PROP TALKNORTH SHORE AERO CLUb bI-MONTHLY MAGAZINE // AUGUST 2020

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INSIDE: WHERE ARE THEY NOW?

A MOONEY INCIDENTA YOUNG EAGLE FLIES

YOU’RE NEVER TOO OLD

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Editor: Ian Couper proptalk@nsac.co.nz

Compiled By: Campbell McIver & Stef Gwilliam

This Edition’s Contributors:David Saunders - President, John Punshon - Manager, Daryl Gillett - CFI, Ian Couper, Dawson Boles, Gemma Douglas, Steven Perreau.

Photo Credits:Front Cover: Ian Couper Rear Cover: Campbell McIverBackgrounds: Chris Opperman, Steve Matheson, Jamie Davis, Levi Daniel, Stef Gwilliam

Front Cover: The Club’s fleet of Robins have proved highly popular with both students and instructors at North Shore and are worthy successors to the aircraft they replaced – Cessna 152s.

Rear Cover: Campbell McIver and Carey Mason fly overhead Auckland International at 8,000ft on a post lockdown currency flight.

North Shore Directory .................... 3From the eDitor........ 4PreSiDeNtS PublicatioN ................ 6where are they Now?..............................10a youNg eagle FlieS............................... 14maNagerS memo...... 16a mooNey iNciDeNt........................18you’re Never too olD ..................... 22cFI rePort.................. 24abS-b iN, tcaS, acaS aND taS DeeP Dive...27IN memoriam - margaret Smith...... 35meet the team.......... 38our New liFe member........................40arouND the club......41mileStoNeS................ 42

coNteNtSProP talKAUGUST 2020

Prop Talk is a bi-monthly magazine published by North Shore Aero Club. Views expressed by contributors are not necessarily those of NSAC.

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North Shore Directory

President: David Saunders Vice President: Brent Hempel Treasurer: Andrew CrowhurstSecretary: Ian Couper Club Captain: David WilkinsonPatron: Stan Smith Committee: Roy Crane Douglas Kruger Lloyd Morris Stephen Jones Rodger Coleclough

Phone: 09 426 4273 | 300 Postman Road, Dairy Flat RD4 0794

021 115 4696 021 194 5546021 266 6656(09) 478 6351 021 468 270027 477 5475 021 340 654022 545 6968021 493 360021 737 268021 705 859

General Manager (A-Cat & Flight Examiner): John Punshon CFI (A-Cat & Flight Examiner): Daryl Gillett

B-Cat Instructors: Paul Ryan, Tim Marshall, Dawson Boles, Chantel Strooh, Rob Graham, Andrew Fisher, Tim Dunn, Jamie Davis C-Cat Instructors: Ming Zhang, Brendon Frame, Hamish McGill, Pierce Hargreaves, Campbell McIver, Josh McKoy

Office Manager: Lynn Packer

Office Staff: Claudine Allen, Stacey Olsen

Bar Staff: Brian Clay

Groundsman: Caleb Hanham

NS Helicopter Training: Roy Crane

FROM THE EDITORIAN COUPER

Under the inspirational leadership of Club President David Saunders and Vice President Brent Hempel the Club has ended a highly successful year resulting in all the Officers and Committeebeing re-elected unopposed for the ensuing year at the recent Annual General Meeting. The only exception was committee member Patrick Sheehan who despite making a highly valued contribution to the Airport Maintenance programme did not seek re election. His

position was taken by anotheraircraft and hangar owner Stephen Jones.

With the long overdue Constitution Review now completed [Thanks Sue] and the Airport Master Plan approved by the majority of members the incoming committee has a busy time ahead planning and implementing the numerous projects contained in the plan.

And hearty congratulations to Stan Smith on a unanimous and long overdue Life Membership bestowed at the AGM.

FRONT ROW LEFT TO RIGHT: IAN COUPER – SECRETARY

BRENT HEMPEL – VICE PRESIDENT

DAVID SAUNDERS – PRESIDENT

ANDREW CROWHURST – TREASURER

DAVID WILKINSON – CLUB CAPTAIN

BACK ROW LEFT TO RIGHT: RODGER COLECLOUGH –COMMITTEE

ROY CRANE – COMMITTEE

STEPHEN JONES – COMMITTEE

LLOYD MORRIS – COMMITTEE

DOUGLAS KRUGER – COMMITTEE

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PRESIDENTS PUbLICATION

DAVID SAUNDERS

Another AGM has passed and the current committee has been re-elected unopposed. Thank you all, for your vote of confidence in myself and the committee, to lead the NSAC again for another year. I am very excited to be your President again for the coming 2020/21 year. The club has a great team in the committee with many different skills, knowledge and talents to utilise. It has been great to work with the current committee through 2019/20 and I thank them for all their ideas, efforts and enthusiasm to help make the NSAC a better aero club. A great team working together will always win the day.

As we all know the last 6

months have dramatically changed our ways of life. It is very certain that we will never have the same old normal as we had up to the end of 2019 and we are all having to find our way to our new normal in this world of Covid-19. It has been very pleasing to see that the club has been very busy with new and current members continuing with their flight training. It is great to see the club as vibrant as it is, despite the hardship that some members of our community have and continue to go through. The current situation really does give a lot of credence to live everyday to it’s fullest, as we never know what’s around the corner.

With that in mind, the club needs to continue to look to the future and to focus on a vision that we can all work towards for the next 2-3 years. I will be suggesting to the committee the

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following ideas that I feel we should focus on. 

“THE CLUb HAS A GREAT TEAM iN THE COMMiTTEE wiTH MANY DiFFERENT SkiLLS, kNOwLEDGE AND TALENTS TO UTiLiSE.”

Runway Improvements. As per the Airport Master plan, the improvements to the runway are proposed in 4 stages. The Club should set its sights on having Stage One and Stage Two completed by mid 2022. Stage One uses the newly acquired land to the north-east of the Rwy 21 threshold to build a 180m extension and Stage Two is the widening of the current concrete 03/21 runway. This will require a lot of planning and dedication to see this happen. I know that the committee would really appreciate it if members with the relevant expertise in this area could make themselves available to the club to share their knowledge so that we can make these projects happen as

smoothly as possible. Fortune favours the brave, so let’s start the planning and make these safety improvements a reality.

Aviation Museum/Education Centre. I would also like to initiate the idea that the club creates an aviation museum/education centre on the aerodrome. I know that there are members in the club that have older aircraft tucked away in hangars and that we have an Archive sub-committee that records our club history, and it only seems sensible that we put the two together and see what we can develop. A museum on the aerodrome could eventually become another income stream for the club and it is a way that the club can share its aviation with the community. A museum is also another way of making the airport a destination for other aviators. The positive response I have had to this suggestion since the AGM has been veryheartening and I am pleased that members see this as an excellent idea.

The committee is very aware

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that there hasn’t been much happening socially over the past 5 months due to the pandemic but Club Captain Dave Wilkinson is already getting ideas sorted. We have been approached by the Whenuapai Aviation Sports Club and invited to hold a joint competition day at NZWP and Dave is working on this already. Here’s a chance to get NZWP into your logbook, so look out

for upcoming announcements.

Lastly, the annual South Island trip is just 4 weeks away and already the trip is fully booked, with 20 aircraft registered. This is a daunting number of aircraft and crew to manage, but I know that Rob Graham and the other Instructors will do an excellent job and it will be a brilliant trip.

Safe skies, David Saunders.

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Back in 1993 a young 15 year old North Shore student flew his first solo in a Cessna 152 ZK-NSB on the day of his 16 th birthday. He went on to achieve his dream of gaining command

wHERE ARE THEY NOw....?

in the left hand seat of a Virgin Australia Boeing 737-800.

It is often said ‘what goes around comes around’ and Andrew Fisher, who progressed through the ranks at North Shore to become a B Cat Instructor at the Club many years ago is now back with us asan Instructor. This was a result of Virgin Australia entering administration due to the Covid crisis, and forced to close its New Zealand bases. Hopefully the airline will bounce back in the not too distant future and resume service. For Andrew flying for Virgin was a dream job and he is hopeful of rejoining them when they start flying again.

Washing and cleaning planes after school and during holidays funded some of

IAN COUPER

ANDREW IN THE COCKPIT ON HIS LAST FLIGHT WITH VIRGIN

andrew fisher

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Andrew’s early flying lessons and he went on to gain his PPL, CPL and instructor ratings at the Club. An enjoyable period of instructing at the Club was followed by a not so happy time flying a Piper Chieftain at Taupo for six months. His rating in the Chieftain saw him recruited by Great Barrier Airlines, where he spent thenext two years doing the Barrier run flying their Chieftain, Islander, Cherokee 6 and the ubiquitous Trilander. Frank Smith, an ex wartime Lancaster pilot and the Club’s Cessna 206 pilot when they had an

air transport operation, was Andrew’s mentor when he started cleaning planes there.

“SLOTTiNG iN CiRCUiTS bETwEEN ARRiviNG AND DEPARTiNG 737’S”

In 2004 Air New Zealand subsidiary, Eagle Air, sent Andrew to Toronto to gain a turbine rating and on return he flew their Beech 1900 based in Whakatane. After an early morning flight to Auckland

ANDREW TAXIING OUT ON THE LAST FLIGHT FROM HAMILTON WITH VIRGIN 8 YEARS AGO.

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daily schedules often included Kerikeri, Whangarei and Rotorua before a late return to Whakatane.

Two years later Andrew transferred to Air Nelson, flying the Saab 340 followed by the Dash 8-300, currently operated by Air New Zealand link. This time Andrew was based in Wellington where on days off he was instructing on Piper Tomahawks at the Wellington Aero Club. Slotting in circuits between arriving and departing 737s at times proved challenging, particularly for new students.

“THE COviD-19 PANDEMiC HAS TAkEN A HUGE HiT ON THE COMMERCiAL AviATiON wORLD AND NEw ZEALAND iS NO ExCEPTiON”

Virgin owned Pacific Blue was recruiting First Officers in 2007 and having secured a position Andrew gained his rating on the Boeing 737, ironically with Qantas in Melbourne, before returning to Auckland. He

gained his command in 2010 and in 2015 was promoted to 737 Training Captain and subsequently Flight Examiner where he was also involved with flight crew selection and recruitment.

Whilst based in Auckland flying domestic, Trans-Tasman and Pacific Island routes, Cook Islands, Tonga and Samoa were the norm. A period based in Australia included flights to Fiji, Vanuatu, Solomon Islands and Papua New Guinea. For a limited time during a serious Qantas strike Virgin was also flying many of Qantas domestic schedules, taking Andrew to most parts of Australia.

The Covid-19 pandemic has taken a huge hit on the

Images courtesy of Andrew Fisher

BUDDING YOUNG EAGLES JACK & KODY POWER

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commercial aviation world and New Zealand is no exception with Air New Zealand and Qantas laying off hundreds of pilots and Virgin Australiagoing into administration. This has resulted in a worldwide surplus of highly trained and fully qualified, capable pilots seeking employment, not necessarily in aviation. Indeed only a week ago TV showed a very senior pilot working as a mail sorter, no doubt on a lower emolument than he was previously earning.

As a long time member Andrew has continued his association with the Club keeping his B-catgenerally current at North Shore and now owns a share in a C-150, ZK-CXK. He is

appreciative of the Club for offering him a flying position and is really enjoying working with the current group of instructors who he says are outstandingly good at their job. Whether it’s instructing in a Boeing or a Robin he loves it. “It’s a vocational thing,” he says.

With New Zealand borders closed and even a Tasman Bubble looking a long way off it may be many years before airlines get their timetables going again and aircraft back in the air. And despite Andrew’s vast experience, qualifications and seniority a left hand seat up front in a 737 may be some time away.

Meantime the Club is very fortunate to have such a capable, popular and friendly instructor back in the team. Having flown with Andrew recently I know he is thoroughly enjoying his new challenge, but looks forward to the time he can be back flying jets again - with any airline, but preferably with Virgin.

Karma – What goes around – comes around.

WITH STUDENT HARRY LYNCH OFF FOR ANOTHER LESSON

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A North Shore Young Eagle from three years ago, Gemma Douglas has just graduated from the School to Skies program in camp at RNZAF Whenuapai.

A YOUNG EAGLE FLiESGEMMA DOUGLAS

Skills taught during the week included welding, riveting and metal working, installing engine parts, changing tyres and even how to apply camouflage paint. From Gemma’s photo this was obviously an enjoyable session. Classroom lessons varied from resilience and leadership skills and personal development to learning the Principles

Images courtesy of Gemma Douglas

BOEING 757 FLIGHT DECK

OPEN RAMP OF HERCULES

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APPLYING CAMOUFLAGE PAINT WAS FUN. GEMMA IN MIDDLE

GEMMA IN SEA SPRITE SIMULATOR

of Flight. There was also the opportunity to meet withservice personal from many trades and ask questions which

Gemma found very helpful.

Throughout the week course attendees had the opportunity to experience both the P3 Orion and Sea Sprite flight simulators and visit the flight deck of a Boeing 757. But for Gemma the absolute highlight of the week was a flight in a Hercules during which the back ramp was opened. Although strapped in for most of the flight, with a safety net fence in place she was super excited to be able to get up close to the edge of the ramp where she viewed a beautiful sunset over the water.

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MANAGERS MEMOJOHN PUNSHON

As I write this article, the morning after the AGM, I am still somewhat bemused at whathappened last night. We just had a 35 minute AGM. Having seen AGMs go well past aninsomniac’s bedtime in years gone by, we have to deduce that things are going reasonably well at the moment. I believe it is testament to the committee’s credibility, honesty and openness that we find ourselves in such a tranquil position these days.

I’d like to thank Patrick Sheehan, as the only member leaving the committee this year, for all his help and efforts over the last 12 months, it is much appreciated. And of course welcome on board to Steve Jones who will be filling his shoes, no pressure Steve...

The post COVID trend

continues. We haven’t quite seen the end of July and we’re over 25% up on flying hours compared to July last year. On top of that, the weather hasn’t been too flash so I can’t help but feel we could have done much better still. Looking back a month further, June flying hours this year were nearly 50% up on June 2019.

“SO wHAT HAS 2020 & 2021 GOT iN STORE FOR US?”

It should be business as usual in the flying school department. We’re looking forward to continuing to improve the service on offer and we welcome any feedback you have to offer, whether your experiences have been good, bad or indifferent, it is helpful to know.

I am optimistic we will see some progress on the airport front this year in alignment withthe Master Plan. The application for Airport

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Authority status is progressing through the system with the Ministry of Transport and the first phases of feasibility studies regarding some of the proposed developments in the Master Plan will be under consideration this year with the objective being to ultimately fund a slightly longer and wider runway, finding sites to build more private hangars and generally improving the facilities for the benefit of the wider membership. Although the club has been doing well the last few years, as we know, unfortunately money doesn’t grow on trees and funding these upgrades in not a cheap exercise so it needs to be done carefully, sensibly and as effectively as possible.

Club wise, the next event on the agenda is a BBQ on 15 th August following the South Island trip briefing and it’s open to all. Following the South Island trip in a few weeks, it’ll be heading into Spring and Summer and the activities will be ramping up.

That’s all for now, Happy Flying.

The club is currently reviewing ongoing maintenance requirements for the aerodrome, facilities, buildings and infrastructure that it owns. This review is being conducted to facilitate production of a 10 year maintenance schedule and budget. We would like to request any willing assistance from members involved in certain trades to assist with the estimating process. The trades we require assistance with are:

- Builders- Plumbers- Drain Layers- Fencing Contractors- Painters- Chem Wash / Building Cleaning- Roading / Asphalters Please be aware that we are requiring assistance with cost estimations only. Members should NOT be volunteering to assist with the expectation of being awarded any related work.

- John Punshon

Assistance Required from Tradespeople

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It happened on Friday 19th February 1993. The owner of Mooney ZK-CFV John Pedersen (alias The Great Dane), had disembarked from the aircraft on the apron outside the office at the aero-club and I was going to practise my handling display in the Mooney for the coming weekend air show. After taking off on runway 21 at DY (it was known as Dairy Flat in those days), I climbed to 2000ft ind. by the Woodhill

A MOONEY iNCiDENT

DAWSON BOLES

Forrest and levelled off. On bringing the power back to cruise, there was an explosion, like a shotgun going off. My immediate reaction - I went into shock, I was now flying the aircraft on adrenaline and instinct. I lowered the nose and slowly turned right, back to the airfield, with the intention of landing on runway 03. What had happened? The aircraft had just come from maintenance 3-4 hours ago and a hairline crack had developed in the crankshaft forward of the mainbearing. The crankshaft broke at this point, causing one

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propeller blade to separate. This blade was recovered by a local a few days later. The other blade and C.S.U. (Constant speed unit) have not been found to date and are somewhere in the Woodhill Forrest.

“I wAS NOw FLYiNG THE AiRCRAFT ON ADRENALiNE AND iNSTiNCT”After the explosion my forward visibility was very limited, due to the engine cowling lying across the windscreen. I could only see out from a small portion of windscreen at the bottom left. (The cowlingwith such a force had also knocked out the outside air temperature gauge mounted on the right side of the windscreen, breaking the windscreen in the process).

After turning fuel, ignition off, I realised I wasn’t going to reach the runway, due to the high drag. So I had to act quickly and select a paddock. The first

paddock I saw was fine, except it had cattle in it. The paddock that caught my eye had been mown recently and had no hay bales in it, so stood out, was into wind and uphill. On getting closer to the paddock, I selected ‘gear down’. This is achieved by putting your right hand on the Johnson Bar undercarriage lever, lying horizontal to the floor between the two front seats (this is the ‘gear up’ position), unlocking it, pulling it to the vertical position and pushing and locking it under the bottom of the instrument panel. This model ofMooney has an ‘over centre’ locking system of rods from the undercarriage. When the gear is down and locked, a green ‘push to test’ light, illuminates on the instrument panel above the altimeter. After locking the undercarriage gear lever under the instrument panel - shock/

20 Images courtesy of Dawson Boles

horror, no green light, only the red light was illuminated (gear up, this light is ON).  

I recycled the lever again, slamming the lever into the locked position, still saying ‘unsafe’. I continued the approach, coming over the paddock boundary fence. “What’s that ahead?” A singleelectric fence wire, looms up, a slight bang as I hit a warratah securing the electric fence with the left wing. I’m on the ground now, feet on the brakes, the aircraft is rolling on its wheels and when I’m just about stationary, the undercarriage retracts with the aircraft resting on its belly. I climbed out,checked everything was ‘off’ and sat on the aircraft wing. Where are my rescuers? No-one is in sight. I walked to the top of the paddock and walked down the ridge line to a house

below to use their telephone. On telephoning the aero-club, I spoke to John Pedersen, who was at the bar. I said, “John I’ve done a forced landing in a paddock in your Mooney.” He was in disbelief. He wouldn’tbelieve that this had happened, until I pointed out to him, “How could I be flying the plane, if I’mtalking to you on the telephone?”

“HOw COULD I bE FLYiNG THE PLANE, iF I’M TALkiNG TO YOU ON THE TELEPHONE?”

The next day the aircraft had several tyres put under the wings for support and the undercarriage was pulled down and secured so it wouldn’t retract. It was airlifted by Larry Bennett days later with a

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Squirrel helicopter to Dairy Flat Airfield.

I was extremely lucky with this engine failure, caused by an incorrect crankshaft being fitted (it was a lightweight crankshaft for a helicopter) and an out of sight crack developing in it. When the engine cowling was extensively damaged, at the front and below, it ‘hinged’ up only being held to the aircraft by the screws securing it near the bottom of the windscreen. We noticed on close inspectionone bolt securing the engine mount to the firewall had pulled completely out and the other three bolts securing the

engine mount to the firewall were loose. If the engine had separated from the aircraft, the C. of G. would have been so rearward, the aircraft would have been uncontrollable and Iwouldn’t be here to tell the story.

Footnote: To date I have experienced a total engine failure in a light aircraft, a partial engine failurein the Nanchang at NE and two engine failures in a ‘Mirage’ microlight at Kaiaua.So engine failures do occur occasionally. If it happens to you: 1. Fly the aircraft.2. Select a paddock. 3. Then do your checks.

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One of the newest, and certainly the oldest member learning to fly at North Shore has to be 90 year old Colin Nesfield.

YOU’RE NEvER TOO OLD

Images courtesy of Ian Couper

Always a plane enthusiast Colin was around when Jean Batten arrived at Mangere. He saw the first Pan Am Clipper alight on the Waitemata Harbour, attended numerous air shows at Ardmore and vividly recalls a display at Whenuapai featuring

IAN COUPER

90 YEAR OLD COLIN NESFIELD AND INSTRUCTOR JOSH MCKOY OFF FOR ANOTHER FLIGHT.

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the arrival of a Canberra Jet Bomber participating in the London to Christchurch air race. But until recently his most memorable flight was with theubiquitous Fred Ladd to Waiheke Island in a Grumman Widgeon.

“ALwAYS A PLANE ENTHUSiAST COLiN wAS AROUND wHEN JEAN bATTEN ARRivED AT MANGERE.”

A long time West Auckland resident, Colin occasionally drove past the ‘learn to fly’ sign on the Albany highway which caught his attention and earlier

this year he decided to give it a go while he was still young.

Recognising he is unlikely to be medically approved to ever fly his ‘first solo’ Colin has set his sights on achieving his dream of being able to takeoff, fly a sortie and land safely, albeit with his instructor sitting next to him.

After only three lessons he is doing the take offs and today’s lesson was medium turns. Hisinstructor, C-Cat Josh McKoy says Colin is a natural and had he started a few years earlier would be well on the way to gaining his PPL.

Images courtesy of Ian Couper

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CFI REPORTDARYL GILLETT

‘TCAS’ (Traffic Alert and Collision Avoidance System – sometimes referred to as ACAS (Airborne Collision Avoidance System) is the term most people use for the system their aircraft might be equipped with, the one that may display the derived position of other aircraft. For the sake of claritywe shouldn’t use that term, as they’re not true ‘TCAS’ systems, and more importantly, they will not prevent aircraft from colliding with each other…

You see the major difference between TCAS and the equipment commonly fitted to GA machines, is that unlike TCAS fitted to larger commercial aircraft, the systems we use won’t provide collision avoidance information – they’ll only display limited information

about some aircraft, within a certain area only, and may, depending on the system provide aural advisories. These systems are more correctly called ‘TAS’ (Traffic Advisory System), and in all cases, WILL NOT instruct the pilot to makea flight path adjustment that will help prevent a collision. So insofar as TAS systems are concerned, pilots are required to actively make decisions given the information that ‘might’ be provided.

Before going any further, I want to be clear about a couple of things. TAS systems can be a great tool – but they are just that; one tool of many that are potentially at our disposal. I’m certainly not going to dispute the advantages of having relevant and reliable information available that can contribute to, and enhance overall situational awareness. However, considering the limitations of such systems,and a general lack of understanding of those

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limitations, it is alarming that I, along with other seniorinstructors and examiners, have observed a trend towards TAS reliance. It is for various reasons that this trend is concerning.

To this point I’ve used words like ‘can’ and ‘might’ intentionally, because using TAS information to attain situational awareness is far from guaranteed, and largely depends on an assortment offactors. Please bear in mind the primary limitations that I’ll explain next are from an operational, and non-technical perspective.

ALL TAS systems rely on aircraft being equipped with the required avionics. Sounds logical, I know, but it’s surprising how many pilots don’t take this important fact into account. It’s immenselyfrustrating listening to pilots berating others over the radio frequency for not having their

transponder turned on, when the other aircraft doesn’t even have a transponder! Remember, a transponder is not required unless flight into transponder mandatory airspace is intended i.e. controlled airspace or a Mandatory Broadcast Zone.

Aircraft without ADS-B (Automatic Dependent Surveillance – Broadcast) will not be visible on some newer TAS systems that rely solely on ADS-B. Just a few weeks ago another pilot asked me if myADS-B transponder was on, because they couldn’t see me on their screen. The aircraft I was flying wasn’t ADS-B equipped… See where I’m going with this?

ALL TAS systems rely on the necessary avionics (in the affecting aircraft) being turned on, and the correct mode selected. This goes without saying, but the point is, people make errors. This is a simple yet significant limitation of these systems – you must never think

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there are no affectingaircraft just because there’s nothing showing up on your TAS system…

There are various other more technical limitations which do represent errors of significance, that also make TAS reliance a potentially dangerous practice – these will be explained by member Steven Perreau in his article. But I hope I’ve made it abundantly clear that the assumption all or even mostaircraft will ‘show up’ on TAS is not only incorrect, but totally inappropriate. This is why fundamental see and avoid principles are the primary method used for air traffic separation and avoidance in theVFR environment.

My other considerable concern is that TAS systems are promoting pilots to look inside the cockpit too much, and too often. With eyes inside it isn’t possible to see and avoid, and it’s therefore impossible to ensure flight safety. When operating under VFR (and IFR in VMC), it is a pilots legal

obligation to maintain a visual lookout. Part 91 of the Civil Aviation Rules says;

“A PiLOT OF AN AiRCRAFT— MUST, wHEN wEATHER CONDiTiONS PERMiT, REGARDLESS OF wHETHER THE FLiGHT iS PERFORMED UNDER IFR OR UNDER vFR, MAiNTAiN A viSUAL LOOkOUT SO AS TO SEE AND AvOiD OTHER AiRCRAFT.”

Maintenance of a visual lookout is necessary not only to avoid other aircraft, but to avert conflict with other obstacles, obstructions, or hazards that may exist; birds are one example.

I hope that after reading this article pilots will reflect on their attitudes towards TAS systems, if they use them. We should all be in the business of minimising risk as best we can to ensure safe outcomes – it’s a team effort. You might be doing the right thing, but if the next person isn’t, your safety is still compromised.

Please stay safe everyone.

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AbS-b iN, TCAS, ACAS AND TAS deep dive

STEVENPERREAU

A number of people have recently asked me about ADS-B, and in particular ADS-B IN. Couple that with some incorrect information and advice I’ve heard and seen published, I thought a deeper dive into ADS-B and traffic alerting might be of use.

ADS-B (Automatic Dependent Surveillance Broadcast)in short, uses a transponder with a very accurate GPS source, and broadcasts this information for anyone in range to hear. This broadcast includes a lot of information:• - Squawk code (traditional 4

digit code)• - Pressure altitude (like

traditional Mode C transponders)

• - Call sign/flight ID• - ICAO 24 bit unique

address• - GPS position• - GPS altitude• - GPS accuracy• - Heading• - Ground track angle

(direction)• - Ground speed• - Emergency status Aircraft

category (size/performance)• - IDENT flag (IDENT

button)

The important of ADS-B is the ‘broadcast’. ADS-B sends this data out, once per second, all the time. ADS-B also features a ‘ground mode’. This slows down the broadcast rate to once every 5 seconds and additional information identifying you are

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on the ground.

Advantages;• Faster - than traditional

radar sweeps• Automatic – always

broadcasting• Coverage – requires must

less sophisticated (and cheaper) ground stations

• Accuracy – GPS is far more precise than traditional radar

• ADS-B IN – anyone with the right equipment can receive these broadcasts to identify aircraft around them

Disadvantages;• Adoption (and therefore

cost) – everyone must have ADS-B to be effective

• Reliability – no GPS and ADS-B is useless

FDE & TSO-C145These are technical standards to make sure the GPS is capable of a number of very clever things;1. Accuracy - The GPS receiver

must understand how accurate its position is (and report it)

2. Robust – The GPS receiver must identify (and ignore) bad GPS data without compromising its accuracy. This is done with FDE.

Unlike the older RAIM standard, which just gives up and stops working, FDE (fault detection and exclusion) uses clever math to determine if the position accuracy is degrading by eliminating satellites out its equation and continue with an acceptable position fix. Now that’s smart.

TIS-B, FIS-B, ADS-R, UATLet’s be very clear – NONE of these will ever be available in NZ!

• UAT - Universal Access Transceiver – an alternative type of ADS-B

• TIS-B – Traffic Information Service – ground station traffic broadcast to your plane

• FIS-B – Flight Information Service Broadcast - weather & NOTAMS in the cockpit

• ADS-R – ADS-B rebroadcast from a ground station

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All of these operate on the 978 MHz frequency and require a complex network of expensive ground stations to broadcast this information. Normal ADS-B uses 1090 MHz and NZ will not have the traffic volumes to saturate this frequency requiring the introduction of UAT.

ADS-B INThis is the best bit of ADS-B, enabling you to receive ADS-B broadcasts from other aircraft and provide this information to you in the cockpit. I strongly

encourage everyone invest in the advantages ADS-B IN has to offer.

A number of solutions offer this, from portable battery powered systems that send the traffic to your tablet to panel mounted solutions from Garmin, L3 and others.

Active TrafficActive Traffic is the term often used for TAS systems that operate with the older SSR transponder Mode C interrogations. Like TCAS-I/II – the transponder on the active

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traffic aircraft ‘interrogates’ nearby SSR transponders. This is achieved with special equipment that:

• Uses a large quadrangle direction antenna to determine the approx. direction of a reply

• Times the interrogation pulse and reply to determine distance

• Decodes the Mode C pressure altitude reply and compares it to the active traffic aircraft to determine relative altitude

SSR transponder Active Traffic systems have a large number of drawbacks;• Frequency clutter – for

every interrogation, every transponder around replies

• High cost• Imprecise - Direction of

the target aircraft is not very accurate and can often bounce around seemingly from out the left of you to the right and back again

• Slow - a number of

interrogation pulses and replies are required to understand a target

• Close together targets may appear as one

• No concept of ground mode• No flight ID/ call sign of the

target aircraft

ADS-B IN has a solved many these issues;• No interrogations at all -

less frequency clutter• You only need to receive a

single ADS-B broadcast to determine everything (its exact position, direction, speed, altitude, flight ID/call sign)

• Extremely precise• Less/cheaper equipment

Traffic Alerts - TAS, TCAS & ACASTCAS/ACAS does not exist for ADS-B. TCAS (Traffic Collision Avoidance System) and ACAS (Airborne Collision Avoidance Systems) are terms often interchanged and are essentially the same thing.

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TCAS uses the traditional Mode C transponder functionality and is usually only found only on big airlines. Just to confuse the issue further, some smaller aircraft like the Piper Meridian, Socata TBM and smaller commercial aircraft have fitted TCAS-I, which is really only a certified version of TAS.

TCAS-I, Certified SSR mode C based Traffic Alerting (no collision avoidance despite the name) Generates an audible and/or visual warning of nearby aircraft. E.g. “Traffic, 11 O’clock, same level, 1 mile”

TCAS-II, Certified SSR mode C based Collision Avoidance System. Initially generates traffic alerts like TCAS-I, but if a collision is likely, instructs the pilots how to manoeuvre to avoid a collision (vertically only). This is called an RA (Resolution Advisory).

TAS - Traffic Alerting SystemNormally gives you audible and/or visual warning of nearby aircraft like TCAS-I. Most importantly, TAS does not tell you how to avoid traffic, but helps you visually acquire the traffic. You as the pilot must decide what corrective action to take.

TAS typically uses the concept of a CPA (closest point of approach). For GA, this is often anything that will come within a bubble of 20 seconds and ± 600’ of your aircraft. The faster you go the bigger the bubble. That’s quite clever.

TAS can be ADS-B IN, but also “active traffic” based on SSR

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Mode C transponders, or a combination of both.

“FUNDAMENTALLY, THE GOAL OF TCAS, ACAS AND TAS SYSTEMS iS TO HELP THE PiLOT viSUALLY ACqUiRE AiRCRAFT.”

In fact, proper certified TCAS-II actually states the primary goal of TCAS is situation awareness and to help pilots visually acquire the other aircraft!

WARNING! Never ever manoeuvre your aircraft in the horizontal plane (turn) to avoid a TAS alert. You have no fixed point of reference (unlike a radar controller display) and by turning you may increase the chance of a collision.

TCAS confusionMy take on why the terms TCAS / ACAS and TAS have become confusing is;

• TCAS, has become synonymous for all traffic alerting systems

• Avionics manufacturers (and marketing) interchangeably use TCAS and TAS

• No formal exact definition for TCAS vs TAS exists

• TCAS-I is functionally equivalent to TAS

Even for aircraft with TCAS-II providing resolution advisories, the pilot still has to perform the actual manoeuvre. One could argue that any TAS system where you are prompted to visually identify the traffic and do something about it is therefore a form of TCAS. My view is the likes of Lynx talk about “TCAS” throughout their manual, even though it is clearly a traffic alerting system (TAS) and absolutely no guidance on how to avoid a collision is provided. The collision avoidance bit is you!

ADS-B IN – TASTo get TAS with ADS-B IN, in addition in receiving ADS-B,

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you need a traffic processing engine.

Traffic processing:• Maps where the other

aircraft are around you• Determines if any of these

aircraft will conflict with you

• Generates audio and visual alerts for conflicts

Traffic Alerts in your headset is

the best bit of ADS-B IN. Audio callouts mean you don’t need to look down and interpret the display, but just follow the audio prompt and continue looking outside. ADS-B IN with TAS greatly increases the change of sighting traffic.

Studies have shown that “…that in the absence of a traffic alert, the probability of a pilot sighting a threat aircraft is

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generally low until a short time before impact. Traffic alerts were found to increase search effectiveness by a factor of eight”

Equipping ADS-B IN – ExamplesGarmin GTX – 345Available with an internal GPS, altitude encoder and traffic processing engine, this ADSB IN & OUT transponder can output traffic to be displayed on a wide range of certified equipment. (You’ll still get the audio alerts without a traffic display)

Lynx NGT-9000Similar to the Garmin GTX-345, this transponder includes a small colour screen to display traffic however, the standard model does NOT come with a traffic processing engine. (You must add the optional ATAS module to get traffic processing).

Dynon DRX, Stratus 3, Sentry (and more) These are small portable battery

powered units and transmit traffic information via Wi-Fi or Bluetooth to your tablet running an EFB app (like AvPlan) for display. As of today, none of these systems include traffic processing engines and therefor no audio alerts. These systems also require looking inside the cockpit.

SummaryMy best advice is equip ADS-B and invest in ADS-B IN to get TAS with audio callouts for traffic alerting – it’s amazing!

“bE SURE YOU UNDERSTAND THE GOAL OF TAS – LOOk OUT THE wiNDOwS AND SiGHT THE OTHER AiRCRAFT.”

On starting your aircraft that is ADS-B equipped, start the transponder in ALT mode and leave it alone. It will auto switch from ground to airborne mode and back again.

Images courtesy of Steven Perreau

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iN MEMORiAM

Margaret, who died on the 25 th of June 2020, was a talented and courageous woman who led a full and adventurous life.

She was born Margaret Vera Joyce on the 29 th August 1945 and married Joe Smith on her24 th birthday, the 29 th of August 1969.

She had a passion for Joe that transcended whatever difficulties they encountered from without and within. This helped to create an enduring marriage, but most of all they were each other’s best friend.

Margaret would always rise to a challenge exemplified by her

MARGARET SMITHready willingness to sail fromthe UK to New Zealand with no ocean sailing to her credit. In addition to Joe, Margaret hada passion for figures. Professionally she learnt accountancy and helped in the foundation of their business in the UK. Later she helped in the foundation of a business in Gisborne.

“A TALENTED AND COURAGEOUS wOMAN wHO LED A FULL AND ADvENTUROUS LiFE.”

In 2010 she was approached in the bar at NSAC to decipher a

IAN COUPER

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set of monthly accounts. Sopleased with her explanation Margaret was asked to become the Club Treasurer. At firstshe was rather reluctant to take on the job as the business in Gisborne was taking a lot ofher time. She was asked again and finally agreed.

As Treasurer Margaret introduced a much more professional methodology which for the first time utilised the Club’s existing system to provide meaningful and recent data. The effect was to help take the Club’s deficits into surplus in just a few short years.

Margaret was meticulous in her detail and would not rest until everything was accounted for and balanced 100%. Even if she was one cent out in the accounts she would find it,claiming it might otherwise be 99c out unless she proved otherwise.

“THANkS iN NO SMALL wAY TO THE PRUDENT ACCOUNTiNG SYSTEMS AND DiSCiPLiNES iNTRODUCED bY MARGARET”

At committee meetings she would consistently provide meaningful, accurate and up-to-date accounts in a format readily understood by members and woe betide any committeemember who had not taken the trouble to read the accounts.

Today the Club’s accounts continue to show a healthy surplus, thanks in no small way to the prudent accounting systems and disciplines introduced by Margaret during her time as Treasurer.

Margaret will be sadly missed by all her friends and family and most of all by Joe.

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GOODBYE MARGARETIf you can keep your head when all about you

Are losing theirs and blaming it on you,If you can trust yourself when all men doubt you,

But make allowance for their doubting too;If you can wait and not be tired by waiting,

Or being lied about, don’t deal in lies,Or being hated, don’t give way to hating,

And yet don’t look too good, nor talk too wise:If you can dream—and not make dreams your master;

If you can think—and not make thoughts your aim;If you can meet with Triumph and Disaster

And treat those two impostors just the same;If you can bear to hear the truth you’ve spoken

Twisted by knaves to make a trap for fools,Or watch the things you gave your life to, broken,And stoop and build ’em up with worn-out tools:

If you can make one heap of all your winningsAnd risk it on one turn of pitch-and-toss,

And lose, and start again at your beginningsAnd never breathe a word about your loss;

If you can force your heart and nerve and sinewTo serve your turn long after they are gone,

And so hold on when there is nothing in youExcept the Will which says to them: ‘Hold on!’

If you can talk with crowds and keep your virtue,Or walk with Kings—nor lose the common touch,

If neither foes nor loving friends can hurt you,If all men count with you, but none too much;

If you can fill the unforgiving minuteWith sixty seconds’ worth of distance run,

Yours is the Earth and everything that’s in it,And—which is more—you MARGARET are above them all!

Below is the poem ‘IF’, By Rudyard Kipling, contributed by Joe. It epitomises Margaret’s spirit

and strength.

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John Punshon General Manager

Management

Daryl Gillett CFI

Lynn Packer Claudine Allen Stacey Olsen Caleb Hanham

Paul Ryan Tim Marshall Dawson Boles Chantel Strooh Rob Graham

Hamish McGill Pierce Hargraves Brendon Frame Ming Zhang Campbell McIver Josh McKoy

MEET THE TEAM

Ground Staff

B Cat Instructors

C Cat Instructors

Andrew Fisher Tim Dunn Jamie Davis

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NEW MEMBERSNorth Shore Aero Club extends a warm welcome to our new members:

Alex TurnerJim Wright

James HarrisonMartin Kirk

Canon DelaneyCraig Moss

Jaimin PurohitJimmy Xu

Joshua HerbstChris Haywood

Gian Calo BravettiTaine Cooper

All committee meetings start at 7:15pm

COMMiTTEE MEETiNGS

Upcoming committee meeting dates:

18th August 2020TBC September 2020TBC October 2020

DRAFT AND APPROVED COPIES OF ALL MINUTES ARE PUBLISHED ON THE MEMBERSONLY SECTION OF THE NSAC WEBSITE ; THE DRAFT MINUTES WITHIN 7 DAYS OF

THE MEETING AND FINAL MINUTES AFTER THEY HAVE BEEN APPROVED AT THE NEXTMEETING.

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Congratulations to Stan Smith who was elected to be a Life Member at the recent Annual

OUR NEW LiFE MEMBER STAN SMiTH

General Meeting.

As a long time member of the Club, Stan has served as a committee member, Vice President, Secretary, and for the past two years, as Patron.

In 2012 he was awarded The Masters Commendation at the prestigious ‘Guild of Air Pilots and Air Navigators’ awards held in London.

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AROUND THE CLUBA collection of images taken by Ian Couper around NSAC

MEMEBERS ARE INVITED TO SUBMIT PHOTOS FOR PUBLICATION IN “AROUND THE CLUB”. SEND YOUR PHOTOS TO IAN COUPER AT

PROPTALK@NSAC.CO.NZ

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MiLESTONES

Anton Aalders - PPL22nd June 2020

Timothy Reeves - First Solo3rd July 2020

Warwick Searle - First Solo10th July 2020

Vincent Leow - First Solo11th July 2020

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Abi Burkhardt - First Solo11th July 2020

Iain Anderson - PPL19th July 2020

Lloyd Smith - First Solo21st July 2020

Paolo Cousens - First Solo26th July 2020

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NORTH SHORE AERO CLUBPostman Road, Dairy Flat RD4 | Phone: 09 426 4273 | Email: office@nsac.co.nz