New Zealand Flying Schools "Flagship"Piper PA-34-200 Seneca ZK-NFS , c/n 34-7350165 arrived back in Christchurch yesterday afternoon from Avtek at Timaru where its NZ certification was carried out. Above is a pic of it at Wigram on 26-01-09 just after its arival there as VH-MEP. In an earlier blog I inferred that it was to be repainted in the NZFS colour scheme. It appears that this prognostication was somewhat of an untruth as it still retains its Australian scheme. (I guess there is a lesson there - "Don't believe everything you are told")

Pic below taken this inclement morning. Note the new control tower under construction in the background.

Below. A happening scene at the Canterbury Aero Club. During a break from the lecture room on a non flying morning:- what else can you do ? - give the olde girl a scrub up.

Still registered to Air New Zealand is this Fokker F27-120A Friendship ZK-BXH c/n 10190.
Parked outside today being prepared for its weekend appointment.
It carries the "Engineering Training Service"script on the fuselage below the cabin windows.

It was withdrawn from service late 1989.

Normally, the first ground reference maneuver the pilot is introduced to is the rectangular course.
The rectangular course is a training maneuver in which the ground track of the airplane is equidistant from all sides of a selected rectangular area on the ground. The maneuver simulates the conditions encountered in an airport traffic pattern. While performing the maneuver, the altitude and airspeed should be held constant. The maneuver assists the student pilot in perfecting:

Practical application of the turn.
The division of attention between the flightpath, ground objects, and the handling of the airplane.
The timing of the start of a turn so that the turn will be fully established at a definite point over the ground.
The timing of the recovery from a turn so that a definite ground track will be maintained.
The establishing of a ground track and the determination of the appropriate "crab" angle.

Like those of other ground track maneuvers, one of the objectives is to develop division of attention between the flightpath and ground references, while controlling the airplane and watching for other aircraft in the vicinity. Another objective is to develop recognition of drift toward or away from a line parallel to the intended ground track. This will be helpful in recognizing drift toward or from an airport runway during the various legs of the airport traffic pattern.

For this maneuver, a square or rectangular field, or an area bounded on four sides by section lines or roads (the sides of which are approximately a mile in length), should be selected well away from other air traffic. The airplane should be flown parallel to and at a uniform distance about one-fourth to one-half mile away from the field boundaries, not above the boundaries. For best results, the flightpath should be positioned outside the field boundaries just far enough that they may be easily observed from either pilot seat by looking out the side of the airplane. If an attempt is made to fly directly above the edges of the field, the pilot will have no usable reference points to start and complete the turns. The closer the track of the airplane is to the field boundaries, the steeper the bank necessary at the turning points. Also, the pilot should be able to see the edges of the selected field while seated in a normal position and looking out the side of the airplane during either a left-hand or right-hand course. The distance of the ground track from the edges of the field should be the same regardless of whether the course is flown to the left or right. All turns should be started when the airplane is abeam the corner of the field boundaries, and the bank normally should not exceed 45°. These should be the determining factors in establishing the distance from the boundaries for performing the maneuver.

Although the rectangular course may be entered from any direction, this discussion assumes entry on a downwind.

On the downwind leg, the wind is a tailwind and results in an increased groundspeed. Consequently, the turn onto the next leg is entered with a fairly fast rate of roll-in with relatively steep bank. As the turn progresses, the bank angle is reduced gradually because the tailwind component is diminishing, resulting in a decreasing groundspeed.

During and after the turn onto this leg (the equivalent of the base leg in a traffic pattern), the wind will tend to drift the airplane away from the field boundary. To compensate for the drift, the amount of turn will be more than 90°.

The rollout from this turn must be such that as the wings become level, the airplane is turned slightly toward the field and into the wind to correct for drift. The airplane should again be the same distance from the field boundary and at the same altitude, as on other legs. The base leg should be continued until the upwind leg boundary is being approached. Once more the pilot should anticipate drift and turning radius. Since drift correction was held on the base leg, it is necessary to turn less than 90° to align the airplane parallel to the upwind leg boundary. This turn should be started with a medium bank angle with a gradual reduction to a shallow bank as the turn progresses. The rollout should be timed to assure paralleling the boundary of the field as the wings become level.

While the airplane is on the upwind leg, the next field boundary should be observed as it is being approached, to plan the turn onto the crosswind leg. Since the wind is a headwind on this leg, it is reducing the airplane's groundspeed and during the turn onto the crosswind leg will try to drift the airplane toward the field. For this reason, the roll-in to the turn must be slow and the bank relatively shallow to counteract this effect. As the turn progresses, the headwind component decreases, allowing the groundspeed to increase. Consequently, the bank angle and rate of turn are increased gradually to assure that upon completion of the turn the crosswind ground track will continue the same distance from the edge of the field. Completion of the turn with the wings level should be accomplished at a point aligned with the upwind corner of the field.

Simultaneously, as the wings are rolled level, the proper drift correction is established with the airplane turned into the wind. This requires that the turn be less than a 90° change in heading. If the turn has been made properly, the field boundary will again appear to be one-fourth to one-half mile away. While on the crosswind leg, the wind correction angle should be adjusted as necessary to maintain a uniform distance from the field boundary.

As the next field boundary is being approached, the pilot should plan the turn onto the downwind leg. Since a wind correction angle is being held into the wind and away from the field while on the crosswind leg, this next turn will require a turn of more than 90°. Since the crosswind will become a tailwind, causing the groundspeed to increase during this turn, the bank initially should be medium and progressively increased as the turn proceeds. To complete the turn, the rollout must be timed so that the wings become level at a point aligned with the crosswind corner of the field just as the longitudinal axis of the airplane again becomes parallel to the field boundary. The distance from the field boundary should be the same as from the other sides of the field.

Usually, drift should not be encountered on the upwind or the downwind leg, but it may be difficult to find a situation where the wind is blowing exactly parallel to the field boundaries. This would make it necessary to use a slight wind correction angle on all the legs. It is important to anticipate the turns to correct for groundspeed, drift, and turning radius. When the wind is behind the airplane, the turn must be faster and steeper; when it is ahead of the airplane, the turn must be slower and shallower. These same techniques apply while flying in airport traffic patterns.

Common errors in the performance of rectangular courses are:
Failure to adequately clear the area.

Failure to establish proper altitude prior to entry. (Typically entering the maneuver while
descending.)

Failure to establish appropriate wind correction angle resulting in drift.

Gaining or losing altitude.

Poor coordination. (Typically skidding in turns from a downwind heading and slipping in turns
from an upwind heading.)

Abrupt control usage.

Inability to adequately divide attention between airplane control and maintaining ground track.

Improper timing in beginning and recovering from turns.

Inadequate visual lookout for other aircraft.

Rockwell International 112 VH-IDK c/n 488, was ferried into NZ by John Verleun via Norfok Island, reaching Auckland where it was registered to John on 16-05-06 as ZK-JCV2 and was named "Midnight Express". It flew out from Kerikeri to Norfolk Island on the 18th of February(still with John driving it)and on to Bankstown for its new owner Mick Byrne of Perth with whom it became VH-RET on the 26th of March.

Interestingly the first ZK-JCV, a PA28-181 Archer 11, c/n 8090061, was re-registered from ZK-EST by John Verleun. This eventually became ZK-JAC3 and later VH-USV.
John should be well known for his earlier long distance ferry flights in Fletchers etc to overseas customers. I understand that JCV has in fact been used for long distance training flights whilst in NZ.

I nice easy one for a start:-
1. Who manufactures this engine. ?
2. What model is it ?
3. What series is it ?
4. What is it installed in ?

No correspondence will be entered into .
& I've run out of chocolate fish.

Internet sale boost for Jat

Despite the national carrier of Serbia reporting a significant decrease in passenger numbers this year, its Internet sales are on the rise a year after they were introduced. The airline sold its first ticket via the Internet on March 22, 2008 after significantly improving its web presentation. The Jat website has been further modernised since last year making it friendlier for passengers wishing to purchase their tickets via the web. The reservation of tickets on the Jat website began in 2006 however they could be purchased only from last year. Jat’s website is now where the airline sells most of its tickets. The airline is ranked number one in Serbia when it comes to Internet sales and is the leading airline in the region in terms of ticket sales via the Internet. Aleksandar Trlaća who leads Jat’s E-Commerce division says that the carrier will soon introduce even more possibilities for its passengers via jat.com. Passengers can now book and purchase tickets, hotel room and rent-a-cars. Jat.com will soon introduce the Amadeus Ticket Changer and Amadeus Ticket Shopper which should further make it easier for passengers to book tickets and change their flights. Furthermore members of Jat’s new frequent flyer programme “Flying Dots” will soon be issued with a plastic card (similar to credit cards) which will allow them to enter in their card numbers and check how many points they have and whether they can use it to purchase a ticket.

To quell the confusion many have around the name of the fabric-covered taildragger and tri-gear LSA models produced by Aerotrek Aircraft (AKA Rollison Light Sport Aircraft), the company just announced a name change: Goodbye EuroFox, hello Aerotrek A220 and A240.
The Aerotrek A220 and A240 are factory-built two-seaters manufactured in Europe by Aeropro CZ and set up for the U.S. market by Aerotrek in Bloomfield, IN. Aeropro has produced nearly 300 aircraft since 1990.
The EuroFox lineage, like so many other similar looking aircraft from a number of makers, derives from the Avid Flyer which started the whole thing off way back yonder. One clone was the Kitfox (which, the company wants known, is not related in any way to Aerotrek's airplanes).
The Aerotrek models are significantly upgraded SLSA versions of those fun homebuilts of yore.
But really, what's in a name? With that boffo price of $62,950 in today's still-Euro-dominated market, call it what you want, just show me the dotted line!

One of the top SLSA manufacturers is out with a new bird, the Tecnam P2008, that boasts some impressive features.
The racy high winger has metal wings and stabilator and - of particular interest here - a carbon fiber fuselage and vertical stabilizer.
The idea was to max the benefits of both materials: traditional, flexible, bump-smoothing metal for the wings and stab, and streamlined, roomier interior without compromising strength that composite construction delivers.
Other highlights as noted by Tecnam:
• semi-tapered wing with Frise-type ailerons for high roll rate
• Large doors and excellent visibility
• An exceptionally quiet cabin
• all-moving stabilator
Tecnam describes a near-elliptical wing.
Nose gear is free castering, tubular steel and faired for low drag.
The P2008 will carry around 28 gallons of fuel in the wings.
The company plans to certify in LSA, ULM, PtF and coming ELA1 categories
Stay tuned for developments.

(graphics courtesy Tecnam)

Here's an update on the second Cessna 162 SkyCatcher crash mentioned below.
The culprit, according to Cessna: once again, an unrecoverable spin that required another ballistic parachute deployment. Both times the PIC survived, although the BRS failed during the first incident, requiring the pilot to depart the airplane and pull his own chute.
As noted earlier, Cessna's design team had modified the vertical tail after the first incident.
The official language: Company CEO Jack Pelton said the aircraft was undergoing “a very aggressive spin test regime – power on and cross-controlled – when it entered a spin that was not immediately recoverable.”
The test was one of more than 500 using combinations of center-of-gravity positions, power settings, flap settings and control inputs.
“We test all our aircraft well beyond the limits of what is expected in normal operation,” said Pelton, who reassured customers who've already ordered that Cessna was moving forward on the program.
But no dates for production can of course be predicted at this time, as they've got a problem and they know it, even if they don't know exactly what to do about it yet.
Some reports said the SkyCatcher crash #2 pilot also bailed out. Not true: The savviest report I've read says that once the aircraft stabilized after the BRS deployment, the pilot tried to use the cutaway device Cessna had rigged, but it failed, and he was too low to bail then so he rode it out.
After "landing", the pilot got out. The strong Kansas winds reinflated the chute and dragged the airplane 1/2 mile before it hit a fence and flipped upside down.
We wish Cessna success in sorting out this technical and PR setback. The LSA industry benefits greatly in public perception from the Cessna name. But bad news travels fast too, so we all hope the solution is arrived at quickly.

Whenever any object is free from the ground, it is affected by the medium with which it is surrounded. This means that a free object will move in whatever direction and speed that the medium moves.

For example, if a powerboat is crossing a river and the river is still, the boat could head directly to a point on the opposite shore and travel on a straight course to that point without drifting. However, if the river were flowing swiftly, the water current would have to be considered. That is, as the boat progresses forward with its own power, it must also move upstream at the same rate the river is moving it downstream. This is accomplished by angling the boat upstream sufficiently to counteract the downstream flow. If this is done, the boat will follow the desired track across the river from the departure point directly to the intended destination point. Should the boat not be headed sufficiently upstream, it would drift with the current and run aground at some point downstream on the opposite bank.
As soon as an airplane becomes airborne, it is free of ground friction. Its path is then affected by the air mass in which it is flying; therefore, the airplane (like the boat) will not always track along the ground in the exact direction that it is headed. When flying with the longitudinal axis of the airplane aligned with a road, it may be noted that the airplane gets closer to or farther from the road without any turn having been made. This would indicate that the air mass is moving sideward in relation to the airplane. Since the airplane is flying within this moving body of air (wind), it moves or drifts with the air in the same direction and speed, just like the boat moved with the river current.

When flying straight and level and following a selected ground track, the preferred method of correcting for wind drift is to head the airplane (wind correction angle) sufficiently into the wind to cause the airplane to move forward into the wind at the same rate the wind is moving it sideways. Depending on the wind velocity, this may require a large wind correction angle or one of only a few degrees. When the drift has been neutralized, the airplane will follow the desired ground track.

To understand the need for drift correction during flight, consider a flight with a wind velocity of 30 knots from the left and 90° to the direction the airplane is headed. After 1 hour, the body of air in which the airplane is flying will have moved 30 nautical miles (NM) to the right. Since the airplane is moving with this body of air, it too will have drifted 30 NM to the right. In relation to the air, the airplane moved forward, but in relation to the ground, it moved forward as well as 30 NM to the right.

There are times when the pilot needs to correct for drift while in a turn.
Throughout the turn the wind will be acting on the airplane from constantly changing angles. The relative wind angle and speed govern the time it takes for the airplane to progress through any part of a turn. This is due to the constantly changing groundspeed. When the airplane is headed into the wind, the groundspeed is decreased; when headed downwind, the groundspeed is increased. Through the crosswind portion of a turn, the airplane must be turned sufficiently into the wind to counteract drift.

To follow a desired circular ground track, the wind correction angle must be varied in a timely manner because of the varying groundspeed as the turn progresses. The faster the groundspeed, the faster the wind correction angle must be established; the slower the groundspeed, the slower the wind correction angle may be established. It can be seen then that the steepest bank and fastest rate of turn should be made on the downwind portion of the turn and the shallowest bank and slowest rate of turn on the upwind portion.

The principles and techniques of varying the angle of bank to change the rate of turn and wind correction angle for controlling wind drift during a turn are the same for all ground track maneuvers involving changes in direction of flight.

When there is no wind, it should be simple to fly along a ground track with an arc of exactly 180° and a constant radius because the flightpath and ground track would be identical. This can be demonstrated by approaching a road at a 90° angle and, when directly over the road, rolling into a medium-banked turn, then maintaining the same angle of bank throughout the 180° of turn.

To complete the turn, the rollout should be started at a point where the wings will become level as the airplane again reaches the road at a 90° angle and will be directly over the road just as the turn is completed. This would be possible only if there were absolutely no wind and if the angle of bank and the rate of turn remained constant throughout the entire maneuver.

If the turn were made with a constant angle of bank and a wind blowing directly across the road, it would result in a constant radius turn through the air. However, the wind effects would cause the ground track to be distorted from a constant radius turn or semicircular path. The greater the wind velocity, the greater would be the difference between the desired ground track and the flightpath. To counteract this drift, the flightpath can be controlled by the pilot in such a manner as to neutralize the effect of the wind, and cause the ground track to be a constant radius semicircle.

The effects of wind during turns can be demonstrated after selecting a road, railroad, or other ground reference that forms a straight line parallel to the wind. Fly into the wind directly over and along the line and then make a turn with a constant medium angle of bank for 360° of turn.
The airplane will return to a point directly over the line but slightly downwind from the starting point, the amount depending on the wind velocity and the time required to complete the turn. The path over the ground will be an elongated circle, although in reference to the air it is a perfect circle. Straight flight during the upwind segment after completion of the turn is necessary to bring the airplane back to the starting position.

A similar 360° turn may be started at a specific point over the reference line, with the airplane headed directly downwind. In this demonstration, the effect of wind during the constant banked turn will drift the airplane to a point where the line is reintercepted, but the 360° turn will be completed at a point downwind from the starting point.

Another reference line which lies directly crosswind may be selected and the same procedure repeated, showing that if wind drift is not corrected the airplane will, at the completion of the 360° turn, be headed in the original direction but will have drifted away from the line a distance dependent on the amount of wind.

From these demonstrations, it can be seen where and why it is necessary to increase or decrease the angle of bank and the rate of turn to achieve a desired track over the ground. The principles and techniques involved can be practiced and evaluated by the performance of the ground track maneuvers discussed in this chapter.

Finnair now in Slovenian skies

The Finnish national carrier Finnair yesterday re-opened direct flights for the 2009 summer season from Helsinki to the Slovenian capital Ljubljana. The Ljubljana service will be operated until October 23 with the Embraer aircraft four times per week - on Mondays, Thursdays, Fridays and Sundays.”Ljubljana, and the whole of Slovenia, has become a popular holiday destination in Europe. It is inexpensive for travellers and a picturesque city with much to see”, says Area Manager Rolf Backman, who is responsible for Slovenian sales.

The new Finnair flights could give a boost to Adria and its regional services. Despite the two airlines being from different alliances, Adria Airways from Star Alliance and Finnair from One World, the Helsinki to Ljubljana service will also serve as a feeder line for Adria’s regional services. Ljubljana Jože Pučnik Airport is currently served by a total of 8 scheduled airlines with Adria having an outstanding lead compared to its other competitors with 272 weekly flights. Easyjet is the only low cost carrier operating flights to Ljubljana after other low cost carriers reported major losses on flights to Jože Pučnik Airport.

Ground track or ground reference maneuvers are performed at a relatively low altitude while applying wind drift correction as needed to follow a predetermined track or path over the ground. They are designed to develop the ability to control the airplane, and to recognize and correct for the effect of wind while dividing attention among other matters. This requires planning ahead of the airplane, maintaining orientation in relation to ground objects, flying appropriate headings to follow a desired ground track, and being cognizant of other air traffic in the immediate vicinity.

Ground reference maneuvers should be flown at an altitude of approximately 600 to 1,000 feet AGL. The actual altitude will depend on the speed and type of airplane to a large extent, and the following factors should be considered.

The speed with relation to the ground should not be so apparent that events happen too rapidly.

The radius of the turn and the path of the airplane over the ground should be easily noted and
changes planned and effected as circumstances require.

Drift should be easily discernable, but not tax the student too much in making corrections.

Objects on the ground should appear in their proportion and size.

The altitude should be low enough to render any gain or loss apparent to the student, but in no case lower than 500 feet above the highest obstruction.

During these maneuvers, both the instructor and the student should be alert for available forced-landing fields. The area chosen should be away from communities, livestock, or groups of people to prevent possible annoyance or hazards to others. Due to the altitudes at which these maneuvers are performed, there is little time available to search for a suitable field for landing in the event the need arises.

While admiring the photos Sir Minty captured over the weekend I spotted a flag on the winglet of Dynamic WT9 ZK-EWW and wondered to myself what it was all about.

A quick Google retreived another search engine, Wikipedia, and this drew me to conclude the flag was as depicted above. It is the Civil Air Ensign of New Zealand and dates back to 16 November 1938. According to Wikpedia, it is is usually flown from buildings associated with the civil aviation administration and it may also be flown by airlines. Does anyone know of this ensign adorning other aircraft in recent times?

A really nice sunny down Christchurch way had many aircraft outside. Some that don't see the light of day very oft. Above is Tiger ZK-BCO after I had just partaken of my first ever biplane fight. Des Lines was kind enough to take me up from his Swannanoa strip. ZK-BCO is with the BCO syndicate and first flew after its latest rebuild on 31-12-2007.

At Rangiora the very dusty Zodiac CH601-HD ZK-ZED, c/n 3897, belonging to Don Free was out :- not to fly but to allow the Cessna 120 ZK-XTX , c/n 11759, out to take to the air. The owner is going to have the exterior tidied up during the coming winter; probably retaining the same general colour scheme (as applied by his father) and thinking about changing the Maule tailwheel back to a Scott model.

A stranger in our midst was the Pitts S-2A Special ZK-PIT, c/n 2020. Don't know where it came from & don't know where it went ! Last I heard it was at Napier with Sean Husheer, but it was pleasing to see it back down South.

Also exposed to the light for the first time for yonks was the Nostalgair N3 Pup ZK-FSK , c/n NZ001.

Chipmunks where squirreling about. Don Penniall's DHC-1A1 ZK-CVM2 c/n 34, came out to play and flew away; Whilst Jim Chapman popped in with his -1A1 ZK-ARL, c/n 61 [pic further below]. A third Chipmunk still lurked in Pat Scotters hangar. This was the recently registered ZK-CPY2. [See earlier blog on this one].

Rans S-10 Sakota ZK-CLT2 , c/n 200, was out getting a charge.

The rough part about the whole afternoon was when Jim Chapman jumped down out of his Chipmumk and thinking that I was Greaybeard !!

Lufthansa begins flights to Dubrovnik and Split

The 2009 summer season started today and will last until October 25. While airlines from the EX-YU region have improved their schedules by introducing new services and frequencies foreign carriers have also strengthened their presence in the region. In particular foreign airlines are interested in Croatia this summer. The German airline Lufthansa will have two new destinations in Croatia. Lufthansa, one of the largest airlines in Europe in terms of overall passengers and the flag carrier of Germany, will provide twice-weekly service from Split to Munich from today. Tickets will cost 122 Euros inclusive of taxes and fees. Lufthansa will also provide weekly service from Dubrovnik to Munich at a price of 124 Euros. In cooperation with Croatia Airlines, Lufthansa already has eight flights daily from Zagreb to Munich and Frankfurt.

Although still a long way away Croatia Airlines and Lufthansa have agreed on code sharing flights in the 2009/10 winter season. From October 25 Croatia Airlines will code share on Lufthansa flights from Munich to Doha and from Frankfurt to Doha while Lufthansa will continue to code share on Croatia Airlines flights to Podgorica.

The Gasoline Alley service station and cafe at Mangaweka has closed its doors.
Pic above taken on 19-03-09.
I wonder what will happen to the "Cookie Time Monster" ZK-APK ?

Boeing Stearman E-75 N1391V as noted at Ashburton on 06-02-2009 during the SAA flyin. It became ZK-RDK on 17-03-09 using the initials of the new owner Richard David King. My initial search finds that it was built for the US military and carried the USAAF serial 42-17001 before becoming 61042 with the USN. On release from military service it eventually became N1391V. It carries the false markings of 41-61042 (based around its old US Navy serial of 61042). [Additional info and corrections most welcome]

Commonwealth CA-25 Winjeel VH-WHZ which has been lurking around at Taupo for some time has finally hit our register as ZK-WJL (Winjeel) for G C Aviation. This is of 1955 vintage and was A85-404 with the RAAF until 1979 before joining the Australian civil register as VH-WHZ on 20-03-1981. This registraton was cancelled on 19-04-2002 for its export to NZ.

I believe that this colour scheme was never worn by this aircraft whilst it was in RAAF service, but added at a later stage in its civilian career.

Piper Aztex VH-MTY c/n 27-7654137 as seen in this less than ideal shot at Tauranga on 16-03-2009. Another one for Sunair and likely to become ZK-MTY.

Also at Tauranga on the 13th this DHC-2 Beaver VH-AQA c/n 1467 is under remanufacture by Frank Wright and is looking at becoming ZK-AQA. But it will be a day or two yet.

Tucked away in a dark corner of a hangar at Drury is this damaged Diamond DA40 Diamond Star N196DC with c/n 40-373. It was damaged on 10-05-2008 when it veered of the runway and into a ditch during a crosswind landing. Total airframe time is 601 hours. It was cancelled from the US register on 04-08-2008. Obvious damage is forward of the cockit, the wings, and the rear fuselage broken. A great project for some fibreglass whizz's

A very interesting Corby Starlet under construction at Rangiora. Norton powered. A real facinating project. More on this one later.

Ground reference maneuvers and their related factors are used in developing a high degree of pilot skill. Although most of these maneuvers are not performed as such in normal everyday flying, the elements and principles involved in each are applicable to performance of the customary pilot operations. They aid the pilot in analyzing the effect of wind and other forces acting on the airplane and in developing a fine control touch, coordination, and the division of attention necessary for accurate and safe maneuvering of the airplane.

All of the early part of the pilot's training has been conducted at relatively high altitudes, and for the purpose of developing technique, knowledge of maneuvers, coordination, feel, and the handling of the airplane in general. This training will have required that most of the pilot's attention be given to the actual handling of the airplane, and the results of control pressures on the action and attitude of the airplane.

If permitted to continue beyond the appropriate training stage, however, the student pilot's concentration of attention will become a fixed habit, one that will seriously detract from the student's ease and safety as a pilot, and will be very difficult to eliminate. Therefore, it is necessary, as soon as the pilot shows proficiency in the fundamental maneuvers, that the pilot be introduced to maneuvers requiring outside attention on a practical application of these maneuvers and the knowledge gained.

It should be stressed that, during ground reference maneuvers, it is equally important that basic flying technique previously learned be maintained. The flight instructor should not allow any relaxation of the student's previous standard of technique simply because a new factor is added. This requirement should be maintained throughout the student's progress from maneuver to maneuver. Each new maneuver should embody some advance and include the principles of the preceding one in order that continuity be maintained. Each new factor introduced should be merely a step-up of one already learned so that orderly, consistent progress can be made.

Who will get MAT?

The finalised agreement between Serbia’s Jat Airways and Macedonia’s MAT regarding the takeover of the national Macedonian carrier will be revealed next week, MAT’s management said. The carrier states that there are another 2 airlines interested in the takeover. The management goes on to say that even though MAT owes a 10 million dollar debt to Jat it doesn’t mean that Jat will be the majority shareholder. On the other hand in its statement the carrier said that Jat’s involvement and partnership with MAT will change many things for the better as it will lead to new jobs, instead of the announced job cuts. The carrier says that by partnering with Jat the airline would be able to reopen services to Italy and Germany from which it has been banned due to outstanding debt to EUROCONTROL. MAT management also says that Jat’s involvement will not only be useful financially but also technically.

Meanwhile Jat announced a new ticket purchasing system starting from Sunday. Passengers will be able to choose from 10 different ticket tariffs in economy class (and 1 in business) whose prices will vary depending on various circumstances including the duration between the departure and return flight, the date and the time of the flight. Jat also announces that it is introducing a new look catering menu which will be made exclusively up of Serbian products as Jat joins the nation wide “Buy local” campaign, hoping to stimulate sales of Serbian made products.

Around 18 sport aircraft took advantage of a lovely day to attend the Northern Microlight Club's flyin at Paul Hopper's airstrip at Silvedale, which is just North of Dairy Flat. I thought the flyin would be a local event, but there were aircraft there from as far away as Kerikeri, Waihi and Hawera.

Of the aircraft that may be new to readers of the design-plane blog, I will post the following four. The first is Foxcon Aviation Terrier 200 ZK-SOD which is owned by A K Matthews from Warkworth, and with a nice multi-hued paint job. This was first registered on 6/12/04 and was for sale for $65,000. Maybe the new owner will change the registration!

This Aerospool Dynamic WT 9 ZK-EWW was visiting from Kerikeri. It is owned by K J Slattery and was first registered on 26/8/04. It has also been retofitted with winglets (the same as ZK-DYN of an earlier post).

The Waihi Aviation Group's Aero Design's Pulsar XP ZK-KFC also flew in with 2 POB and 1 DOG (who loves flying). This is the oldest of this group having been first registered on 17/4/97.

And lastly was this local Alpi Aviation Pioneer 200 ZK-DJC which is owned by D J Clack of North Shore. In spite of it having been first registered on 3/5/06, this is the first time I have seen this aircraft.

Aircraft noise problems have become a major concern at many airports throughout the country. Many local communities have pressured airports into developing specific operational procedures that will help limit aircraft noise while operating over nearby areas. For years now, the FAA, airport managers, aircraft operators, pilots, and special interest groups have been working together to minimize aircraft noise for nearby sensitive areas. As a result, noise abatement procedures have been developed for many of these airports that include standardized profiles and procedures to achieve these lower noise goals.

Airports that have noise abatement procedures provide information to pilots, operators, air carriers, air traffic facilities, and other special groups that are applicable to their airport. These procedures are available to the aviation community by various means. Most of this information comes from the Airport/Facility Directory, local and regional publications, printed handouts, operator bulletin boards, safety briefings, and local air traffic facilities.

At airports that use noise abatement procedures, reminder signs may be installed at the taxiway hold positions for applicable runways. These are to remind pilots to use and comply with noise abatement procedures on departure. Pilots who are not familiar with these procedures should ask the tower or air traffic facility for the recommended procedures. In any case, pilots should be considerate of the surrounding community while operating their airplane to and from such an airport. This includes operating as quietly, yet safely as possible.

A follow on from the earlier blog on this Reims/Cessna F406 Caravan 11 ZK-XLC, c/n F406-0012.

Ian Kershaw kindly sent the above pic showing XLC at Calgary in June of 2008; believed to be working for the Alberta Government on mapping of the water table.

Will Jat beat the competition this summer?

This summer Serbia’s Jat Airways will commence services to 6 new destinations. After two decades the airline will return to Abu Dhabi while it will commence services to Gothenburg, Malta and Tripoli which it cancelled during the winter due to low profitability. Seasonal services to Pula will commence earlier this year - in April, flights to Ohrid will operate direct from Belgrade (unlike before) while seasonal services to Tunis begin immediately.

Most services will see increases in frequencies. Jat’s popular service to Milan will decrease from 5 to 4 flights per week however there will be a significant increase in capacity as the aircraft type changes from an ATR72 to a B737-300. Despite being in direct competition with the low-cost airline Germanwings, Jat will significantly increase services to Stuttgart, from 2 to 5 flights per week while the aircraft type will also be upgraded from an ATR72 to B737. Flights to Paris and Moscow will be doubled to two daily flights, Zurich and Dusseldorf will see 3 extra flights per week and Brussels will see 2 extra flights. New flights to Abu Dhabi will operate 2 times per week while Gothenburg will also have the same frequency but for the first time in recent years it will operate as a non-stop flight (in the past it usually operated via Stockholm).

As for regional services nearly all will see significant increases. New flights to Ohrid will operate twice a week non-stop from Belgrade (previously these flights operated via Skopje). Jat will become the second largest carrier operating out of the Macedonian capital with a total of 12 weekly flights (increased by 5). Sarajevo and Ljubljana will have the same frequencies as they had during the winter while there will be a total of 42 flights to Montenegro. Both Tivat and Podgorica will see 21 weekly flights. Flights to Thessaloniki will be increased by 4 weekly frequencies bringing the total number of flights to 6. Services from Niš to Zurich will operate twice per week as they have during the winter. There will also be many charter flights which have increased by 20% when compared to 2008.

The schedule below shows the frequencies during this winter and the planned frequencies. Also the table shows the aircraft used during the winter months and which aircraft will be used during the summer.

Flights from Belgrade:

Destination	Frequency (winter 2008/09)	Frequency (summer 2009)	Aircraft type (winter 2008/09)	Aircraft type (summer 2009)
Abu Dhabi (from May 5)	-	2	-	B737-300
Amsterdam	5 (2 via Brussels)	5 (2 via Brussels)	B737-300	B737-300
Athens	3	4	B737-300	B737-300
Banja Luka	3	3	ATR72	ATR72
Berlin	4	4	B737-300	B737-300
Brussels	2	4	B737-300	B737-300
Copenhagen	3	4	B737-300	B737-300
Dusseldorf	2	5/td>	B737-300	B737-300
Frankfurt	6	6	B737-300	B737-300
Gothenburg (from June 16)	-	2	-	B737-300
Larnaca	2	3	B737-300	B737-300
Istanbul	6	6	B737-300	B737-300
Ljubljana	5	5	ATR72	ATR72
London	7	9	B737-200 and B737-300	B737-300
Malta (from March 30)	-	2	-	B737-300
Milan	5	4	ATR72	B737-300
Monastir	1	4	B737-300	B737-300
Moscow	7	14	B737-200 and B737-300	B737-300
Ohrid (from June 1)	-	2	-	ATR72
Paris	7	14	B737-300	B737-300
Podgorica	14	21	ATR72 and B737-300	ATR72 and B737-300
Pula (from April 23)	-	2 (+2 from June)	-	ATR72
Rome	5	6	B737-300	B737-300
Sarajevo	7	7	ATR72	ATR72
Skopje	7	12	B737-300	B737-300
Stockholm	3	4	B737-300	B737-300
Stuttgart	2	5	ATR72	B737-300
Tel Aviv	2	2 (1 via Larnaca)	B737-300	B737-300
Thessaloniki	2	6	ATR72	ATR72
Tunis (from March 30)	-	1	-	B737-300
Tivat	13	21	ATR72 and B737-300	ATR72 and B737-300
Trieste	3	3	ATR72	ATR72
Tripoli (from March 30)	-	2 (via Malta)	-	B737-300
Vienna	14	14	ATR72	ATR72
Zurich	7	9	B737-300	B737-300

* All frequencies above are weekly. The timetable is subject to change and if there are any changes it will be updated.

These six shots arrived from the same source as the previous Balloon Pics. Taken at Masterton on 21-03-2009.
Above is "A1325" which turns out to be none other than ZK-BFR registered here on 25-03-2009 to The Vintage Aviator Ltd. It is ex G-BVGR using A1325 as its c/n. Said to be of around 1917 vintage and passed from the RFC to the Norwegians, eventually being donated to the Mosquito Museum in the UK. Ultimately turning up on the UK register in December 1993. It was acquired by the 1914-18 Aviation Heritage Trust and was shipped out to NZ. It was spied at Omaka without fabric in March 2005.

Now these other two machines are outside my scope of interest. Any suggestions with registrations (of the completed 6341 anyway !) ?

6341 was active along with the Pfalz and Helipro Squirrel ZK-HYN doing a photo shoot.

There is a swag of detail on http://thevintageaviator.co.nz/ and peek into Projects.

Oceania have registered this AS350B Squirrel ZK-HKQ/3, on 18Mar09, and it was noted outside their facility at Ardmore for the first time today still sporting its Japanese lineage.

Zlin Z50LS ZK-ZSO was undertaking a number of maintenance flights and the owner mentioned some re-rigging had been done.