August 2007
Welcome to the August newsletter. Thankyou to all the contributions that I am being sent. It makes my job easier, and everyone enjoys reading your stories. This month we have an article from Hugh Keeble. I must have touched a raw nerve in the article about the Waikari flyin. Hugh has written an article in defense of the “mighty mustang”. Good on you Hugh.
I have also included an article from President Mike. It got me to thinking, we could have a letters to the editor section in the newsletter. Just send to dbmcp@xtra.co.nz
I hope you enjoy this months edition.
Cheers David McPherson
Whats happening out there
Ross Marfell is visiting Bundaberg in Australia. There is a great airshow on over there. We might be able to get a report from Ross in the next newsletter.
Brian Tuffnel has a new trike to play around with. Rumour has it he is on the lookout for a 3-axis machine as well.
Neville Paintin has his 2 seat thruster for sale. This would be a fantastic machine for someone. It is a well proven machine and has taken Neville on many adventures.
Brent Thompson has relinquished his position as CFI, due to pressure of business. The committee has appointed Mike Small as a replacement for Brent. The committee would like to thank Brent for all the work he has done and wish him well in his business. Mike also wants to thank Brent for the work he has done as CFI
JOL and JOR are both on line now. There are some new rules for those wanting to fly JOR. Make sure that you see an instructor and get the appropriate ratings.
The instructors will be doing two licence courses a year. There is one being held presently which is being well received. This is a chance for, not only students to learn, but also a good refresher course for the rest of us.
Later in the year we will be running a “Human Factors” course in which we will be encouraging everyone to attend. Dates will be published later.
New Members
Welcome to two new members, Nigel Forrester and Mark Renwick.
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A Shadow reborn
After the mishap landing at Methven, (those who were there will know) the re-birth of my shadow is now complete.
Many thanks to Brent for advice and the use of his tools and workshop, and to Paul for the reconstruction of the nose wheel and for passing its annual check (3 months after its previous annual) it now flies 10 knots faster, don`t know why?? maybe its the polished leading edge and nose. O.k. it`s 10 kg. lighter without the parachute We took it out to try it and it didn`t deploy, so anyone thinking of fitting one, or have got one, make sure its maintained as per destructions.
Jeff Bannister
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From the Presidents Pen
Now that I am not editor I find it hard to get into the mood to write for it but recent events have motivated me to get on the keyboard again.
One of the reasons I have not been motivated is complacency. We are all guilty of it and it is a cancer. Especially in a club like ours where we depend on us all being on the ball. We are involved in a pastime where we can’t afford to be complacent. We need constant prodding to keep our skills, our awareness and our motivation up. Complacency creeps up on you and I have to take full responsibility for the complacency now existing in our club. If I am slack then this creeps on through the club. If I don’t prod you, very few others will. Below is part of my Presidents report for March 2004. I have just read some of it and it makes interesting reading.
‘ This time last year the club was looking very healthy having just sold the Gaming machines and starting to fly our new Rans S6 CMC. The clubs inner disturbances had subsided and the future looked good. At the same time we were also warned that our attitudes to flying safety were not as they should be and that if we did not take some problems in hand we may suffer the consequences.
Well history now records that the year did not start well with the tragic loss of Richard Jones and his friend Andrew McIlbraith and the destruction of CMC. Our world was turned upside down and a lot of soul searching was done by us all. We all handled the tragedy is different personal ways. I was proud of how the club pulled together in a common bond of friendship and aviation and expressed it’s grief by putting it’s hand out to the family and friends ‘of Richard and Andrew. This tragedy will not be forgotten . I hope that it may make us all that little bit more cautious and value our mortality. Aviation is a pastime that demands a lot respect yet offers many rewards.
Although the year started on a low the club pulled together and things started to return to normality with pilots taking to the air and enjoying themselves although I expect, like me, with a bit more apprehension than before.
Last year saw the arrival of new types of Micros such as Ross’s Alpi and Mike and Graeme’s Skyranger’s. This importing of new aircraft injects new life into the activities at the airfield, new enthusiasm into our members and is really great to see.
AND
‘As I started my report with a comment about safety so I will conclude my report on the same note. Apart from enjoying microlighting the most important aspect of it is SAFETY.
We all at some point become a little complacent about what we do (except me who is just waiting for the Cuyuna to stop again!) and rush our pre flight, fly a little lower, fly in places where we are not that comfortable or flying in and out of paddocks that are a little too small. Accidents happen mainly when we forget the basics, ignore common sense and our training. If we don’t sort out our act RAANZ and CAA will do it for us.
If re-elected this year my goal will be to liven up the administration side of our training of pilots and instructors. I will be looking for much more input from RAANZ and their local representatives to provide vital and energetic leadership in providing the club with ongoing training and updates on RAANZ direction. All of our instructors and pilots need to have a fresh attitude and respect towards their flying and this must be continually updated to ensure they are at their best each time they fly. It’s all about being continually aware and on the boil all the time. This can only be achieved by good example and leadership.’
Makes interesting reading doesn’t it?
The last paragraph says it all to me and shows me where I have gone wrong. I have not used our local representatives, not made them help us, I have not been active enough in encouraging our instructors to have regular meetings and be pro-active in staying on top of complacency.
We are complacent and we need to change to avoid an escalation in our poor safety record over the last few months.
The motivation for the above report stemmed from the club’s fatal accident.
I feel the club at present is treading a fine line between accidents and tragedy.
We have had too many minor scrapes and bends and have not recognised the signs.
I have seen the signs and have been at a loss to put a finger on what is wrong. But after talking to people and thinking over the last few weeks , it’s COMPLACENCY again. I am at fault as I have not been doing my job of pushing you along. This happens as a result of the club going along so well. Things go well and you think there is no need for oil, but eventually the oil dries up and you are in for problems. Things do run without oil for some time with the tell tale signs of impending problems like high temps, rough running and, in our case minor accidents.
I have seen there is a lack of oil so we are in for an oil change.
I will be more pro-active in running the club for the rest of this term and then it is time for new blood. Long term positions are also a cause of complacency
So with this said and some changes coming I can only stress some points.
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Don’t fly if you don’t feel like it .
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Don’t fly just because you can- enjoy the experience
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Don’t fly after a heavy night
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Check yourself before you fly, wake up, ask your self questions, don’t rush
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Don’t rush your pre-flight, start again if interrupted.
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Don’t be too proud to get a check flight every once and a while
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Don’t fly beyond your comfort zone - wait until an instructor is next to you.
We have a first rate group of instructors who are only too happy to go for a fly with you. BFR’s are 2 years apart, lots can change in 2 years, get a check flight more often.
Read your microlight manual and PPL manuals. Education keeps the mind active. Brain Fade happens to all of us but let’s make sure it doesn’t happen in your plane.
I know we are all only part time flyers but none the less this is not like driving a car or a push bike, we operate in 3 dimensions and one of them is not very friendly when abused (height). Because we are part time flyers we need to be as vigilant than more active flyers.
BE SAFE MIKE
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A trip up the Rakaia
Prue and Alastair's new home on Glenariffe Station was recently visited by Ali, Sam, Tony and Ross. Tony's Jodel and Ross's Pioneer ran a shuttle service there on a picture postcard Sunday recently.
Alastair will be pleased when the house building is finished so that he can spend more time in his Alpi Pioneer 200.
The bathroom in the new house impressed the 'girl and boys' from out on the plains.
Soaking in the bubble bath you look out through a landscape window to the sight of the snowy peaks of the Rolleston Range.
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In Musa’s Defense
I feel I must defend my poor old loyal Mustang, contrary to the headwind theory; it was a classic case of letting a competition make me fly outside the aircrafts limitations. The Waikari Fly-In day was weather wise unstable, low stratus was rolling up the Hurunui River blanketing the old race course, one of our destinations. Mike Small was sent off to check the conditions at the Hurunui and above, he came back to report it was marginal but appeared to be lifting, 10 minutes later he was quite right.
Perhaps here I should reiterate the word lifting!! The day turned fine with scattered cumulus or strata cumulus really which meant the Musa and I were going up and down and rolling quite a bit. Normally I don’t fly around midday, but you know competition! Plus it was organised that I would be tail end Charlie.
First bombing went okay sort of, eventually found the canoe man but couldn’t reach my egg, did great job of engine out, even if I do say my self. It was going from the engine out to the lingerie department at Nod’s that I really started to get tossed around and started planning to put myself down next to a road and hitch back, but battled on because I knew I could get a ride back with Jen Banks who was in charge of the lingerie, many bumps and rolls later I lined up the washing machine with my fine piece of lingerie, steepish decent power back 100ft and suddenly wing dropped, power on full topside rudder, why is everyone running for cover, never mind, fly boy, right everything level power off I’m getting out of here.
An artist would be proud of my curved approach and landing.
Cadged a ride back to Waikari, sullen in the fact that my carefully crafted victory speech yet again will remain unread.
Duncan kindly flew me up later in day in the “Budgie”, we were stalked by a Pioneer 300 fighter plane. 4.30pm I flew Musa home, smooth as and you know nothing matches the view that you have in an open cockpit.
P.S. Fortnight later I flew to a mates place at Rotherham, absolutely froze coming home……wouldn’t mind a pod or something perhaps, getting soft maybe!
Happy Flying Hugh
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Graeme Mains X-Air
I am building the X-Air Hanuman, and thought the time had come to provide an update on progress for the newsletter.
“In mid-2005, I was looking at microlight aircraft on the internet and spotted a new model X-Air called the Hanuman (actually an Indian winged monkey, but we won’t get into that). The US$/NZ$ exchange rate was good at the time, (not as good as at the moment I’ll bet ed) and various USA and Canada dealers were offering a “special” – US$11,500 for the kit. Well I thought – that’s too good to miss, so I ordered one through a Canadian dealer. It duly arrived some 3 months later, and the all-up cost, inclusive of GST & freight – under NZ$20,000!
Meantime, other projects intervened, like a new house, hangar & airstrip, so once these were completed the temptation was just too great, and I had to open the 3 boxes containing the kit. Once opened of course, I then had to lay out all the parts on tables, and then I just had to have a look at the plans – what could be simpler – a step-by-step instruction book which basically says “bolt part no 310 to part no 311” – just like putting together a giant meccano set! In 3 hours I had most of the cockpit cage completed!
So, after 40 hours of work from mid-April to now, the airframe is basically finished, I have ordered the engine (the new Aerotwin, a twin-cylinder 4-stroke, puts out up to 90 hp, weighs about the same as a 582, designed in Christchurch). Paul Woodley will be doing the engine installation, and this will require quite extensive modifications to the cowl and engine mount.
Some points of interest re the X-Air “H”:
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The kit is of very high quality – all aircraft-grade hardware.
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Everything is supplied –including a wiring –loom, spare bolts, etc.
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The instructions are very clear – even to an office worker like me!
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Value for money – I haven’t come across anything like it before. Present kit price is approx $US$12,700 – work that out at todays exchange rate!
Of course, the performance of the aircraft is very much unknown at present, however using Jabiru figures as a comparison, cruise should be at least 75 - 80 knots – comparable to the Skyranger. Could be a difficult decision – which one to keep!”
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Well, that’s it for this month. Next month we will have a “I learned about flying from that” and a few other bits and pieces that I will surprise you with.
We don’t have a planned flyaway this month because I want good weather for calving. Everytime I organize something the weather turns bad. No reason why you guys can’t organize something yourselves though.
Safe flying