August 2004
HAWKMAN Report
Thanks to all those who helped deliver the fertilizer pamphlets on the 17th July. Things went very well and we delivered around 4800 in Rangiora and Kaiapoi. Orders closed on the 6th August and deliveries will take place on 21st August. If you can supply a trailer and give a hand on this day please ring me .
The 17th also saw the unveiling of our new Rans S6 to a good crowd of members and families. After the formalities Mike Small took a few lucky people for a trial flight after a short delay in getting the engine started.
As I said at the unveiling many people have contributed to the plane and I would like to thank the following again .
Paul Woodley who supervised the building and put in many hours into producing a plane of such a high quality.
Brent Thompson who, like Paul ,spent many long hours of his own time to produce such a quality finish . The cowling is a real work of art and the paint matching is great.
Thanks to Ross Marfell who also spent many hours behind the scenes wiring and fitting instruments.
The club would also like to thank sponsors who contributed items to make the plane the perfect trainer.
Ross Marfell for instruments
Ivan Campbell for the headsets. Call Ivan for radio’s ,Intercoms and headsets . He will do you a good deal with excellent quality items with loads of friendly service.
Graeme Main who provided an excellent compass.
Thanks also to all those others who helped but I have failed to mention.
Saturday the 24th was a busy day for the club with the mid winter Christmas dinner. Thanks to Glen for the grand effort in putting up the decorations and for the Christmas Tree. Thanks also to Mike Small and Patricia who prepared a lot of the food the night before.
I think everyone had a good time and the turn out was pretty good. Your support of these events make the organization worth it.
So What’s Happening Out There?
Bevan Chamberlin has started work on his hangar extension to make more room for his projects including building Another Bus (what about the aeroplane?)Mike Sheffield, Mike Small, Roger Ward, Brian van der Velden ,Ross Marfell, Brent Thompson, Richard Maxwell have now got ratings on the new Rans. Call an Instructor and get current it’s very nice to fly.
Friday 20TH August sees a vistit by Roger Mann to out club to give a lecture on his microlight experience and his design and building of Light aircraft. Starts at 7.00pm
Southern Trike Air Tour 2004
South Island, New ZealandPhotos & Article by Ritchie White
The tour down the lower South Island was planned several weeks earlier. Weather was always going to dictate the time we could go and where we would fly. As July started the signs of very large highs in the lower Tasman indicated that a good window of opportunity was about to eventuate.
Doug Anderson rang around the team mid week, to get a head count on those who could start Sunday11th July. By Saturday it was clear that instead of five trikes, there would only be 3 trikes. I left mine behind to be passenger / navigator for Doug Anderson in his new Edge, and concentrate on the photography. Phil Johnson and his fiancé Viv, flew their 90’s Edge while Richard Mason who is still solo flew on his own in his Pegasus and carried plenty of extra fuel. Our plan was to fly down the East coast towards Dunedin then onto Mandeville somewhere smack in the middle of Southland. However a small south east front moving up the coast would force us to go inland toward Omarama. This would be our first leg; from there, depending on time and weather we would decide the last leg on the 1st day.
Everyone meet at the Rangiora Airport early Sunday morning. Rangiora is the home for the Canterbury microlight fraternity, about 15 minutes drive North West of Christchurch. After a final briefing then team photo we lifted of at 9.30 AM, destination Omarama, the gliding centre of New Zealand. With the sky clear and calm we flew a straight line down the centre of the Canterbury plains. The sprawling river lines of the Rakaia against the backdrop of the snow covered Mount Hutt and its surrounding mountains were in full splendor.
After having our first fuel stop we started our first mountain range crossing which took over the inland South Canterbury township of Fairlie.
Next was the Hunter Hill range which required us to climb to 4500 ft. Though the sky was totally clear we got our first taste of mountain turbulence with considerable lift and sink. After several minutes we broke through into the open and wide McKenzie Basin. In the background Mount Cook stood magnificent in the length of the Southern Alps. As we settle in to the run across the McKenzie basin we realized that we had used more fuel in the power climbs over the ranges so decided to land at the airstrip at Twizal and refuel for the last half hour flight to Omarama. Finally, we reached the Omarama airstrip about 2 pm. There, with the help of a local aviator we made two trips into Omarama Township to refill 4 x 20 litre jerry cans.
3 pm we started our final leg to Alexandra, Central Otago. Ahead of us was another climb up and over the top end of the St Bathans Range . As we approached the range at about 5000 ft we hit turbulent lift and sink. With the severity of the turbulence we opted to go around the end of the range following the Lindas Pass road and then the transmission lines through the Tarras back country. Our final climb was over the lower Dunstan Range and into the Alexandra airstrip. With the sun fast setting, we had all started to feel effects of the very cold winter air after 5 plus hours flying so were very glad to get on the ground. After a few phone calls and having tied the trikes down beside the local glider trailers we were off to Middle hotel in Alexandra for the night.
The next day started with a 5 degree frost. First job was to clear off the frost. After one and half hours, thawed fingers we set off on what we thought would be the shortest and quickest flight of the trip. 50 nm direct line over the Old Man then Umbrella range and onto Mandeville in time for lunch. Well so much for thought. Half way into the flight and now over tiger country the weather had changed very quickly. Low claggy cloud over snow covered rocky and ravine type tussock country suddenly reared the effects of carb icing. Both Doug and Richard developed carb icing within moments of each of other. It was full power on to clear and climb. After a few minutes, which seemed an eternity, we spotted a couple of top dressing airstrip following a rough high country road. We picked the best and landed, then were followed in by the other two trikes. Catching our breath, we spent the next 45 minutes planning a new route, to avoid the Umbrella Range and more potential carb icing. Over the next twenty minutes of flying we broke clear of the cloud and apart from another short land out to avoid flying into a drift of rain we finally landed at Bob and Christine Oliver’s private airstrip outside Mandeville some 2 hours later than we planned. The day was finished with fabulously cooked Southland medium rear steak prepared by our flying chef, Doug, and consumed along with a glass or two of fine wine.
Day 3 started with a weather change. Surrounded by fog we were grounded until finally it had lifted sufficiently by late morning for a take off right on midday. Weather forecast had shown the high was moving off the country allowing North West change. Our priority was now to travel back up the East coast so with our course set for the Taieri airstrip just out of Dunedin we were on our way. With a controlled air zone down the Taieri valley ( Momona Airport) we had to skirt up the coast past Brighton then turn inland over the Dunedin / Mosgiel motorway then drop down onto the Taieri airstrip north of Mosgiel. Another trip to fill up Jerry cans prepared us for the day’s final run up the East Coast to Oamaru. We flew back out to the coast via the way in, and then turned north flew along the St Clair / Kilda beach up and over the Otago Harbour finally to set our course from Mt Cargill to Oamaru. This flight out of Taieri to Oamaru would have to be one of the most spectacular scenic flights along any coast line. 4.20 PM, put us on the Oamaru Airport tarmac and with the sun low in the sky the feel of another harsh frost in the air we tied our trikes down and finally headed of to our nights accommodation.
Another brilliant day and a severe frost that froze the new accommodation block water. By 9AM we were off to the airport to free our trikes of the thick layer of frost over the wings. 11.30 had us in the air set for Timaru following the coast for a fairly uneventful trip into the Timaru Airport. More refueling including coffee and back in the air, the last leg back to Rangiora. Following the coast and looking West we could see the westerly change along the Alps. Midway between the Rangitata and Rakaia river mouths we hit the effects of the westerly coming out of the mountains over the plains. With the use of more power we had to land in a coastal paddock just short of Lake Ellismere. We decided to head for Christchurch, skirt around the Port Hills up North Brighton. With a light North Easterly coming into Christchurch this would negate the effects of the westerly. Takeoff was very short, to say the least, and for the next 30 minutes we pummeled into the blustery effects of the North West around the head of Lakes Ellismere, then calm. Like our start four days earlier we ended the last hour of flying in a smooth air and finally putting down at Rangiora shortly after 4 PM.
Over the four days we traveled 680 nm and viewed some of the most spectacular snow covered country and coastal inland. What did we learn? Firstly, look out for each other, especially when in the air. Secondly, every aircraft needs radio and I mean good radio. Communication becomes so vital on flying tours, more so than the day outing in your own back yard. Thirdly, enjoy and savor the comradeship that comes with a tour and use what you learn for the next one.
PHOTO 3
NEW AIRCRAFT FLYING RULES.
The following flying rules have been adopted by the club to enhance the safety record of the club.The Canterbury Recreational
Aircraft Club
Pilot Declaration
The following statement is to be read and understood by all pilots in command of an aircraft owned and operated by the Canterbury Recreational Aircraft Club Inc.
Once read and understood the pilot shall sign the Pilot log book as a declaration that the he understands and will abide by the statement. If you have any queries please speak the Chief Flying Instructor.
Statement
‘Pilots flying a club aircraft are reminded that they shall do so only if ,
Your medical certificate is current and you have declared any medical condition that requires special medication prescribed by a doctor.
You obey the club rules
You adhere to the CAA rules and regulations
You adhere to the RAANZ procedures manual
You operate the aircraft within it’s specified flight envelope and club flying rules.
Any damage caused to the aircraft due to gross negligence or bad airmanship may result in the club taking steps to recover costs and to expel the pilot from the club.
Club Flying Rules .
The following club Flying Rules will be in force from 24th July 2004 for all pilots operating a club aircraft.Aircraft to be on the ground within half an hour before Evening Civil Twilight(ECT))
Aircraft to be operated from approved airstrips only. These will be notified in the clubrooms.
Flights in excess of 100nm or overnight shall have the approval of the CFI. Consider other pilot usage.
NO SPINNING OR AEROBATICS
Clean the aircraft to the state it was in before you flew it
Report in defects or damage to the Safety Officer or CFI immediately.
ENJOY SAFE FLYING
The Committee along with the instructors has decided to introduce the following check lists for take off and landing . We have adopted these as they are more aligned with GA aircraft and the fact that we are getting more GA pilots joing our club. These checks are more widly used in the aircraft world and we should come up to speed with them. They will be displayed in the new aircraft soon.TAKEOFF CHECKS
T – Trim & ThrottleM- Mixture
P – Pitch
F – Fuel
F – Flaps
I - Instruments
H – Harness
H – Hatch
C – Controls
LOOKOUT
LANDING CHECKS
B – Brakes OffU – Undercarriage
M – Mixture
P – Pitch
F- Flaps & Fuel
H – Harness , Hatch
LOOKOUT
SR 71 BLACKBIRD
In his book "Sled Driver" SR-71 Blackbird pilot Brian Shul writes: "I'll always remember a certain radio exchange that occurred one day as Walt (my back seater) and I were screaming across Southern California 13 miles high. We were monitoring various radio transmissions from other aircraft as we entered Los Angeles airspace. Though they didn't really control us, they did monitor our movement across their scope.
I heard a Cessna ask for a readout of its groundspeed."90 knots" Center replied. Moments later, a Twin Beech required the same. "120 knots," Center answered. We weren't the only ones proud of our groundspeed that day as almost instantly an F-18 smugly transmitted, "Ah, Center, Dusty 52 requests ground speed readout. There was a slight pause, then the response, "525 knots on the ground, Dusty."
Another silent pause. As I was thinking to myself how ripe a situation this was, I heard a familiar click of a radio transmission coming from my back seater. It was at that precise moment I realized Walt and I had become a real crew, for we were both thinking in unison. "Center, Aspen 20, you got a groundspeed readout for us?" There was a longer than normal pause.....
"Aspen, I show 1,742 knots" No further inquiries were heard on that frequency.
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In another famous SR-71 story, Los Angeles Center reported receiving a request for clearance to FL 60 (60,000 ft). The incredulous controller, with some disdain in his voice, asked, "How do you plan to get up to 60,000 feet?
The pilot (obviously a sled driver), responded, "We don't plan to go up to it, we plan to go down to it." He was cleared.
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The pilot was sitting in his seat and pulled out a .38 revolver. He placed it on top of the instrument panel, and then asked the navigator, "Do you know what I use this for?"
The navigator replied timidly, "No, what's it for?" The pilot responded, "I use this on navigators who get me lost!"
The navigator proceeded to pull out a .45 and place it on his chart table. The pilot asked, "What's that for?"
"To be honest sir," the navigator replied, "I'll know we're lost before you will."
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"Flight 2341, for noise abatement turn right to 220 degrees."
"But Center, we are at 35,000 feet. How much noise can we make up here?"
....(pregnant pause...) "Sir, have you ever heard the noise a 747 makes when it hits a 727?"
A bit of history.....................
You've never been lost until you've been lost at Mach 3. (Paul F.Crickmore - test pilot)From an old carrier sailor - Blue water Navy truism; There are more planes in the ocean than submarines in the sky.
If the wings are traveling faster than the fuselage, it's probably a helicopter -- and therefore, unsafe.
Navy carrier pilots to Air Force pilots: Flaring is like squatting to pee.
When one engine fails on a twin-engine airplane you always have enough power left to get you to the scene of the crash.
Without ammunition, the USAF would be just another expensive flying club.
What is the similarity between air traffic controllers and pilots? If a pilot screws up, the pilot dies; If ATC screws up, the pilot dies.
Never trade luck for skill.
The three most common expressions (or famous last words) in aviation are: "Why is it doing that?", "Where are we?" and "Oh S#!+!"
Weather forecasts are horoscopes with numbers.
Progress in airline flying; now a flight attendant can get a pilot pregnant.
Airspeed, altitude, and brains. Two are always needed to successfully complete the flight.
A smooth landing is mostly luck; two in a row is all luck; three in a row is prevarication.
Mankind has a perfect record in aviation; we never left one up there!
Flashlights are tubular metal containers kept in a flight bag for the purpose of storing dead batteries.
Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it.
When a flight is proceeding incredibly well, something was forgotten.
Just remember, if you crash because of weather, your funeral will be held on a sunny day.
Advice given to RAF pilots during WW II. When a prang (crash) seems inevitable, endeavor to strike the softest, cheapest object in the vicinity as slowly and gently as possible.
The Piper Cub is the safest airplane in the world; it can just barely kill you. (Attributed to Max Stanley, Northrop test pilot)
A pilot who doesn't have any fear probably isn't flying his plane to its maximum. (Jon McBride, astronaut)
If you're faced with a forced landing, fly the thing as far into the crash as possible. (Bob Hoover - renowned aerobatic and test pilot)
If an airplane is still in one piece, don't cheat on it; ride the bastard down. (Ernest K. Gann, author &aviator)
Never fly in the same cockpit with someone braver than you.
There is no reason to fly through a thunderstorm in peacetime. (Sign over squadron ops desk at Davis-Monthan AFB, AZ, 1970).
"Now I know what a dog feels like watching TV." (A DC-9 captain trainee attempting to check out on the 'glass cockpit' of an A-320).
If something hasn't broken on your helicopter, it's about to.
Basic Flying Rules Try to stay in the middle of the air. Do not go near the edges of it. The edges of the air can be recognized by the appearance of ground, buildings, sea, trees and interstellar space. It is much more difficult to fly there.
You know that your landing gear is up and locked when it takes full power to taxi to the terminal.