29 October 2014

Singapore A380


Singapore Airlines have started operating their Airbus A380 equiptment on the SQ285  SIN-AKL route as of yesterday. The airframe used on the inaugural flight was 9V-SKB, one of the oldest in service being the 5th A380 off the Airbus production line delivered in 2008. All things going to plan, I'll be able to book myself a staff travel airfare through the family on the return SQ286 route for a planned holiday to the Northern Hemisphere next year, thanks to the codeshare agreement with Air New Zealand.


Further photographs and more comprehensive information on the new flight schedule can be found over at MRC Aviation. Below are a couple extra photos of aircraft at NZAA that were going about buisness just before the superjumbo landed late morning.

One of two remaining F27 Friendships
Sharklet configured ZK-OXF, delivered on July 25th 2014
VH-VGA, hopping between domestic and international ops
ZK-NCJ unusually parked at a domestic gate

12 October 2014

VFR to Tauranga

Like many others, I'd made a promise to a family friend that I'd take him up for a flight one day so he could get an understanding for the reason I always babel on about aviation and flying. Plan A was to fly him and his son down from Ardmore to the grandparents in Whakatane, but 40 knots of wind at 2000 feet last Saturday led to me delaying the flight untill yesterday, when conditions were much more favourable for the first time flyers in the back seat.

I'd hired the same trusty C172 that I'd been using to build my night flying hours in, and enjoyed a change of pace from my recent flying, low and slow VFR down to Tauranga (where granddad was waiting) and back, with a headwind of 20 knots on the way, and a matching tailwind on the reverse leg. Skies were mostly clear, and we dropped down to 1000 feet AGL where we could for the passengers to check out the scenery. Accompanying kid 1 in the back was his friend, who had come along for a surprise birthday treat. Everyone enjoyed themselves, no one chundered from the occasional bump (bonus) and even though I was about five days away from becoming uncurrent in the one-seventy-twice, I managed to pull off relatively smooth landings and keep the ball in the centre for the most part!

Below are some snap from my front seat passenger, pinched from his facebook. Cheers Rik!



Ardmore Airshow, 23rd November


More information on the NZ Warbirds facebook event page.

18 September 2014

Astore Air to Air

These air to air shots of Tecnam Astore, which I flew at the end of August, come from NZ Aviation News editor John King and retain his copyright. Expect to see some higher resolution copies of these in the October issue alongside my review.

Flying a Rolls-Royce

Last week I flew a Rolls-Royce. Or to be more specific, I flew an aircraft powered by a Rolls Royce engine.

As much as I would have liked to claim said engine belonged to the Trent turbofan family, this wasn't the case. It was actually a 4 cylinder Continental piston engine, designated the Rolls-Royce O-200A, and manufactured under licence in Britain.


The powerplant belonged to Piper Super Cub, ZK-BQY, an Ardmore based taildragger which I have been taking some lessons in to recement the basic tailwheel principles after 900 odd hours flying tricycles. The last time I'd logged anything other than a nosewheeler was in Andrew Hope's Citabria, ZK-CIT, way back in 2007.

The reason I felt the need to do so was the realisation that my skills needed a definite brush up after accepting an offer to soon be flying another much larger Ardmore based taildragger. I don't want to mention the aircraft by name just yet, although if you've visited Hamilton Airport within the last week, you might have noticed it sitting outside on the western apron minus one of its propellers...

Anyhow the main difference between the taildragger and the tricycle design is it's directional stability, or apparent lack there of. With the centre of gravity positioned aft of the main landing gear, the design is inherently unstable during the takeoff and landing phase. When only the main wheels are in contact with the runway surface, the natural motion of the aircraft will be to swap ends on itself, with rearward weight wanting to pivot itself around the tyres.


There are a few tricks and tips to managing this, all of which involve very lively rudder inputs- almost a constant dance of the pedals as my instructor worded it- in effort to prevent a ground loop.

Raising the tail from the ground also provide its own challenge, with the relative slipstream from the propeller providing little response from the lower elevator and rudder control surfaces at slow forward speed.

Lesson one was to override my natural instinct to hold the stick back upon landing, deliberately checking forward instead to keep the tail flying for as long as possible upon touch down, maximising steering authority from the airflow past the rudder. The style of landing is known as a Wheeler landing, and I'm told is the more controllable option when compared to a Three Pointer landing.

This was done by applying full power, lifting the tail, gently pinching back on the stick to break ground, then reducing the throttle, relanding, holding the tail up, guiding myself as straight as possible down the centreline, before increasing throttle again and repeating the takeoff. This process was repeated up to four times along the length of Ardmore's 1300m sealed runway, before climbing away to join the circuit as per normal.

The whole process requires a much higher level of focus to be maintained when compared with driving the likes of a C172 on and off the deck, but felt rewarding when I pulled off touchdowns that didn't cause my instructor to cringe. More work will be required before I'm up to standard, but I'm looking forward to the enjoyable challenge!

Air to Air with BQY, last summer during an Auckland Seaplanes photoshoot