 

it can’t be useful. The important thing is whether there's 

scientific evidence to back up the claims.”

For example, olive leaf extracts have been used for centuries 

to aid in the treatment of diabetes. But it’s only recently that a 

clinical trial at the Liggins Institute at Auckland University has 

shown that an extract of fresh olive leaves appreciably reduces 

some risk factors for developing type 2 diabetes.

If you do want to use a herbal treatment, instead of, or in 

addition to, standard medicines, discuss that with your Medical 

Examiner. They will be able to go through the treatment options 

with you, how your treatment will be monitored, and whether 

it may affect your ability to keep flying. 

Holding Back on the 

Herbals

If you’re thinking of trying out any herbal treatments, make sure you talk 

to your aviation Medical Examiner first. Those seemingly innocuous tablets 

may be incompatible with flight safety.

Photo: istockphoto.com/amnarj2006

vector January/February 2016 3
Warbirds Over 

Wanaka 2016

Over Easter, a significant number of aircraft will converge on central Otago. 

Now’s the time to do your homework so you don’t become an unwitting 

part of the air show. 

This year’s Warbirds Over Wanaka takes place from 24 to 

28 March. Before flying to Wanaka this Easter, study all 

the possible routes and make sure you’ve read and 

understood AIP Supplement 35/16.

AIP Supplements are available free online at www.aip.net.nz.

For information on the airshow, see the Warbirds Over Wanaka 

web site, www.warbirdsoverwanaka.com.

Make contingency plans so that you don’t fall victim to the 

insidious ‘get-there-itis’. On the day, fully brief yourself on 

weather conditions and check for NOTAMs – any changes to 

airshow times will be notified by NOTAM.

NOTAMs are available on Airways’ Internet Flight Information 

Service (IFIS) web site, www.ifis.airways.co.nz.

Wanaka Airspace

To manage the increased traffic, a 5 NM radius control zone 

centred on Wanaka (Wanaka CTR/D) and temporary restricted 

area (NZR998) will be created. These extend from the surface 

to 7500 ft.

During airshow practices and displays, NZR998 will be 

activated and the Wanaka CTR/D deactivated. For detailed 

airshow times, see AIP Supplement 35/16.

Airways will provide an aerodrome control service within the 

Wanaka CTR/D when it’s active. Approach control services will 

not be provided.

See and Be Seen

When the temporary control zone and/or restricted area is not in 

place, make sure you follow unattended aerodrome procedures.

Be on alert for high-performance aircraft operations, as well 

as slower non-radio equipped (NORDO) vintage aircraft.

Transponder-equipped aircraft should at all times leave 

their transponder “ON” and operate Mode C as an 

additional aid to ACAS-equipped aircraft.

If your aircraft has landing and taxi lights, get these on 

early. You must have anti-collision lights on in the CTR/D 

unless told otherwise.

Frequencies

Make sure you listen to the ATIS on 127.6 MHz before entering 

the Wanaka Control Zone. During ATC hours of watch, you’ll 

need to determine the runway in use and associated arrival 

procedure before entering the control zone. If you find yourself 

out of the ATIS range, the responses from preceding traffic 

may give you a clue.

The Wanaka Tower frequency (120.1 MHz) will be very busy, 

so try to avoid adding any ‘ummms’ and ‘ahhhhhs’ into the 

mix. Your radio calls need to be accurate and concise to 

reduce clutter. Make sure your radio skills are up to scratch 

well before your flight. The GAP booklet Plane Talking will give 

you some good advice. Email info@caa.govt.nz for a free copy.

Warbirds Checklist

This isn’t a comprehensive checklist; just a few basics 

to get you started.

Understood AIP Supplement 35/16 and NOTAMs

Alternates planned

Arrival procedures handy

Aircraft tie-downs and survival gear

(check these are in your weight calculations)

Weather checked

Flight plan filed

(Note that Wanaka Tower will not be accepting 

VFR flight plans or SARTIME terminations. You can 

terminate either by phone after arrival, or while 

still airborne and within coverage of Christchurch 

Information)

Mountain flying skills up to scratch

30 minutes extra holding fuel

Neck stretches (You want to be ready for all 

that scanning!)

Photo courtesy of John M Dibbs

4 vector January/February 2016
If the Wanaka Tower frequency is congested, use the 

secondary frequency 118.9 MHz.

Wanaka ground frequency 118.9 MHz and Wanaka Tower will 

issue taxiing instructions for aircraft on the manoeuvring area 

when ATC is on watch.

Be aware that all frequencies have coverage limitations due 

to terrain.

Available Alternates

In the event that a landing in Wanaka is not 

possible, or is perhaps in the too-complicated 

basket, here are some alternatives.

Queenstown

Prior permission: For non-regular air transport operations 

and general aviation operations with aircraft that exceed 

5700kg MCTOW, a movement request must be submitted via 

their web site, www.queenstownairport.com.

General: On entering Queenstown Information’s area of 

responsibility (as shown on the South Island FISCOM Chart in 

the AIP), contact them on 128.9 MHz and advise your intentions. 

Queenstown Information (QN info) will provide aerodrome 

information and any anticipated delays due to increased traffic. 

Prior to entering Queenstown controlled airspace, contact 

Queenstown Tower (118.1 MHz) for an entry clearance.

Essential information on Queenstown can be found in AIP 

New Zealand, Vol 4, and there is further guidance in the 

In, Out, and Around Queenstown GAP booklet. Email 

info@caa.govt.nz for a free copy.

Fees: Landing fees apply.

Parking space: Light aircraft and helicopters must park in their 

respective designated parking areas, as indicated in the AIP.

Fuel: Avgas and Jet A1 available (Air BP).

Cromwell Racecourse

Prior permission: Not required.

General: Terrain and weather can make this a challenging 

aerodrome. Takeoff is prohibited on Runway 27, and landing is 

prohibited on Runway 09. Both grass runways have variable 

surface conditions. Beware of rabbit holes and, if possible, 

avoid heavy braking.

Fees: Landing fees apply.

Fuel: None available.

Alexandra

Prior permission: Not required.

General: Alexandra has parallel paved and grass runways 

14/32, both 1200 metres long, and a much shorter crossing 

grass runway 01/19. All vectors have good clear approaches 

and overshoot areas. In westerly and north-westerly 

conditions there can be considerable turbulence off the 

Dunstan Range. The grass surfaces are rough, so watch out 

for rabbit holes.

Fees: Landing fees apply.

Fuel: Avgas and Jet A1 available (Z Energy).

Omarama

Prior permission: Not required.

General: Omarama has a very long grass runway with good 

approach and overshoot areas. Aim to land on the irrigated 

grass, but watch out for movable irrigation pipelines and rabbit 

holes. Intensive gliding activity occurs here daily.

Fees: Landing fees apply.

Fuel: Avgas available (Z Energy).

Makarora

Prior Permission: Required from the operator.

General: You should have appropriate training or considerable 

strip experience to land at Makarora. This is a relatively 

short grass strip with considerable slope and undulations. 

The approaches to Makarora are often affected by windshear, 

up and down draughts, turbulence, and crosswinds for landing. 

Neighbouring trees and bush make this an intimidating 

aerodrome. Stock, vehicles, and pedestrians may be on the 

runway at times.

Parking space: Very limited area to picket aircraft.

Fuel: None available.

Haast

Prior permission: Required from the operator.

General: Haast has a gravel runway of variable surface 

condition. There are good approaches and overshoots for both 

runways 16 and 34. Stock is occasionally grazed on the field.

Fees: Landing fees payable.

Fuel: Avgas available (Z Energy). The Messerschmitt Bf 109 is the most produced fighter of all time 

(33,000 produced). However, only a handful still fly today.

vector January/February 2016 5
Queenstown-based company, Shotover, had been 

producing fittings for helicopter filming, when it 

identified a market for specialist filming drones.

“We have pilots and engineers in our team as well as 

filmmakers,” says Brad Hurndell, Shotover’s General Manager, 

and a former aircraft technician in the Royal New Zealand 

Air Force.

“We therefore know what customers want from a filming 

point of view, but also what will work from an aviation point 

of view.

“As aviators, we understand the importance of 

safety and it’s at the forefront of what we plan with 

our products.”

Some of the safety features included in the U1, Shotover’s first 

drone, are a parachute, dual battery systems, and an innovative 

motor system.

“We have eight motors, but they are in pairs, so look like 

four, and have counter-rotating coaxial shafts,” says Brad. 

“Having multiple motors allows the craft to continue to operate 

if a couple of engines fail.”

Linda Bulk from Raglan-based Aeronavics echoes Shotover’s 

commitment to safety.

“It starts with the airframe,” says Linda. “Everything has to be 

the best quality – we use aircraft-grade aluminium, industrial 

composites, and high-quality carbon fibre.

“The propulsion systems need to be high-quality and smooth. 

We check that the parts manufacturers we work with have 

excellent ratings and that every part we use is reliable and 

well-tested.”

Aeronavics’ co-founder, Rob Brouwer, is a former commercial 

pilot, and Linda says that this helps bring aviation safety to the 

forefront of the business.

“I think it’s very much in the blood of aircraft pilots to be aware 

of safety.

“And we’re looking at this technology in the same way – 

manufacturing procedures need to be highly conscious 

of safety.”

For Aeronavics, this safety culture isn’t limited to just the 

manufacturing side. When they’re testing their craft, they also 

ensure the highest safety standards are met.

“If we’re testing an aircraft, which we do on one side of the 

building, a flashing light indicates to others not to approach the 

area where it’s flying and the controllers are in a protective 

cage. Only well-tested aircraft are 

demonstrated to clients, 

and pre- and post-flight checks are always 

carried out.”

The fully stabilised mode means that if the 

controller gets confused or lost, the drone will just hover 

while it isn’t receiving any inputs, until the problem is solved.

“If something goes wrong, or your batteries are low, you get an 

alert. If you ignore the alert, it will eventually come back and land.

“If there’s a loss of signal with the controls, it will 

also automatically come back to where it 

was launched and land,” says Linda.

Manufacturing 

Safe Drones

Drones, RPAS, UAVs... Whatever you call them, they are a growing 

technology that many Kiwi companies are embracing for myriad tasks. 

Vector chatted with two of the manufacturers in New Zealand to find 

out how they aim for the highest safety standards.

6 vector January/February 2016
Both Aeronavics and Shotover drones have multiple motors, 

and will still fly if they lose a motor or two. 

Parachutes are also fitted to slow them down if they should 

ever plummet.

Both companies have worked closely with the CAA. Shotover 

has been authorised to manufacture and alter aircraft under 

25 kilograms, and Aeronavics is in the process to do the same. 

Previously, only Model Flying New Zealand was allowed to 

do that.

“We want to set high standards that are fit for purpose,” says 

Linda, “and that’s why working with the CAA has been so 

beneficial. We think we are fortunate to 

have a regulator so willing to be 

involved in this field.”

Mark Houston, CAA’s Senior Technical 

Specialist, Unmanned Aircraft and Recreational 

Aviation, says it’s great to see manufacturers 

taking such an interest in aviation safety.

“Shotover and Aeronavics are two great examples of Kiwi 

companies leading the world. They, along with other Kiwi 

designers and manufacturers, are highly innovative and 

able to carry out many different tasks and applications.

“It shows the positive strength of a rapidly expanding 

industry moving beyond recreational drones; 

www.caa.govt.nz/rpas

Both photos courtesy of Aeronavics

Shotover's U1 model. 

Photo courtesy of Shotover.

Aeronavics' SkyJibX4 flying beside a wind turbine.

The coaxial propulsion arrangement on the SkyJibX4.

demonstrating just what benefits are available through pasture 

management, food production, ecological management, and 

resource development.”

Brad Hurndell adds, “One of the hardest things for people in 

this industry, is that it is all so new, and rules and regulations 

are still catching up to this fast-changing industry.

“Our thoughts are that if we take a proper aircraft engineering 

approach to this, and do full analysis and reliability testing, then 

we will exceed any new regulations when they’re in place.”

Safety is at the forefront for these manufacturers – not only because 

a safer drone is more reliable for their customers – but because 

they understand the risks of operating above people and property.

“Having a background in aviation, we know the risks,” says 

Brad. “You can’t just pull over to the side of the road and wait 

for help if something goes wrong. It’s potentially a life and 

death situation.”

And that’s probably the lesson here. Shotover and Aeronavics 

take safety seriously – all aviation participants need to.

“You need to be constantly thinking about the environment 

your drone is flying in and what you’re going to do if something 

goes wrong,” says Mark Houston. ‘Where can it land? Is it still 

in your line of vision?

“It all comes back to good airmanship. A drone is an aircraft 

and the same skills apply – knowledge of the aircraft, 

environment, and the risk.” 

For more information on drones, see the CAA web site. 

vector January/February 2016 7
Every turbine engine has a maintenance manual 

that contains rinse or wash requirements to prevent 

sulphidation. These requirements must be followed, 

unless an operator has an alternate means of compliance 

stated in their approved maintenance programme.

Pratt & Whitney Canada (P&WC) publish recommended time 

periods between gas path washes based on geographical 

region. The entire New Zealand region is listed as a 

“salt-laden environment”.

“To prevent damage, operators need to review the 

manufacturer’s requirements and make sure their wash 

programme conforms,” says CAA Air Transport Inspector 

(Airworthiness), Steve Shaw.

“Most manufacturers recommend the compressor (gas path) 

to be rinsed or washed after the last flight of the day to remove 

salt deposits when operating in a corrosive environment.

Vector is using the P&WC PT6A engine as an example here, 

because it is the most common small turbine engine in 

New Zealand fixed-wing aircraft, being used in everything from 

skydiving to air ambulance operations – CAA records show 

there are approximately 120 PT6A engines of various models 

in use in New Zealand.

However, the advice contained in this article can equally be 

applied to other turbine engine models, in both fixed-wing and 

rotary operations. As you'd expect, the manufacturer's 

instructions will differ from engine to engine, so it's important 

that you fully understand the maintenance requirements. 

For example, the Rolls-Royce M250 maintenance instructions 

specify both rinse and wash regimes.

New Zealand’s Pratt & Whitney representative, Stephan Heep, 

says some operators talk about ‘compressor washing’, but fail 

to realise that the compressor wash, and compressor turbine

wash, are separate processes.

“Typically, you have two washing schedules. The external 

wash to remove corrosive elements from the engine’s 

external surfaces, and the other in a broader sense, is the full 

gas path wash.

‘Corrosion’ is the gradual destruction of materials 

(usually metals) by chemical reaction.

‘Sulphidation’ affects metallic components when they 

are exposed to compounds containing sulphur and 

sodium chloride within a hot environment – a regular 

occurrence during flight.

Power Section

Combustion

chamber

Exhaust

duct

Reduction

gearbox

Turbine Gas Path W

“I like to be a little bit cautious and use the terminology ‘gas 

path wash’, because then we know we’re talking about 

washing the entire gas path, from inlet case through to 

the power turbine. Some operators get stuck on the fact 

they are doing a compressor wash, and neglect to wash the 

compressor turbine.

Washing Advice

Warren Hadfield, another CAA Air Transport Inspector 

(Airworthiness), is concerned about what a poor washing 

Propeller 

shaft

Power 

turbines

Compressor

turbine

When it comes to engine health, cleanliness is next to airworthiness. 

To prevent turbine engine corrosion and sulphidation, you should follow 

the manufacturer’s washing recommendations.

Gas path of a PT6A: It's important that the 

Cutaway of PT6A model courtesy of CalCo Cutaways, www.calcocutaways.com. Photo courtesy of Charles Roth, President CalCo Cutaways

compressor turbine in the very centre is washed.

8 vector January/February 2016
Accessory 

gearbox

Inlet 

screen

Gas Generator Section

Washing

technique and/or routine can result in. “There have been 

a number of engines damaged due to a lack of washing, 

or because the wash has been done incorrectly.

“Compressor washes should be done after the last flight of 

the day, followed by drying runs in accordance with the 

maintenance manual.

“There is a concern that some of those that are washing, are 

only washing the compressor part of the engine (the easy 

part), without washing the compressor turbine.

“All that does is move the salt into the interior part of 

the engine.

“We really want to stress the importance of following 

the manufacturer’s recommendations, particularly regarding 

the compressor turbine and vane ring.”

P&WC's Stephan Heep says the average PT6A engine ingests 

more than 8,000 cubic feet of air in one minute. “In flying 

through a salt-laden environment, you get a build-up of salt 

deposits on the compressor rotating components, and 

corrosive elements, throughout the gas path.”

“If you just rinse water on the compressor side, all you’re doing 

is washing those salt deposits off the compressor and onto the 

compressor hot section – exactly where you don’t want them!

“How often you wash the engine is something you’re going 

to need to evaluate, based on the frequency recommendations 

in the maintenance manual, knowledge of your routes, and 

close monitoring of engine condition,” says Stephan.

Blenheim-based Craig Anderson, Chief Pilot of Sounds Air, 

says the airline operates engines on an extended time before 

overhaul (TBO). They’ve run several engines right out to their 

limits, but haven’t had any issues with corrosion.

Craig previously held the role of Chief Engineer at Sounds 

Aero Maintenance.

“Our PC-12s (Pilatus) are operating up in the higher altitudes, 

a lot of the time to Taupo. Even though that region is still 

classed as a highly corrosive area, it’s completely different to 

the coastal environment at lower altitudes, where we 

operate the Caravans (Cessna). However, we still choose to 

wash the PC-12s on the same schedule as the Caravans.

“Our engines are washed daily, and our pilots are put 

through a maintenance training procedure as part of their 

initial type rating. The pilots certify their own maintenance, 

under company authorisation.

“When an engine comes in for a borescope inspection, we can 

see if it’s been washed regularly.”

The borescope is an optical tool, used for remote visual 

inspection. It consists of a tube, usually long and often flexible, 

a lens on one end and an eyepiece on the other.

A borescope inspection is required every 400 hours. 

However, Sounds Aero’s C208 maintenance programme 

requires inspection every 300 hours – a prudent move given 

their operating environment.

“You can see the salt deposits building up on the compressor 

blades, even in the very early stages,” says Craig.

Water Usage

P&WC’s Stephan Heep says the amount of water in the wash 

is also critical.

“Once again, when problems occur, it’s normally a case of the 

operator not thoroughly reading the maintenance manual.

“I’ve seen examples of both ends of the stick, where they’ve 

used too much, or not enough, water. If you’re on the 

‘too little’ end, you may as well forget it; the wash isn’t 

going to help.

“One customer I was working with had significant corrosion 

on their engine, and he swore up and down they were 

washing regularly.

Centrifugal

compression

Axial

compressor

Continued over »

vector January/February 2016 9
“It turned out that he was using a five-litre garden sprayer 

bottle that probably put two litres of water through his engine 

in the 30-second motoring cycle. If you look in the maintenance 

manual, you need a flow rate of 7.6 to 11.3 litres per minute to 

effectively rinse the corrosion, including elements, from the 

gas path surfaces. 

“Conversely, we’ve had operators who overdo it, and end up 

with contamination in the fuel control unit (FCU) because 

they’ve put copious amounts of water through without 

adequately isolating the P3 unit air to the FCU. That’s why it’s 

so important for the customer to review the maintenance 

manual, ascertain their wash rate, determine how to produce 

that amount of water, check the recommended amount of 

water is actually going through the engine, and most 

importantly, isolate the P3 line to the FCU,” says Stephan.

Drying

Stephan Heep continues, “In the drying run, your aim is 

to get rid of any moisture sitting in joins and cavities to 

avoid corrosion.

“We see some operators following the washing process very 

well, but never doing the drying run, or taking a long time 

between the wash and drying run.

Craig Anderson from Sounds Air describes such an experience.

“I did some work with a Caravan operator in Dubai who had a 

lot of corrosion issues. It turns out they were washing the 

plane at night and then giving it a drying run in the morning. 

You don’t want that salty water, that’s mixed with sand, sitting 

in the engine overnight.”

The Devil’s in the Detail

“It’s just as important to record what you’re doing, as actually 

doing it. They go hand in hand,” says Craig.

“Sounds Aero has an approved maintenance form for releaseto-service that pilots can use to record their washing activities.

“At one stage, our pilots were doing the washes, but weren't 

recording them. If we have any issues downtrack, we need the 

ability to go back and identify why we’re seeing what 

we’re seeing.

“We used to record the wash on the flight or maintenance log, 

but that’s very time-consuming and tedious for a job that’s 

required daily.

“We’ve got an approved form now (the wash is a maintenance 

requirement so it needs to be released to service), so all the 

pilot has to do is write the registration, record their name and 

approval number, then sign it. That makes the paperwork very 

quick and easy.” 

Sounds Air pilot, Steve Love, 

performing a gas path wash. 

Make sure you follow the 

engine manufacturer's rinse 

or wash recommendations. 

Photo courtesy of Sounds Air

» Continued from previous page

10 vector January/February 2016
FAA Acceptance of NZ 

Design Changes Updated

New Zealand’s Bilateral Aviation Safety Agreement with the FAA has 

been changed to allow mutual acceptance of additional Supplemental 

Type Certificates for aircraft and products. 

Within the bilateral agreement is an annex, the 

Implementation Procedures for Airworthiness 

(IPA), that specifies the framework for acceptance 

of all aspects of aviation design between New Zealand and 

the United States.

The IPA has been expanded to include Supplemental Type 

Certificates (STCs) for non-US State-of-Design aircraft (such as 

Airbus Helicopters, Bombardier, Diamond Aircraft), and STCs 

for normal and transport category helicopters.

Four years' work, that involved the FAA reviewing examples of 

CAA-approved STCs, culminated in the updated IPA being 

signed in Washington on 4 December 2015.

Shaun Johnson, CAA Manager Aircraft Certification, says 

these changes represent a significant step forward in the 

FAA/CAA working relationship.

“In simple terms, the changes to the IPA allow New Zealand 

companies to obtain FAA STCs in the new areas on the 

strength of the New Zealand STCs, and vice versa.

“For New Zealand companies, these changes significantly 

reduce time and cost.

“The CAA’s capability and competence with the certification of 

aircraft design changes, as well as that of our design delegation 

holders, has been recognised.” says Shaun.

STC holders interested in applying to have their STC validated 

by the FAA need to apply through the CAA, not directly 

to the FAA.

We’re currently working with the FAA on a procedure for initial 

applications, and a test one is underway, but it may take a little 

time before further applications can be accepted. 

The number one function of any 

company is business success 

– safety is critical to business success.

If your organisation operates commuter services, general 

aviation scenic operations, flight training, sport aviation, 

or engineering, you need an Aviation Safety Coordinator.

Attend this free two-day course to understand the role of a 

safety coordinator, and to refresh and re-inspire existing ones –

• you will get comprehensive 

guidance material;

• access to all the latest 

CAA safety resources 

and support; and

• lunch is provided 

(accommodation, transport 

and other meals are not 

provided).

Aviation Safety 

Coordinator Course

Auckland

18 to 19 February 2016

Sudima Auckland Airport

18 Airpark Drive

Airport Oaks, 

Mangere, Auckland

Risk

Take a step on the ladder to SMS

Safety performance

vector January/February 2016 11
If you think you’re safe from sneaky birds’ nests in your aircraft because 

you fly it every day, and keep it in a hangar overnight, you have another 

think coming.

J

ohn Harwood, CFI at Kapiti Aero Club, says they recently 

discovered a bird’s nest that appeared literally overnight 

in an aircraft that was hangared.

“A piece of straw hanging out of a Cessna 152 alerted us, and 

when we looked in deeper, there was a rather large nest inside. 

No birds, but a very large nest.

“Going flying with that could’ve ended badly.”

John immediately issued a notice to all club members 

reminding them of the importance of pre-flight checks, and 

being extra vigilant for birds’ nests.

“Even if your aircraft is hangared this is still a danger,” reiterates 

John. “Ours was hangared but they still got in. Any little gap 

can be filled, they are quite persistent.”

Any aircraft can have birds nesting in it. It doesn’t matter whether 

it’s a big or small aerodrome, or whether the aircraft is parked in 

a hangar, or out in the open. Birds can get into surprisingly small 

spaces. A thorough pre-flight inspection is essential.

Clues

Birds often leave signs they’re nesting in your aircraft. 

Bird droppings on and underneath the aircraft are an obvious 

sign. You might even hear the chirping of chicks.

Usually, the first indication is vegetation on the ground or 

snagged on some part of the aircraft. And this can appear 

between the first flight and later that day!

Birds Can Invade Your 

Photo: Courtesy of Terry Morfee, Kapiti Aero Club.

12 vector January/February 2016
Your inspection should be more than a quick walk around the 

aircraft. You need to check inside the wings, fuselage, engine 

cowls, and tailcone.

Any small opening has the potential to allow birds to get in. You 

should remove as many of the cowls as possible, and perform 

a thorough inspection, especially if the aircraft hasn’t been 

used for a long while.

Dangers

Birds’ nests inside an aircraft pose a very real danger to flight 

safety in many ways.

If the nest is close to the engine, especially the exhaust 

system, it could result in a fire. If the nest disrupts the 

airflow into the engine oil cooler, the engine may overheat and 

possibly seize.

The electronics can be affected by the bird activity, or the 

obstruction of the nest.

Nests built in the fuselage or wing can disrupt the control 

cables needed to move the rudder, elevator, ailerons, and flaps, 

leading to jammed controls.

Where there are birds, there are highly acidic bird droppings. 

If they aren’t cleaned out they can corrode metal anywhere on 

the aircraft.

Prevention

You can do a few things to deter birds from making their home 

in your aircraft. The most common method is to use bungs to 

cover the air inlets for the engine. These should be clearly 

identified with a “remove before flight” ribbon. Always use 

these, whether your aircraft is stored in a hangar or outside.

But there are other openings that are often overlooked, 

such as a slot for the elevator control. It’s unlikely you will 

have commercial bungs for this type of space, so you may 

have to make your own out of foam, or use tape. Again, make 

sure you identify every gap-stuffer so they will all be removed 

before flight. 

r Plane Overnight

This nest appeared overnight in a 

hangared aircraft at Kapiti Aero Club.

vector January/February 2016 13
I Learned About Flying From That

Beaver Rush

This is my story of rush, of failing to follow procedure, of being terrorised 

by a senior into acting against that ‘gut feeling’, and of ignorance. It’s not 

the first story of its kind – sadly, it won’t be the last. 

My logbook had just passed 700 hours total time and 

I was on my way to building enough flight time to 

join a regional airline. 

I was flying for a small Part 135 outfit (cargo and people) and 

had been hired early that summer to fly Cessna 180s, 185s, 

and 206s in and out of a 1400-metre uncontrolled airfield with 

both seal and grass strips.

For weeks I’d seen the big DHC-2 Beavers coming and going, 

their Pratt & Whitney R-985 roaring on takeoff with 450 hp 

of power, spacious interiors, and sitting in a three point 

stance well above the ground. 

I was envious of their pilots chatting in the airport café about 

how well the planes handled in all phases of flight, and their 

payload capability. I dreamed I would get to fly one. 

That dream finally became reality when the boss, Jack – who 

we called “Screaming Jack” behind his back – said, “Here are 

the pilot notes for the Beaver. Study up tonight and we’ll go 

through the numbers in the morning and get you checked out”. 

That night I did my homework, getting the limitations and 

basic systems operation straight in my head. I knew 

I was ready...

Photo: Gavin Conroy

14 vector January/February 2016
The next morning, my ecstasy while pulling the orange Beaver 

out of the hangar was rudely interrupted by Screaming Jack 

bursting out of his office and barking urgent tasks at us. 

He yelled that the day’s plans were out the window as 

more charters had come through. “I’ll let you know 

when I figure out what you're doing today, now fuel and 

oil everything”. 

As he finished, I carefully raised my right hand in a questioning 

manner and he stared at me and barked, “WHAT?” 

“Would you like me to fuel and oil the Beaver?” I figured the 

question would remind him of the planned checkout he had 

scheduled for the morning, and allow a pre-flight to be started 

on the aircraft. 

“No!” he shot back, “I got it ready last night. Get the two 185s 

ready to go and meet me back at the Beaver in 30 minutes.” 

I sorted the fuel and oil on the two Cessnas, and tried dressing 

the interiors for the pilots coming to pre-flight before their 

busy day’s schedule. 

I hurried the tasks as if a thumb was pushing me squarely in 

the back. The self-induced rush was uncomfortable, but I was 

focused on that orange Beaver.

As several of us were pushing a Cessna back to a parking spot, 

I saw Screaming Jack about 50 metres away, pulling the 

propeller through on the Beaver. Apologising for abandoning 

them, I broke away from the others, running up to the aircraft 

as Screaming Jack was closing the cap of the forward belly 

fuel tank on the left side of the aircraft. 

He said sharply, “Climb in the left seat, and strap yourself in. 

See where everything is, get comfortable and I’ll finish the preflight. You know the 985 (the engine), so be ready to start once 

I’m in. You have a charter at 12 noon”. 

I really wanted to get to know the aircraft prior to flying it, but 

I knew that, with his experience, Jack would get it all done 

thoroughly. After all, I was going to fly a Beaver, legendary 

bush plane and aircraft extraordinaire. I had a charter at noon! 

Learning the pre-flight could wait till after the flying. 

I climbed up into the spacious cabin and slid into the left seat. 

The study from the night before and previous after-work forays 

into the cockpit helped me become quickly familiar with the 

layout. I was beginning to relax when the left cabin door 

slammed closed and a voice exploded from behind me.

“Start the engine,” Jack said as he slid into the right seat, 

“We don’t have time for this!”

“Chocks in?” I queried. 

“Feet on the brakes, no chocks.” 

Checklist sitting on my left knee, I ran through it in a blur, 

Continued over »

De Havilland Beavers at a 2010 agricultural aircraft reunion in Gisborne. 

vector January/February 2016 15
calling out each item and required position. I yelled ”CLEAR” 

out the left window, making a great effort not to look at Jack 

who was fighting with his seatbelt harness and completely 

disengaged from what I was doing. 

I hit the starter, and the whine converted to blade rotation, and 

two blades later, the reliable R-985 rumbled noisily into life in a 

swirling cloud of white smoke. Set 1000 RPM, oil pressure 

steadily came up and passed 50 psi. I pushed the prop to fine 

and proceeded to complete the after-start checklist, verifying 

all was in order from the trim to the fuel selector. 

I took my time, knowing we needed oil temperature of 40°C to 

do the run-up. 

It worked well until we hit 30°C when Jack looked at his 

wristwatch and shouted, “Do the run-up now!”

“The book says 40°C to do the run-up,” I said, pointing to the 

oil temperature gauge.

“We’ll have 40°C once you’ve done it, and I own the aeroplane,” 

Jack fired back.

So without hesitation, and feet on the brakes with the stick 

back, I performed the run-up as per the checklist, trying to 

maintain a sensible pace. As I marked off the last item in the 

checklist, the oil temperature was just approaching 40°C. 

“Now let’s go!” Jack demanded, pointing to the grass vector 

about 50 metres ahead. 

“Can I taxi to the end for full length?” I asked sheepishly.

“When has a Beaver ever needed full length?” he barked back.

I added some power and began to taxi forward, turning the 

nose slightly to the left to see if anyone might be departing 

the grass vector or turning final. 

I did a control check with the yoke and called, “full and free”. 

When I pushed left and right on the rudders, they felt as if they 

had very limited travel. It seemed extremely odd for rudder 

pedals to move so little. I stopped the aircraft at the edge of 

the vector.

“The rudder's travel is really limited, is that normal?” 

“Yup, Beavers have really sensitive rudders, doesn’t take 

much. Let’s go!”

I put that morsel of DHC-2 Beaver knowledge away in my 

‘good things to remember’ box, just like that 40°C is not 

required to do a run-up, even though the Flight Manual says so. 

I increased power, and using the brakes, lined up midfield into 

the wind. Jack quickly and calmly talked me through using the 

flap selector and pumping the flaps down to takeoff position. 

He looked at his watch again, and said, “Ahead of schedule, 

three touch and goes. Let’s go.”

I smoothly increased power up to about 24 inches to get an 

initial feel of the aircraft. I found that the rudder input to 

compensate for torque and P-factor needed a smooth 

application of the opposite brake. 

The tail came up quickly, and soon we were trundling along on 

the main gear, and I pushed the throttle on up to 30 inches. 

While not alarming, the control harmony of the legendary 

Beaver was not nearly as nice as advertised. It felt a bit crossed 

up and uncomfortable, which I passed off as me being new 

to the aircraft. I eased back on the yoke and the aircraft 

leaped into the air. 

I pitched up to maintain 75 mph into climb attitude, and 

symptoms that had developed during the takeoff roll became 

more exaggerated. 

The aircraft had a distinct yaw to the left, with right rudder 

input, a small right aileron input with a few degrees right wing 

low to keep going straight. 

I looked at the needle and ball and it was showing I needed 

more right rudder. We were climbing straight ahead, 

in reasonable control, and at this point that was all that 

mattered. I climbed to 1000 feet agl, levelled off, and turned an 

uncoordinated left crosswind.

In my peripheral vision, I saw Jack look at me meaningly as he 

stated, “I bet I left the rudder lock in”.

» Continued from previous page

A rudder lock like this, mistakenly left in, almost led to disaster.

Photo courtesy of Griffin Ag-Air Ltd

16 vector January/February 2016
I envisioned the possibilities.

“Is it from the lower back or up near the balance tab?” 

“Two pieces of wood with a bolt up near the balance tab.” 

The air load in flight would keep it in place. Shaking it loose 

was not an option. I thought about the little bit of travel I did 

have from the rudder pedals was the control force being 

applied at the bottom of the rudder and twisting the whole 

rudder slightly into the breeze. I decided reducing the rudder 

pedal pressure to minimal would be best and achieve the 

same limited result. 

I looked at Jack, “This is a ‘throw over’ yoke, would you like to 

have control?” 

He hesitated, “Nope, I don’t have any brakes on my side, and 

you know how it feels.”

“Got any ideas?” I asked.

“Long final, little torque at low power, glide approach, land, taxi 

in, remove the lock.” 

I thought for second. “I agree with all of that, but let’s briefly 

see how she handles.”

We continued straight ahead, slowly climbing to 1500 feet agl, 

then levelling off at 70 mph. What we had planned was simple, 

but we both acknowledged a practice would help us know 

what pitfalls might exist. 

It also would allow an exploration of handling if a ‘go around’ 

was required. So after a brief review, I reduced the power to 

1000 rpm and Jack slowly pumped in the flaps to takeoff. 

Landing flap was not required for the ample length of the grass 

vector and would lessen the drag in the event of a go around. 

I brought the airspeed back to 65 mph and the Beaver 

descended, tracking straight ahead and true. We descended to 

1000 ft agl and levelled off, retracted the flaps and set power 

for 70 mph. 

We both got our eyes back outside and turned towards 

the airfield. Announcing our intentions on the radio we entered 

the circuit and extended our downwind for a three-mile final.

We turned a good wide base and onto a nice long final. 

Jack told me that after we landed and stopped, he’d get out, 

get the control lock and jump back in.

I told him we should worry about that once we were on the 

ground. I was concentrating.

“Belts tight, shoulder harness tight?” I said and we both 

checked they were snug.

“Flaps?” he asked.

“Nearly forgot them, flaps to takeoff.”

“Takeoff set.” he said looking up at the vector about a 

mile ahead.

The Beaver flew a perfect profile with the power set and 

the propeller moved to fully fine. At a half mile to go, we both 

noted the windsock said five knots straight down the 

vector. The touchdown was a tail low wheeler that resulted 

in an arrow straight rollout. It was an anti-climax to the 

whole experience. 

I used the brakes to slowly taxi off the vector and come to a 

stop. Jack, as promised, jumped out, looked around, made 

sure no one was looking, and removed the rudder lock, before 

jumping back in. 

We taxied without a word to the aircraft park.

I thought Jack’s mind had to be racing the same as mine, 

with ‘what if’s’.

He never said so, of course, that was not his style. But in the 

next few hours I detected a ‘Let’s start over and do it correctly 

this time’ attitude in him.

We had a coffee. We reviewed the DHC-2 Flight Manual, and 

went over the limitations and systems of the aircraft.

We completed an extensive pre-flight, internal and external, 

and fuelling and oiling. And why control lock removal is 

so important. 

We did a proper type rating, which was our penance for doing 

it half-arsed in the first place.

Jack and I never spoke of it, ever, but our flying improved from 

that day on. 

I looked at Jack, “This is a 

‘throw over’ yoke, would 

you like to have control?”

Photo courtesy of Griffin Ag-Air Ltd

vector January/February 2016 17
It was, at the time, the world’s deadliest single hot air ballooning disaster* 

but operators and the CAA say it has forever changed – and for the better – 

ballooning safety in New Zealand. 

T he Carterton tragedy at 7:22 am, 7 January 2012, took 

the lives of the 53-year old pilot, Lance Hopping, and his 

10 passengers after ZK-XXF made contact with power 

lines on a rural Wairarapa road, and incinerated.

CAA’s Special Flight Operations and Recreational Aviation 

manager, Rex Kenny, says while Carterton was a terrible 

tragedy, its aftermath has been positive for the industry.

“Operators were horrified by what happened. It was the 

strongest possible message about risk-taking that you could 

ever hope to send. A man with almost 1100 flying hours, and 

held in high regard by the sector, tried this ridiculous 

manoeuvre (trying to outclimb an entanglement with power 

lines), something just beyond belief, and it had catastrophic 

consequences.”

“I think Carterton had everybody looking hard at their 

operations,” says Martyn Stacey of Aoraki Balloon Safaris 

in Methven.

“Everyone was checking their expositions, and making sure 

that what they said they were going to do, they and their 

pilots were actually doing. Then they could either say ‘yeah 

we’re OK’ or ‘we’ve got to make changes to the way we do 

things, like how we fly around power lines.’”

Mark Brown of Hamilton-based Kiwi Ballooning Company had 

just completed a flight with passengers when he heard of the 

accident, about an hour after it happened. “It was not easy to 

carry on with the traditional post-flight bubbles and snacks. 

The crew and I were quite distraught,” he says. 

But he agrees Carterton focused the attention of balloonists 

everywhere.

“After the accident I reflected on how quickly things can 

change during flight and I reviewed every aspect of my flying 

to determine there was no room for error.” 

Martyn, who was president of the Ballooning Aviation 

Association of New Zealand (BAANZ) at the time, 

* February 2013, Luxor Egypt – 19 deaths

* August 1989, Alice Springs, Australia – 

13 deaths, when two balloons collided.

Ballooning Safety P

18 vector January/February 2016
says Carterton also gave private operators pause for thought.

“They said, ‘Wow, these things can happen.’ And they looked 

at themselves and how they were flying, and I think they just 

take a bit more care now.

“If every pilot is really honest with themselves, somewhere 

along the line they’ve hit a wire fence, or a telephone line. 

Or even worse. Carterton was a wake-up call in that respect.”

Commercial ballooning is not as lucrative as it was before 

2008 and the advent of the global financial crisis. But both 

operators say it's hard to know if that's because some 

prospective passengers feel they can’t afford a ride, or whether 

it is, latterly anyway, the ‘Carterton effect’.

Mark Brown says some tourists continue to talk about the 

tragedy but most seem to have moved on. 

“The fear remains a bit with those who were unsure anyway 

about the safety of going up. You will probably never get them 

up in a balloon now.”

He says that generally, however, people seem to regard 

ballooning as pretty safe. 

The nature of ballooning puts safety largely in the hands of the 

operator. There isn’t a lot that can go mechanically wrong with 

such a simple aircraft. While that’s reassuring to 

the public, it also means little control if something goes wrong. 

It puts the onus on the pilot to fly as expertly as possible.

Mark Brown says he flies as safely as he possibly can.

“I don’t think I could do it any more carefully than I do 

post-Carterton. I think twice about flying now, say, when the 

weather is more unstable than normal, and with maybe 

borderline higher wind conditions. 

“I just call it off. There’s always another day.” 

Martyn Stacey says passengers ask a lot more questions now, 

especially New Zealanders.

“How many hours has the pilot flown? Is their medical 

certificate current? They’re questions anyone can, and should, 

ask anyway. Pilots have to carry their licences and medical 

certificates when they fly,” he says.

The new rules covering Adventure Aviation – Part 115 – had 

been in play for three months by January 2012 but 

companies had been given six months to comply with it. 

Lance Hopping’s Early Morning Balloons had yet to begin that 

certification process.

Martyn says Part 115 has done “amazing things” for the 

adventure aviation sector, including ballooning.

Continued over »

Martyn Stacey says since Carterton, wherever 

he is a balloon fiesta flight director, he reiterates 

safety procedures when flying near powerlines.

Post-Carterton

vector January/February 2016 19
“For instance, training used to be quite random, 

but each operator now has a very robust, 

thorough, formalised programme to get people 

to the standard where they can fly 

as a single pilot with passengers. The ground crew 

also has set training.”

The Transport Accident Investigation Commission (TAIC), 

which found the accident was due to pilot error, could not 

discount the possible effect on Lance Hopping’s judgement, of 

a small amount of cannabis found in his system. TAIC said the 

quantity was consistent with Hopping having smoked the drug 

four to six hours before the fatal flight.

Rex Kenny said that finding, and an earlier one that two 

skydiving instructors who died with seven others in the 2010 

Fox Glacier accident, also had cannabis in their systems, led to 

Part 115 being beefed up.

“It’s now mandatory for each operator under 115 to have a 

drug and alcohol testing programme.”

Both Mark Brown and Martyn Stacey say they were shocked 

by the revelation that Hopping had cannabis in his system, 

with Martyn observing that formalising drug and alcohol 

testing, as part of the rule, can only be a good thing.

“I've always had testing in my company, but some family 

businesses weren't bothered. But now we all have to do it. 

You just accept it as part of the operation.

“It also gives the public confidence in what we do.”

Rex Kenny still shakes his head in disbelief at Lance Hopping’s 

decision to try to outclimb the power lines with which the 

Cameron A210 balloon came into contact, rather than use 

the recommended rapid descent procedure.

Martyn says since the Carterton tragedy, as the flight director 

of balloon fiestas around the country, at every pre-flight 

briefing he has reiterated safety procedures when flying 

near powerlines.

“The safety message has always been there, 

but now we're making sure they really do 

know what to do about power line contact or prepower line contact.”

The media made much of the fact that Hopping didn't have a 

current medical certificate. But there appears to be agreement 

that it would've had no material effect on the Carterton flight. 

But as TAIC said, “It did show a disregard for complying with 

the rules.”

Rex Kenny says it's still the responsibility of the operator to 

keep their medical certificate current. However, as part of 

increased CAA auditing, inspectors do check.

“I’d had quite a bit to do with Lance professionally, he was 

always at the fiestas and at least one year he was safety 

officer. He was never backward in pointing the finger at other 

operators if he thought they were flying unsafely and the 

sector held him in high regard. 

“What happened with Lance Hopping really was down to 

‘human factors’. We can’t check every flight and every pilot 

every time they go up, and the sector would not want us to.” 

However, Rex is confident Part 115 is doing its job. “When it 

first came in, we did have a couple of companies – one of them 

a long-standing operator – that couldn’t make the grade. 

And they were ones we were always a bit concerned about. 

Part 115 does give us the ability to follow through on operators 

we have issues with.”

Since 115 came in and the demise of those two operators, 

a fresh ballooning company has entered the market, taking the 

commercial ballooning community to just four (there are close 

to 70 private balloonists in BAANZ).

Mark Brown says he occasionally talks to other commercial 

operators about safety issues. That was particularly so after 

the Carterton accident.

“As a group we came to the conclusion that in similar 

circumstances we would have more than likely ‘vented and 

dropped the balloon’ rather than try to rise up and go over.” 

» Continued from previous page

Mark Brown says because of Carterton, 

he’s more ready to call a balloon flight off 

if conditions are not good.

“There’s always another day,” he says.

Photo courtesy Wendy Peel/Kiwi Balloon Company

20 vector January/February 2016
Maintenance Engineer 

Licence Limitations

You may feel you have the skills and knowledge to do so, but actually, you 

cannot perform an avionic repair or installation without the relevant licence 

categories and ratings. 

Picture this: you’re approached by 

an aircraft owner who wants to 

replace an aged transponder with 

a more capable Mode S model. It’s a 

fairly straightforward job with technical 

data available from the manufacturer.

But are all your ducks in a row?

The answer depends on the licence 

categories and rating privileges you 

hold. You don’t have the privilege to 

perform the maintenance if you hold only 

an aeroplane, rotorcraft, or powerplant 

rating – regardless of your electrical 

wiring and instrument plumbing 

prowess. To carry out and release to 

service the initial installation of the 

transponder, you need the relevant 

electrical, instrument, or radio licence 

categories and ratings. In addition, 

installations often require specialist test 

equipment and associated training.

This example also holds true for other 

avionic installations, such as audio 

panels, intercom systems, and encoders.

The crux of the matter is that nonavionics rated Licensed Aircraft 

Maintenance Engineers (LAMEs) cannot 

certify a release-to-service for the 

installation of avionic equipment, unless 

it’s specifically listed in Part 66 

Appendix C – regardless of the technical 

data available.

Rule Requirements

Maintenance engineer privileges are 

detailed in Part 66 Appendix B Group 

and Type Ratings and Appendix C 

Additional Privileges. Advisory Circular 

AC43-14, Avionics, Installations – 

Acceptable technical data contains 

further information on licence privileges.

“If you’re a mechanical LAME, please 

take the time to check that the task you 

are asked to carry out is within your 

privileges,” says Bob Jelley, CAA 

Aviation Safety Adviser.

“Remember that in addition to Part 66 

Appendix C, you need to comply with 

rule 43.53 Performance of maintenance 

requirements.”

Part 145 Company 

Authorisations

To perform and certify maintenance 

using a Part 145 Company Authorisation, 

rule 145.60 Authorisation procedures

details that to be issued an authorisation 

to release an aircraft to service, a person 

must hold either a LAME licence, 

equivalent qualification, or a CAA 

maintenance approval.

Part 66 Review

The CAA is reviewing the Part 66 

licensing regime. That includes a review 

of the group and type ratings, system 

structure, along with additional 

privileges.

We expect to seek your further feedback 

on a draft revised rule in 2016.

Keep up to date by subscribing to our 

email notification service. 

www.caa.govt.nz/subscribe

Photo courtesy of South Pacific Avionics

Avionic equipment being upgraded. Make sure you hold the right 

rating before you carry out and release to service any avionic installation. 

vector January/February 2016 21
Rather than study a single event, or even group of events, a newly-created 

team of investigators is going ‘big picture’ to identify and mitigate safety risks. 

And you’re going to be part of it. 

You’re going to hear quite a bit 

about ‘themes and systems’ 

investigation from now on. 

A new team of investigators, using 

what’s known as Themes and Systems 

Investigation Techniques (TASIT) is 

looking at the entire New Zealand 

aviation system, and even outside it, to 

discover what influences might be 

affecting safety in difference sectors.

That includes examining how the CAA, 

as part of the ‘system’, influences safety 

performance. That could be the rules or 

how the CAA engages with industry.

“The defining characteristic of the new 

approach is that the safety investigators 

will be asking for the insights and 

knowledge of participants to help it 

determine what may be the threats to 

safety,” says team member Matt Harris.

The traditional safety investigation tries 

to find answers after an event. A safety 

investigator produces a report on why 

the event happened, focusing on things 

like the aircraft involved, the prevailing 

conditions, and human factors elements 

like decision making.

Ultimately the report reflects what the 

investigator determines the causes 

were, in that specific occurrence.

A safety analyst then gathers that 

information with data from other 

occurrences, to identify whether a 

trend is emerging in a particular sector 

and location.

That form of safety investigation, and 

analysis, will continue. 

But TASIT will go further, aiming to 

identify, define and explore what issues in 

the wider system may also be 

contributing to repeated 

occurrences.

The work is an example of the ‘systems 

thinking’ approach coming to the fore in 

global aviation safety. The air navigation 

safety body, Eurocontrol, says: 

“Most problems and most possibilities 

for improvement belong to the system. 

It is a mistake to assume that if 

everybody does his or her job right, it 

will be all right. The whole system may 

be in trouble.

Improving system performance – both 

safety and productivity – therefore 

means acting on the system.”*

“A simple way to understand systems 

thinking,” says Matt Harris, “comes 

from an American Professor of 

Management Science, Dr. Russell 

Ackoff. If you considered a car as a 

simple system, and took the best 

engine, the best gearbox, and the best 

chassis, and put them together, you 

wouldn’t necessarily have the best car. 

The parts may not work or fit together 

as they should and the car not work 

properly. 

“Investigating why the car won’t get 

you from A to B by testing each part on 

its own, will show only that each part is 

operating fine. But investigating the 

system as a whole, and looking at how 

one part influences the other – for 

example, is the engine providing power 

to the gearbox – will identify the 

problem.

“Building on this, the car itself 

is part of a bigger 

system, 

which involves the road it is travelling, 

the driver, the environmental conditions, 

and the road rules. 

“Let’s say a number of car accidents 

occurred where the cars had left the 

road at a particular bend. We may 

determine that all the cars were taking 

the corner too quickly, therefore driver 

decision making and speeding were the 

root causes. But looking from a systems 

thinking view, we may find that before 

the corner where the accidents were 

occurring, an advertisement billboard 

was installed. This 

advertisement had 

a lot of text 

on it, 

A New Way to Invest

22 vector January/February 2016
and required a reasonable amount of 

focus to read it all. The drivers’ attention 

was thus drawn away from the 

approaching corner, and the ability of 

the driver to make the appropriate 

adjustment in speed was impaired. 

“Therefore the outcome of the 

investigation may be to recommend 

better positioning of billboards at 

critical points. 

“That’s systems thinking.” 

Prototype Investigation

The first of TASIT’s investigations is in 

full swing. It’s focused on the steady and 

relatively high number of light helicopter 

occurrences in New Zealand.

On average, since 2010 there have been 

13 accidents a year. Fourteen years of 

occurrence data has been analysed, 

which has uncovered a number of 

underlying themes and causes.

One of those themes is that 

many occurrences have 

involved the performance 

capabilities of the aircraft 

being pushed towards, or 

beyond, its limits.

To be sure their methodology is robust, 

the team has asked some overseas 

experts to scrutinise the way they have 

come to those conclusions, in this 

prototype investigation.

The next task for the team is to take the 

conclusions and explore what might be 

the underlying influences.

That is where collaboration comes in.

“It’s the aviation participants 

themselves – the ‘field experts’ – who 

have the best knowledge about what 

those influences are. They live this work 

every day.

“The investigators want their input as it 

is their expertise that will provide the 

answers we need, and help us improve 

the system.

“The most effective and efficient 

way to get that information is to 

survey participants.”

The survey is aimed at the helicopter 

sector – owners, pilots, and other 

relevant people like company chief 

executives and quality assurance 

managers.

The investigators have worked to make 

sure the online survey is straightforward 

and quick to answer. All responses will 

be anonymous.

To complete the survey, please go to 

www.caa.govt.nz/helisurvey.

The survey will also be emailed to all 

helicopter sector participants.

The executive officer of the Agricultural 

Aviation and Helicopter Associations, 

John Sinclair, says the TASIT project is a 

“refreshingly” new approach to the 

investigation of risks to safety.

“There’s a wealth of accident and 

incident information on CAA’s database. 

The TASIT team is using that 

in a proactive way to minimize 

repetitive accidents. 

“The TASIT team is trying to identify, in 

a scientific way, the factors sitting 

behind certain safety issues, and that 

really is great news for the sector.

“For that reason,” says John, “I hope 

everyone in the helicopter community 

gives serious thought to completing the 

survey, and giving honest answers.” 

igate Safety Risks

The first of TASIT’s investigations is focused on light helicopter occurrences in New Zealand.

* Systems Thinking for Safety: Ten Principles. A White Paper, Eurocontrol.

 www.skybrary.aero/index.php/Toolkit:Systems_Thinking_for_Safety:_Ten_Principles

vector January/February 2016 23
Funding Review 

Feedback Needed

The Civil Aviation Authority of New Zealand is seeking 

feedback from the aviation sector for phase two of the 

CAA’s triennial funding review. The phase two discussion 

document outlines the proposed funding framework for 

regulatory services from 2016 to 2019.

www.caa.govt.nz/funding

Submissions close 5 pm on 19 February 2016. 

SMS Rules Signed

The Safety Management Systems rules were signed in December 2015 and become effective 1 February 2016. We’ll have 

more information in future issues of Vector, but in the meantime keep informed by following the web page, 

www.caa.govt.nz/sms and subscribe to receive email updates. 

GA Flight Examiners 

Conference 2016

The next GA Flight Examiners Conference will be 

held 16 to 17 August 2016 at the Brentwood Hotel, 

Wellington. So mark this date in your diaries now.

These biennial conferences began in 2005, and are an 

exciting opportunity for GA Flight Examiners 

to keep up with the latest developments and discuss 

current issues in the field. They're also a chance to meet 

and network with other GA examiners from around 

the country.

More details will be sent to participants in early 2016. 

Is Your Mode S Correct?

Your Mode S transponder address is 

unique to your aircraft – changing it 

is not a big job, but you will need to 

consult an avionics LAME.

ode S is a form of secondary surveillance, providing 

other aircraft and air traffic control with information 

about you. When the system is ‘interrogated’ by 

either a ground or air based unit, it replies with a 24-bit address 

that is unique to your airframe.

“A common misconception is that the Mode S address 

goes with the registration mark,” says Andrew Rooney, 

Airworthiness Engineer (Avionics) at the CAA. “But actually it 

is unique to the individual aircraft.”

“So if you’re importing an aircraft you’ll need to have the Mode S

reset to transmit the correct aircraft address, including 

the New Zealand state code. Likewise, if you’re shifting the 

transponder between aircraft, the address will need updating 

to reflect the new airframe it is fitted to.”

You should apply for your Mode S address for a new aircraft, prior 

to registration. You can check codes for any registered aircraft on 

the CAA web site at www.caa.govt.nz, “Aircraft Register”. 

Rule 91.247(b) outlines the requirement for use of Mode S, 

and AC91-2 provides guidance material on it.

Changing Your Mode S Address

You can request a Mode S address from the CAA, and an 

appropriately qualified LAME can put it in. A LAME is needed 

because specialist test equipment is used to check that the 

address is correct.

“Your request needs to include the registration mark, the make 

and model of the aircraft, the date of manufacture, the aircraft 

serial number, and your details,” says Andrew.

Requests can be emailed to aircraftregistrar@caa.govt.nz – 

no specific form is needed to be filled in. 

Turn It On

Carlton Campbell, CAA Aviation Safety Adviser, says you 

should turn your transponder on every time you fly.

“Many pilots think they don’t need to turn it on unless they’re 

in controlled airspace. But your transponder is how other 

aircraft know you’re there. It keeps you both safe from 

a collision.” 

The faceplate of a Garmin GTX-330 transponder, an example 

of a Mode S digital transponder (courtesy of Garmin).

24 vector January/February 2016
Report Safety and 

Security Concerns

Available office hours (voicemail after hours).

0508 4 SAFETY 

(0508 472 338)

isi@caa.govt.nz

For all aviation-related safety and security concerns.

Accident Notification

24-hour 7-day toll-free telephone

0508 ACCIDENT 

(0508 222 433)

www.caa.govt.nz/report

The Civil Aviation Act 1990 requires 

notification “as soon as practicable”.

How to Get Aviation Publications

AIP New Zealand

AIP New Zealand is available free on the Internet, 

www.aip.net.nz. Printed copies of Vols 1 to 4 and 

all aeronautical charts can be purchased from 

Aeronautical Information Management (a division of 

Airways New Zealand) on 0800 500 045, or their web site, 

www.aipshop.co.nz. 

Pilot and Aircraft Logbooks

These can be obtained from your training organisation, 

or 0800 GET RULES (0800 438 785).

Rules, Advisory Circulars (ACs), 

Airworthiness Directives

These are available free from the CAA web site. 

Printed copies can be purchased from 0800 GET RULES 

(0800 438 785).

Aviation Safety Advisers 

Contact our Aviation Safety Advisers for information and advice. They regularly 

travel the country to keep in touch with the aviation community. 

John Keyzer (Maintenance, 

North Island)

Tel: +64 9 267 8063 

Fax: +64 9 267 8063

Mobile: +64 27 213 0507

Email: John.Keyzer@caa.govt.nz

Bob Jelley (Maintenance, South Island)

Tel: +64 3 322 6388 

Fax: +64 3 322 6379

Mobile: +64 27 285 2022

Email: Bob.Jelley@caa.govt.nz

Don Waters (North Island)

Tel: +64 7 376 9342 

Fax: +64 7 376 9350

Mobile: +64 27 485 2096

Email: Don.Waters@caa.govt.nz

Carlton Campbell (South Island)

Mobile: +64 27 242 9673

Email: Carlton.Campbell@caa.govt.nz

Auckland Busy Spot 

An operator has drawn our attention to the Auckland 

City MBZ as a busy spot, especially in summer. 

The volume of traffic seems to grow each year.

The locals are familiar with the requirements, but 

visiting pilots should make sure they are up to date 

with the airspace, and are familiar with the latest 

AIP Supplements and NOTAMs.

Make clear radio calls at the appropriate times, especially 

before entering the sector.

In the MBZ, if equipped with lights, make sure they 

are on, and it is transponder mandatory above 1500 ft.

‘Hot spots’ that have been identified are: Musick Point/

Browns Island, North Head, Mangere Bridge/

Pikes Point. 

Planning an Aviation Event? 

If you are planning any aviation event, the details should be 

published in an AIP Supplement to warn pilots of the activity. 

For Supplement requests, email the CAA: aero@caa.govt.nz.

To allow for processing, the CAA needs to be notified 

at least one week before the GroupEAD (Airways) 

published cut-off date.

Applying to the CAA for an aviation event under Part 91 does 

not include applying for an AIP Supplement – the two 

applications must be made separately. For further information 

on aviation events, see AC91-1.

See www.caa.govt.nz/aip to view the AIP cut-off dates for 2016.

CAA Cut-off Date GroupEAD (Airways)

Cut-off Date

Effective Date

15 Feb 2016 22 Feb 2016 28 Apr 2016

14 Mar 2016 21 Mar 2016 26 May 2016

11 Apr 2016 18 Apr 2016 23 Jun 2016

Visual Navigation Charts 2016 

(scheduled dates for change requests)

19 Mar 2016 21 Apr 2016 10 Nov 2016 Address for Aircraft and Airlines Applications

Please send your applications for aircraft certification, air 

transport maintenance, and air transport flight operations to: 

airlines@caa.govt.nz

Vector for RPAS Operators

We’d like to get our safety messages out to as many 

aviation participants as possible, especially those who 

may be unaware of the Civil Aviation Rules, such as 

RPAS (drone) users. 

So if you know anyone that might benefit from reading 

Vector, suggest they visit the CAA web site and read 

the PDF version. 

We’ve made this easier for them because they can now 

subscribe to receive an email when Vector is put on 

the web site. 

The “Email Notification Service” can be accessed from 

the CAA home page, www.caa.govt.nz. 

Existing subscribers will need to add Vector to their 

subscriptions – there’s a link at the bottom of the page.

See “Publications” for all issues of Vector. 

vector January/February 2016 25
Accident Briefs

More Accident Briefs can be seen on the CAA web site, www.caa.govt.nz, “Accidents and Incidents”. 

Some accidents are investigated by the Transport Accident Investigation Commission, www.taic.org.nz.

ZK-CNI Piper PA-28-140

Date and Time: 26-Dec-2014 at 13:35

Location: Raglan

POB: 3

Damage: Destroyed

Nature of fight: Private other

Pilot Licence: Recreational Pilot Licence 

(Aeroplane) Private Pilot 

Licence (Aeroplane)

Age: 23 yrs

Flying Hours (Total): 349

Flying Hours (on Type): 40

Last 90 Days: 34

Following a normal engine run-up and takeoff from RWY 05 

at NZRA, the aircraft suffered a complete engine power loss at 

approximately 150 feet. There were no warning signs or 

indications prior to the power loss occurring. The immediate 

actions in the event of an engine failure were carried out apart 

from changing the fuel tank selection due to a lack of time. 

However, there was sufficient fuel available in both fuel tanks 

prior to takeoff. Engine power was not restored and the pilot 

manoeuvred the aircraft over the Raglan estuary to avoid people, 

and then successfully ditched the aircraft.

The pilot and front seat passenger were able to vacate the aircraft 

quickly, however the passenger in the rear seat was having 

difficulty, and had to be assisted out of the aircraft which by then 

had submerged. All three persons were assisted to shore by local 

bystanders who came to their aid.

A thorough maintenance investigation was later conducted with 

emphasis on the fuel system and engine controls. No defects 

were found that could account for the engine power loss. As the 

aircraft was operating from a grass runway, it is possible that 

a foreign object (blade of grass, grass seed or insect) may have 

lodged in the carburettor, interrupting the fuel flow to the engine. 

With the submersion of the aircraft in the estuary, this 

object could have been flushed from the carburettor before 

the examination.

CAA Occurrence Ref 14/6081

ZK-NOL Tecnam P96 Golf

Date and Time: 28-Oct-2014 at 17:00

Location: Kerikeri

POB: 1

Damage: Substantial

Nature of fight: Private other

The Tecnam Golf P69 was taxiing to depart on a local VFR flight 

from NZKK. The pilot reported that while backtracking along

RWY33 for a RWY15 departure, a gust of wind pushed him to the 

left, and he had no choice but to apply full power and takeoff.

The aircraft collided with the RWY 33 PAPI light box nearest the 

runway, causing substantial damage to the rear right hand side of 

the fuselage and to the PAPI light box. The aircraft was able to land 

without further incident.

No witnesses were present during the event, and the pilot stated 

that it all happened too quickly to remember exactly. Lack of 

ground marking on the grass adjacent to the runway and the 

direction of impact on the PAPI suggest the aircraft became 

airborne on the runway, deviated left, and turned back towards the 

runway, colliding with the inner PAPI light box.

The Bay of Islands Aero Club operates microlight aircraft under the 

Part 149 certificate of the Recreational Aircraft Association of 

New Zealand.

Until this event, the procedure for a club member to sign out an 

aircraft was simply to sign a piece of paper saying that their 

documentation was up to date. The CFI reports that the club 

procedures are being reviewed, and that the club committee is 

supportive of better oversight of club operations.

As an immediate response, the club is requiring all pilots to 

submit their documentation for inspection before flying a 

club aircraft.

CAA Occurrence Ref 14/5069

ZK-EMW NZ Aerospace FU24-954

Date and Time: 31-May-2015 at 07:03

Location: Oparau, near Kawhia

POB: 1

Damage: Substantial

Nature of fight: Ferry/positioning

Pilot Licence: Commercial Pilot Licence 

(Aeroplane) Private Pilot 

Licence (Aeroplane)

Age: 23 yrs

Flying Hours (Total): 990

Flying Hours (on Type): 392

Last 90 Days: 252

On the first landing of the morning into the airstrip, the pilot landed 

the aircraft to the left of the centreline. This was in line with a 

washout further up the airstrip, which the pilot did not detect due 

to the dull and gloomy weather conditions. When the pilot realised, 

he initiated a go-around. The left wheel dropped into the washout 

and the left wing contacted the boundary fence. This caused 

substantial damage to the wing, aileron, rear spar and elevator. 

Getting airborne, the pilot coaxed his aircraft over a set of power 

lines, then continued a left hand circuit to land again on the 

same airstrip.

CAA Occurrence Ref 15/2707 

26 vector January/February 2016
GA Defects

GA Defect Reports relate only to aircraft of maximum certificated takeoff weight of 9000 lb (4082 kg) or less.

More GA Defect Reports can be seen on the CAA web site, www.caa.govt.nz, “Accidents and Incidents”.

Key to abbreviations:

AD = Airworthiness Directive TIS = time in service

NDT = non-destructive testing TSI = time since installation

P/N = part number TSO = time since overhaul

SB = Service Bulletin TTIS = total time in service

Centre rear spar web

Pacific Aerospace Cresco 08-600 

Part Manufacturer: Pacific Aerospace

Part Number: 08-30027-1

ATA Chapter: 5510

TSI Hours: 140.05

TSO Hours: 1454

During scheduled maintenance, the horizontal stabiliser spar web 

was found cracked, the crack having initiated from a countersunk 

rivet hole in the web. The maintainer replaced the spar assembly 

with a new assembly.

This is a known issue with these webs due to stress loading from 

the PT6 propeller slipstream. The original web thickness was 

0.040 in, which when the cracking was identified, was increased 

to 0.050 in. Due to further cracking, the manufacturer has 

eliminated all countersunk rivet holes from the spar web.

CAA Occurrence Ref 15/596

ELT Velcro® securing strap

Robinson R44 II

Part Model: 406AF

Part Manufacturer: Kannad

Part Number: 146075

ATA Chapter: 2560

Found ELT Velcro securing strap in very poor condition and ripped 

apart when slight tension applied. On these helicopters the 

manufacturer mounts the ELT in close proximity to rotating 

mechanical components (tail rotor drive shaft).

The age of the Velcro strap was possibly 7 years since installation. 

The ELT is mounted in a hot location on these helicopters and 

therefore the Velcro is most probably subjected to earlier 

degradation. Strap replaced with P/N 014075.

CAA note: Continuing Airworthiness Notice (CAN) 23-002 406 MHz 

Emergency Locator Transmitters (ELT) Mounting was published in 

November 2012. This CAN highlights the FAA Special Airworthiness 

Information Bulletin (SAIB) HQ-12-32 that raises the concern 

regarding the ability of Velcro-style fasteners to retain their desired 

capability to restrain the ELTs in the event of an accident and also 

the degradation that occurs to the fasteners over time.

The CAA recommended that operators and maintainers accomplish 

the specified inspections and corrective actions as required.

CAA Occurrence Ref 15/2388 

Crankshaft

Hughes 269C

Part Model: HIO-360-D1A

Part Manufacturer: Lycoming

Part Number: 78134

ATA Chapter: 7100

TSO Hours: 400

TTIS Hours: 6112.6

During agricultural spraying operations, the engine started to 

vibrate, associated with a reduction in available power. The load 

was dumped, and a normal landing made straight ahead.

Maintenance investigation revealed significant metal in the filters. 

The engine was disassembled to reveal a broken crankshaft 

through the No.4 con-rod journal. The crankshaft had been 

previously ground to M10 (minimum) tolerance in the USA. 

Inspection of the fracture area revealed that the failure had 

originated in the outer radius of the bearing journal. A stress riser 

caused by undercutting the web radius during the crankshaft 

grinding process was the most likely cause. The engine 

was repaired by installing a replacement crankshaft and 

associated parts.

CAA Occurrence Ref 15/3571 

Attachment bolts

Pacific Aerospace Cresco 08-600

ATA Chapter: 5510

TTIS Hours: 9375

Incorrect type bolts were fitted to the horizontal stabilizer during 

installation following a 2-year inspection of the tail plane.

AN4H7A bolts were fitted as per the IPC when the correct bolts to 

be used for the installation are NAS6604-23 (or -24, or -27 

depending on the fuselage to horizontal stabilizer configuration) as 

per PACSB/CR/024 or PAC/CR/0411. Correct bolts p/n NAS6604-

24 are now installed.

The maintenance provider noted that the primary cause of the 

defect was due to the aircraft manuals being out of date. 

A new engineer unfamiliar with the aircraft followed the IPC to 

determine the part to draw from the store.

Cresco 08-600 IPC ch 55 fig 5 item 8: AN4H7A. The engineer fitted 

the horizontal stabilizer using the bolts as listed in the IPC. Several 

SIL, SB and a modification have been issued since the revision 

date of the IPC but no follow-up action to amend the IPC had been 

carried out.

CAA Occurrence Ref 14/6278 

vector January/February 2016 27
Motueka

Tuesday 3 May, 4:15 pm

Nelson Aviation College

Invercargill

Monday 7 March, 7:00 pm

Southern Wings, Airport Avenue

Nelson

Monday 2 May, 7:00 pm

Nelson Aero Club

Blenheim

(Omaka Aerodrome)

Wednesday 4 May, 7:00 pm

Marlborough Aero Club

Christchurch Aerodrome

Monday 4 April, 3:00 pm

International Aviation Academy

Monday 4 April, 7:00 pm

Canterbury Aero Club

Oamaru

Wednesday 9 March, 7:00 pm

North Otago Aero Club

Dunedin

Tuesday 8 March, 7:00 pm

Mercure Dunedin Leisure Lodge Hotel

30 Duke Street

Franz Josef

Wednesday 6 April, 7:00 pm

Air Safaris Terminal Building

Wanaka

Thursday 7 April, 7:00 pm

St John Ambulance Building, 

4 Link Way

Queenstown

Friday 8 April, 7:00 pm

St John Ambulance Centre,

10 Douglas Street, Frankton

Followed by refreshments 

across the road at the 

Wakatipu Aero Club

Ashburton

Friday 11 March, 7:00 pm

Mid-Canterbury Aero Club

Timaru

Thursday 10 March, 7:00 pm

South Canterbury Aero Club

Hokitika

Tuesday 5 April, 7:00 pm

Hokitika Aero Club

A wise person once said, “mistakes are lessons”. That is never 

more true than in aviation.

Through accident investigation, the CAA and TAIC sift the causes 

of aircraft accidents and incidents. There are no new accidents – 

learn from those that have flown the paths before you.

This year’s AvKiwi Safety Seminar looks at selected accidents 

and incidents that highlight the importance of having a sound 

‘plan B’ and evaluating it; knowing your aircraft; the fatal 

consequences of commercial pressures; and whatever happens, 

keep flying the aircraft.

What happened here?

Sifting the lessons from the wreckage

AvKiwi Safety Seminars are free to attend and you don’t need to book. 

Keep an eye on the CAA web site, www.caa.govt.nz/AvKiwi. North Island venues will be added soon.