When I first spotted the Avid Magnum ZK-CLC/2 at Rangiora on 02-11-07 it did have a comic book look about it.

Even more jolly was the site of PA22/20 ZK-BSH at Wellington on 08-02-07.


And as for the "Claytons Auster" ZK-AXC. Well ; It has'n't even got a real engine.

RUNWAY LIGHTS/RUNWAY EDGE LIGHTS
Lights having a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200 feet, and the intensity may becontrolled or preset. The last 2,000 feet of lights are amber. HIRL (High Intensity Runway Lighting ) runways have a 5-step lights intensity system, MIRL (Medium Intensity Runway Lighting) runways have 3-step lights Intensity system, controlled by the ATCT & electrical vault.

TOUCHDOWN ZONE LIGHTING
Two rows of transverse flush-mounted light bars located symmetrically about the runway
centerline, normally at 100 foot intervals. The basic system extends 3,000 feet from the runway's approach.

RUNWAY CENTERLINE LIGHTING
Flush centerline lights spaced at 50-foot intervals, beginning 75 feet from the landing threshold
and extending to within 75 feet of the opposite end of the runway. The centerline lighting system
is designed flush to facilitate landings, rollouts, and takeoffs under adverse day and night visibility conditions. The last 3,000 feet of the system, as viewed from the landing or takeoff position, should be color-coded in order to provide distance remaining information to the pilot. The first 2,000 of the last 3,000 foot segment should be alternating red/white with the last 1,000 feet solid red. This system should be installed on all precision approach runways used by air carrier aircraft. It should also be installed on all other runways intended to support low visibility operations.

TAXIWAY CENTERLINE LIGHTING
Taxiway centerline lights are used to facilitate ground traffic under low visibility conditions. They are located along the taxiway centerline in a straight line on straight portions, on the centerline of curved portions, and along designated taxiing paths in portions of runways, ramp and apron areas. Taxiway centerline lights are steady burning and emit green light.

TAXIWAY EDGE LIGHTS
Taxiway edge lights are used to outline the edges of taxiways during periods of darkness or
restricted visibility conditions. These fixtures emit blue light. Taxiways have a 3-step light intensity system, controlled by ATCT & electrical vaults.

TAXIWAY LEAD-OFF LIGHTS
Taxiway lead-off lights extend from the runway centerline to a point on an exit taxiway to expedite movement of aircraft from the runway. These lights alternate green and yellow from the runway centerline to the runway holding position or the ILS/MLS critical area, as appropriate.

OBSTRUCTION LIGHT
A light or a group of lights, usually red or white, frequently mounted on a surface
structure or natural terrain to warn pilots of the presence of an obstruction.

LIGHTED WIND SOCK
Lighted and frangible mounted wind socks must be installed near the approach end
of each runway, preferably opposite the 1,000 foot mark and 150 feet off the left side
of the runway.

THRESHOLD LIGHTS
Fixed green lights arranged symmetrically left and right of the runway centerline,
identifying the runway threshold. Four (4) threshold lights on either side of the
centerline are required for an instrument runway. Lights should be green from the
approach side and red on the opposite side.

FAA THRESHOLD LIGHTS
Fixed blue FAA threshold lights identifying the approach end of the runway upon
landing.

RUNWAY GUARD LIGHTS
In surface or Elevated flashing amber lights which alert vehicles & aircraft to the entrance of a runway.

Wondered what the Westland Bush Plane was? Well, wonder no more! Caught on my travels is Russell Cook's latest creation out of Kaihinu, north of Hokitika. It may look like a Cub, but Russell assures me that the only original bit of a Cub is one wing. Although it is hard to tell, the dimensions are all bigger than the standard PA-18, and the whole lot is built from scratch. Fabulous workmanship as well. The tundra tyres are for landing in the West Coast river beds.

While on the subject of tundra tyres, keeping ZK-WBP company was this Avid Flyer STOL. If you were looking for the perfect comicbook aeroplane, this wouldn't be far off the mark! (Hokitika 17 Feb 08)

To make informed decisions during flight operations, a pilot must become aware of the resources found both inside and outside the cockpit. Since useful tools and sources of information may not always be readily apparent, learning to recognize these resources is an essential part of ADM training. Resources must not only be identified, but a pilot must develop the skills to evaluate whether there is time to use a particular resource and the impact that its use will have upon the safety of flight. For example, the assistance of air traffic control (ATC) may be very useful if a pilot becomes lost. However, in an emergency situation when action needs be taken quickly, time may not be available to contact ATC immediately.

INTERNAL RESOURCES
Internal resources are found in the cockpit during flight. Since some of the most valuable internal resources are ingenuity, knowledge, and skill, a pilot can expand cockpit resources immensely by improving these capabilities. This can be accomplished by frequently reviewing flight information publications, such as the CFRs and the Aeronautical Information Manual (AIM), as well as by pursuing additional training.

A thorough understanding of all the equipment and systems in the airplane is necessary to fully utilize all resources. For example, advanced navigation and autopilot systems are valuable resources. However, if pilots do not fully understand how to use this equipment, or they rely on it so much that they become complacent, it can become a detriment to safe flight.

Checklists are essential cockpit resources for verifying that the airplane instruments and systems are checked, set, and operating properly, as well as ensuring that the proper procedures are performed if there is a system malfunction or in-flight emergency. In addition, the Airplane Flight Manual/Pilot's  Operating Handbook (AFM/POH), which is required to be carried on board the airplane, is essential for accurate flight planning and for resolving in-flight equipment malfunctions.

Other valuable cockpit resources include current aeronautical charts and publications, such as the Airport/Facility Directory.

Passengers can also be a valuable resource. Passengers can help watch for traffic and may be able to provide information in an irregular situation, especially if they are familiar with flying. A strange smell or sound may alert a passenger to a potential problem. Apilot in command should brief passengers before the flight to make sure that they are comfortable voicing any concerns.

EXTERNAL RESOURCES
Possibly the greatest external resources during flight are air traffic controllers and flight service specialists. ATC can help decrease pilot workload by providing traffic advisories, radar vectors, and assistance in emergency situations. Flight service stations can provide updates on weather, answer questions about airport conditions, and may offer direction-finding assistance. The services provided by ATC can be invaluable in enabling a pilot to make informed in-flight decisions.

I'M SAFE CHECKLIST
Illness—Do I have any symptoms?
Medication—Have I been taking prescription or over-the-counter drugs?
Stress—Am I under psychological pressure from the job? Worried about financial matters, health problems, or family discord?
Fatigue—Am I tired and not adequately rested?
Eating—Am I adequately nourished?
Alcohol—Have I been drinking within 8 hours? Within 24 hours?

THE FIVE HAZARDOUS ATTITUDES
1. Anti-Authority:
"Don't tell me."
This attitude is found in people who do not like anyone telling them what to do. In a sense, they are saying, "No one can tell me what to do." They may be resentful of having someone tell them what to do, or may regard rules, regulations, and procedures as silly or unnecessary. However, it is always your prerogative to question authority if you feel it is in error.

2. Impulsively:
"Do it quickly."
This is the attitude of people who frequently feel the need to do something, anything, immediately. They do not stop to think about what they are about to do; they do not select the best alternative, and they do the first thing that comes to mind.

3. Invulnerability:
"It won't happen to me."
Many people feel that accidents happen to others, but never to them. They know accidents can happen, and they know that anyone can be affected. They never really feel or believe that they will be personally involved. Pilots who think this way are more likely to take chances and increase risk.


4. Macho:
"I can do it."
Pilots who are always trying to prove that they are better than anyone else are thinking, "I can do it –I'll show them." Pilots with this type of attitude will try to prove themselves by taking risks in order to impress others. While this pattern is thought to be a male characteristic, women are equally susceptible.

5. Resignation:
"What's the use?"
Pilots who think, "What's the use?" do not see themselves as being able to make a great deal of difference in what happens to them. When things go well, the pilot is apt to think that it is good luck. When things go badly, the pilot may feel that someone is out to get me, or attribute it to bad luck. The pilot will leave the action to others, for better or worse. Sometimes, such pilots will even go along with unreasonable requests just to be a "nice guy."

Spied in the Heli-Maintenance hangar on 04-04-08 was the R44 Raven 11, c/n 10184 listed to David Howey of Pleasant Point. Obviously still in its Heliview scheme.

(Sorry about the angle of the pic, but you sometimes have to take what you can get - or miss out).

At Garden City on the 5th was the Hughes 369HS, ZK-HLM, c/n 63-0488S from Aviation West of Double Hill Station (Upper Rakaia River).

Noted today at Rangiora was the demonstrator Evektor Aerotechnik Sportster Plus, ZK-MAC/2, c/n 20071103, for Colin Marshall of Aeroflight Aviation.

Airborne Windsports Edge X 582, ZK-RAD/2, c/n AB/EX-271, of Ray Corbett was about. Said to be ex T2-2381 from the Tuvalu register, but the guy I spoke to said it came from Australia !

The Yak-55M has finally come on the register as ZK-YKV, c/n 920401.

Another weightshifter in the form of Airborne Windsports Edge X 582 ZK-SJR, c/n 582-697, ex USA N489DN has hatched.