Lurking round the back (near Jim Hickey's hideaway) at New Plymouth is this Grumman American AA-5 Traveller ZK-DLB c/n AA5-0439. This was rolled out of the GA factory in 1973 as N7139L for delivery to New Zealand Aerospace Industries Ltd of Hamilton. It was registered on 14-11-1973 and was then leased to Eagle Flying Academy before being delivered to the Wellington Aero Club on 18-06-1974 and officially listed to them on 23-07-74. It moved on to P J Burgess of Whitby on 13-06-1990 and more recently to James Guthrie at New Plymouth from 07-10-1997. It now needs a lot of TLC.

Also waiting around was this Beech C90SE King Air ZK-MKG c/n LJ-1367. This was the original SE factory demonstrator for Beechcraft from around about 30-09-1994. It flew as N111MU before arriving in NZ on 26-05-2005 for listing with Air Wanganui Commuter from 16-05-2005. The " MKG" letters in memory of Mackie George a founding pilot.

This tidy little Zenith CH601-XL ZK-XLI c/n 6-9372 first appeared on 27-04-2005 with Jaroslav Trombik of Auckland. Its next listed owner was Paul Muller Aircraft Ltd of New Plymouth from 02-08-2006 before moving to the Rotorua Aero Club (Inc) on 03-02-2007.

This all white Reims/Cessna F406 Caravan 11 ZK-XLF c/n F406-0057 was spotted at Hamilton on 23-02-2009. It came off the Reims production line and was registered as F-WZDP followed by a period as N31226 before delivery to the French colonies as F-ODYZ. Vincent Aviation of Wellington picked it up and listed it as ZK-VAF on 31-12-2002. Kiwi Air of Gisborne took it over on 01-12-2008 and re-registered it as ZK-XLF on 27-01-2009.

Above is a recent addition to our register. This Cessna TU206F is powered with a Continental TSIO-520 giving around 300hp. As ZK-CRW c/n U20603434 it was imported for the Auckland Skydivers (Inc) and registered on 30-01-2009. Seen here at Hamilton on 23-02-2009 having a roller door (for lack of a better term) fitted on the stbd side. It was created as N8578Q and obtained its US airworthiness on 28-08-1976. Last listed US owner was Macarthur Welding Inc of Saint George, Utah who feature from March of 1988.

A normal takeoff is one in which the airplane is headed
into the wind, or the wind is very light. Also, the takeoff surface is firm and of sufficient length to permit the
airplane to gradually accelerate to normal lift-off and
climb-out speed, and there are no obstructions along
the takeoff path.

There are two reasons for making a takeoff as nearly
into the wind as possible. First, the airplane's speed
while on the ground is much less than if the takeoff
were made downwind, thus reducing wear and stress
on the landing gear. Second, a shorter ground roll and
therefore much less runway length is required to
develop the minimum lift necessary for takeoff and
climb. Since the airplane depends on airspeed in order
to fly, a headwind provides some of that airspeed, even
with the airplane motionless, from the wind flowing
over the wings.

Lurking in the undergrowth at Awhitu is this Bristol 170 31 NZM. Registered to the Bristol Aeroplane Co as G-AINS with c/n 12833 on 27-01-1947 it did its share of demonstrating before being re-regestered with the Bristol test allocation of G-18-199 on 19-11-1951. It arrived at Whenuapai on 06-12-1951 to become NZ5902 with 41 Squaadron RNZAF on 13-12-1951. It was withdrawn from use on 23-03-1977 and sold to Dwen Airmotive to become ZK-EPA on 17-08-1978. It was cancelled from the NZ civil register on 01-12-1988 as scrapped. The "02" is still faintly visible on the nose.

Down the track at Mercer is the Piper PA-23-250 Aztec C ZK-JEI c/n 27-2638

This aircraft has more history than I have space for. But briefly:-

Built as N5539Y in 1964 it had at least five US owners before arriving in NZ on 15-11-1972 to become ZK-DJG with Bishop Aviation at Gisborne on 27-11-1972. Five operators later it was with Seabee Air Ltd of Auckland in 1986. Cancelled on 30-05-1986 it became DQ-FEG first with Stardust Cruises and then Island Air in Fiji. It returned to NZ via Norfolk Island on 20-06-1987 and was stored at Flight Engineers until restored to Seabee Air as ZK-DJG on 14-03-1989. Great Barier Airlines appear on 18-10-1989. On 02-06-1990 it departed for Norfolk Island on delivery to become YJ-RV3 at Port Villa. Ownership change in 1991 saw Vanair listed. It returned to NZ again on 28-08-1991 to return to its ZK-DJG markings with Great Barrier on 06-09-1991 and departed NZ again on 12-09-91 for Cook Island Fisheries. Back yet again to NZ on 03-08-1993 for cancellation on 15-11-93 to become DQ-FIB for Vanua Air Charters. I then have it as returning to NZ on 24-10-1994, still with Great Barrier but now re-registered as ZK-JEI from 04-09-1995. Some six local operators later it was with JW & E I Lyver from 06-09-1999.

How it got in its present state I know not; but it appears to be badly damaged underneath, as if it had a wheels up or similar.

Belgrade Nikola Tesla Airport - Terminal 2

Despite the global financial crisis Belgrade Nikola Tesla Airport finished the year on a high. It managed to have slightly higher passenger numbers at the end of the year but more importantly it achieved a 14.3 million Euro net profit last year, up from 4.5 million Euros in 2007. Officials forecast that by the end of 2009 Belgrade Airport will operate with a profit of 16.9 million Euros, which would also be a significant increase in one of the toughest years, economically, since World War Two. The current annual capacity at the airport’s two terminals stands at 5 million with Terminal 1 expected to become the Schengen terminal (inter-EU travel) in the next decade.

Belgrade Airport is still state-owned and it awaits privatisation as the government intends to partly apply a voucher privatisation, under which millions of Serbian citizens would receive, free of charge, a portion of the shares of Nikola Tesla Airport and four other major state-owned enterprises. The move has been repeatedly postponed despite a completed registration of eligible beneficiaries, who would later be able to trade the stocks on the Belgrade stock exchange.

Arriving at New Plymouth from Australia on 25 February was Diamond DA-42 VH-FGO (c/n 42.199) of Fugro Airborne Surveys. The MAD sensor is certainly an eyecatcher, and the machine is here for some 5 weeks of survey work.

Most recent addition to the New Plymouth Aero Club's fleet is 1980 Cessna 152 ZK-NPK, first registered in August last year, and sporting a locally-applied Cessna 172 colour scheme. It is one of three similar machines which joined the fleet last year. The club is booming, with its Indian students being noticed all over the North Island

Imported from Japan by Rotor Flite in May last year, AS 350B ZK-HZS replaced H369E ZK-HZP with Heli-Ag at New Plymouth. The field of exotic vehicles behind is part of the 'Americarna' festival week in Taranaki!

First registered here in January 2008 is 1951 model Cessna 170A ZK-OCC, on the pickets at Hamilton on 26 February. It brings the number of Cessna 170's in NZ to four, although the other three are C170B's.

Also on the pickets at Waikato was the newest member of the Waikato Aero Club's fleet, Piper PA-28- 181 Archer III ZK-WIT. The 2008-built aircraft joined the club in December last year.

And finally, Jay Bryant's Northland Helicopters has been operating our sole active SA315B Lama ZK-HSK for nigh on seven years in the Far North. It seldom ventures into civilization (probably because of the noise, although it has now been fitted with muffs to try and reduce that a bit - those chequered bits), but it was at Whangarei on 27 February. One of the guys working on it was a retired ex-Helicopters NZ engineer who used to look after that company's fleet of Lamas in the 1970's. Indian Peaks Aeromotive in Palmerston North have a partial Lama, ZK-IPD (plus a number of other airframes), but that seems unlikely now that it will be completed.

First off, some good old-fashioned aerial agricultural action (well, the loader certainly is!). Andy Dourmann in MacKenzie Aviation's flagship, AT502B ZK-MAA, is spreading urea off Gore Airfield on 10 February. This machine crashed at Five Rivers on 8 May 07, and was rebuilt at Timaru by Bruce Robertson over the next year, before returning to duty mid 2008. The company also operate two FU24's, ZK-BOG and ZK- DDW.

On the same day, up at Argyle Station, north of Waikaia, High Country Helicopters B206B ZK-IBM was obligingly pulled out for recording. High Country also operate H369D ZK-HZK and R44 Raven ZK-IBD.

Nokomai Helicopters operate our sole B407 ZK-HNY, and it was 'at home' on Nokomai Station on 11 February, along with the company's other machines, H369E's ZK-HFT and ZK-HTT.

Continuing with the rotary theme, there are two H369FF's in country, Coastwide Helicopters ZK-HUJ (above) at Greymouth and Airwest Helicopters ZK-HRA not far up SH7 at Reefton. This machine was delivered new in April 08. The F models feature uprated turbines, longer blades and extended tail booms.

Illustrating the mobile nature of our rotary-wing activities, Simon Lawn's Ahaura Helicopters, based (not surprisingly) at Ahaura, generally operates two R22's on a variety of tasks. He has a predilection for the registration ZK-HDB, and this is the fifth machine he has operated with that identity. The Robbie was recorded for posterity on 13 February, and crashed on Mt White Station on 17 Feb after mechanical failure.

Final rotary candidate is Bill Hales' Alpine Springs Helicopters H369D ZK-HSD, just returned from a successful deer hunting sortie at Hanmer. There seems to be a mini boom in venison at present, and it is again not unusual to see these machines scooting along with multiple deer on the hook.

And finally another fixed wing - Westland Air Charter's Cessna U206F ZK-PCS is again providing floatplane services at Picton. I first noted this aircraft on wheels in 1997, but it has been on floats for a while now.

As slight correction to Mike Condon's 26 Feb post from Ardmore about Sonex ZK-JQP, there is another Sonex in New Zealand - Rex Kenny's ZK-RMK seen here at Wings Over Wairarapa in January.

And to fill in the picture a bit more, here is Sonex ZK-WBS at the SAANZ flyin at Ashburton in early February. The total number of these aircraft in New Zealand is 4.

Walter powered FU24-950 ZK DUJ c/n 196 on the Krippner strip near Ngahinapouri on 23-02-09.

ZK-EGK FU24-950 c/n 233 at Wanganui 18-02-09. Note the fitting of the fin fillet. This aircraft joined the register with NZAI on 11-05-1977 and has been with Wanganui Aero Work since officially registered to them on 22-06-1977.

Resting in the Taranki rainfall at Stratford on 20-02-09 was the Super Air FU24-950 ZK-EGW c/n 245. It was first listed to NZAI on 23-11-1977 and delivered to James Aviation on 09-02-1978. It moved to Fieldair Holdings on 07-05-1984; to C A Stephenson at Pukekohe on 02-04-1997; to Ross Ag Air on 29-05-01; to Proflight at Whangarei on 30-06-2002 and to Super Air on 01-11-2002.

Big brothers 750XL ZK-JHM c/n 152 as noted at Hamilton on 23-02-09. First registered to Pacific Aerospace Corp on 07-01-2009.

750XL ZK-KAH c/n 149 at Hamilton also on the 23rd having radio equipment installed.

A PAC listing since 19-11-2008.

Before taxiing onto the runway or takeoff area, the
pilot should ensure that the engine is operating properly and that all controls, including flaps and trim tabs,
are set in accordance with the before takeoff checklist.
In addition, the pilot must make certain that the
approach and takeoff paths are clear of other aircraft.
At uncontrolled airports, pilots should announce their
intentions on the common traffic advisory frequency
(CTAF) assigned to that airport. When operating from
an airport with an operating control tower, pilots must
contact the tower operator and receive a takeoff clearance before taxiing onto the active runway.

It is not recommended to take off immediately behind
another aircraft, particularly large, heavily loaded
transport airplanes, because of the wake turbulence
that is generated.

While taxiing onto the runway, the pilot can select
ground reference points that are aligned with the
runway direction as aids to maintaining directional
control during the takeoff. These may be runway
centerline markings, runway lighting, distant trees,
towers, buildings, or mountain peaks.

You can download it from here (it is in the katix.org gforge svn):
RangeCalculator.ods

Some calculated results:

Target range = 1500 nm
Fuel consumption = 31.5 liters/h (2 x Rotax 912ULS, with economy cruise power)

[kts] [h]  [l] [kg]
Speed Endurance required Fuel liters Fuel weight
100 15 472.47 335.45
110 13.64 429.52 304.96
120 12.5 393.73 279.55
130 11.54 363.44 258.04
140 10.71 337.48 239.61
150 10 314.98 223.64
160 9.38 295.29 209.66
170 8.82 277.92 197.33
180 8.33 262.48 186.36
190 7.89 248.67 176.56
200 7.5 236.24 167.73
210 7.14 224.99 159.74
220 6.82 214.76 152.48
230 6.52 205.42 145.85
240 6.25 196.86 139.77
250 6 188.99 134.18
260 5.77 181.72 129.02
270 5.56 174.99 124.24
280 5.36 168.74 119.81
290 5.17 162.92 115.67

Montenegro Airlines in summer 2009

UPDATED MARCH 10

The 2009 summer season starts on Sunday, Mach 29. The national carrier of Montenegro will not include any major changes to its scheduling when compared to its winter season operations. Most interestingly the carrier will cut capacity from Podgorica to its key market – Serbia. Montenegro Airlines will operate 22 weekly flights from the country’s capital to Belgrade compared to 26 this winter. Instead, capacity will be increased from Tivat to Belgrade (from 14 weekly flights to 22). Flights from Tivat to Milan will be discontinued due to poor passenger figures on this line. Other services will stay the same with no or small increases in frequencies. Montenegro Airlines will operate 3 weekly flights to Vienna from Podgorica while it will code share with Austrian Airlines under flight number YM4501 the other 4 days of the week. It will also code share to Ljubljana with Adria Airways (with some flights operated by Montenegro Airlines and some by Adria). In its preliminary schedule the airline has not included its Tivat to Niš service which was operated last year during the summer.

Montenegro Airlines will receive its second Embraer ERJ195 aircraft in May this year. The airline will commence its regular summer charter flights from May and they will operate until the end of September. Despite announcements that the carrier will start new flights to Copenhagen, Priština, Skopje and Sarajevo they have not been listed in the summer schedule.

Below you can see the frequencies and aircraft types that Montenegro Airlines will operate during the summer in comparison to the winter 2008/09 period.

Flights from Podgorica:

Destination	Frequency (winter 2008/09)	Frequency (summer 2009)	Aircraft type (winter 2008/09)	Aircraft type (summer 2009)
Belgrade	25	22	F100 and ERJ195	F100 and ERJ195
Ljubljana	2	3	F100 and ERJ195	F100 and ERJ195
Vienna	2	3	F100	F100
Zurich	2	3	F100	F100
Rome	3	3	F100	F100
Paris	2	2	F100	F100
Milan	2	SUSPENDED	F100	SUSPENDED
Moscow	1	3	ERJ195	ERJ195
Frankfurt	4	5	F100 and ERJ195	F100 and ERJ195