4.12.17 - Flight Notifications and Bookings
Bookings: There have been some instances lately of pilots not following the protocols established when booking. If you intend to do something unusual with the aircraft, or for an overnight trip, you must call or email beforehand. If the booking is for some days ahead, use Flybook or book directly via phone or email. If the booking is for the same day, TEXT Neroli (021 063 7159) and advise that you have made a booking, and the aircraft and times. If you are going to be late for your booking, TEXT Neroli, she may have someone that can do a short flight before you, or we may have some minor maintenance or cleaning to fit in. If you are going to be late returning, TEXT Neroli as soon as you can, so she can advise the next pilot booked. (They may have booked after you left). If you are going to return early, TEXT Neroli as soon as you can, she may have someone waiting to fly and would appreciate early notice.
Neroli is designated for flight following. Please follow the procedure explained.
1. Before you taxi out, TEXT Neroli giving flight duration and direction, irrespective of if you have someone else doing your flight following.
2. After you taxi in, TEXT Neroli, advising:
- that you are back
- any defects with the aircraft
- your chock to chock flight time
- how much time you have used off the tacho meter
- include any landing airfields other than TE (and if you have already paid the landing fee)
3. If you are late back, let Neroli know so she won't initiate a search!
4. Feel free to include extra notifications when landing at other airfields, or when you have been on the ground and getting airborne again.
These procedures have been established to ensure that we know where to look if something untoward happens, and to help us to utilise the aircraft efficiently and therefore keep the costs down. There is nothing worse for us having the aircraft sitting in the hangar on a nice fine day and someone sitting at home that could have flown it.
Most pilots are faultless with this process, and we apologise if we have missed explaining this to any new pilots. Do not hesitate to contact Neroli for any booking enquiries.
6.4.12 BFR and Medical Expiry Dates
Just a reminder that in accordance with the CA rules you can do your medical up to 30 days early and BFR up to 60 days early and still retain the original expiry date. The reason for this is to encourage people to get in early and not leave it until the last minute. If there are any medical or training issues discovered then they can be remedied without your medical or BFR expiring.
22.10.11 Threat and Error Management Training
A new requirement for BFRs and PPL training is the requirement to consider Threat and Error Management in your flying. I have a briefing and checklist to cover the requirement, and new PPLs automatically recieve the briefing sometime early in their training. If you are an existing PPL holder though, the first time you may recieve the briefing is during your BFR. If you wish it wouldn't hurt to get the briefing early, so that you can impress the instructor next time you do your BFR with a practised procedure. Let me know if you haven't had the training sometime when you fly the Cub, and book me for an hour for the briefing.
2.7.11 Pilot Currency
I'm pretty flexible about currency, and reluctant to post firm rules, as it depends on different criteria for different people. I'm sure you will understand that what I apply to a brand new PPL with a brand new type rating will be different to that applied to a commercial pilot with hundreds of cub hours from 20 years ago.
In general a new pilot or recently requalified pilot will be expected to fly at least once a week for a month, then once every 2 weeks for a month, then can fly every 3-4 weeks without a dual check. I don't allow pilots to go over a month without a check unless they are flying in other similar aicraft or flying professionally. This is more stringent than the 3 takeoffs and landings every 90 days, but taildragging and cubbing require that skills be maintained to avoid handling problems. Please let me know if you have any other thoughts.
5.6.11 Winter Flying
Te Kowhai's runway is usable in most cases even after heavy rain, even though some grass runways around the place are NOTAMed closed from time to time. Please have a check of NOTAMs if you are planning on a trip away from home base. Also don't forget to check with NOTAMS on our own website for any items of local interest. I will endeavour to put a message also on the booking system of any important things, but long standing bookings will miss out on this notification. If anything is really really important I will make a phone call prior to your flight.
I am now running Mountain Flying ground courses. which satisfy the Terrain and Weather Awareness requirements. If you wish to be included on future courses please let me know and I will put you on the list. More information here.
Flybook now has a waitlist feature, so if the time you wish to fly is already taken, please feel free to put your name down in case of a cancellation. It is accessed through the normal booking screen. As usual if you encounter any problems please give me a yell.
Thats all for this month, happy flying and take advantage of any blue skies that come along.
Any defects should be advised to Bill or Neroli in the first instance, and written up in the Tech Log. Any defects will ground the aircraft, but I would rather this situation than someone go flying with what would otherwise be a known defect. If you are unsure about a defect, a phone call will often clear the matter up in short order.
20.1.11 Achievements & Aircraft Tie Downs
For any who haven't visited our website lately, I have added a section on Achievements, with photos of people carrying out first solos, completing type ratings, and other landmarks. This has been added to recently with 4 first solos in the last 3 weeks at Te Kowhai. Well done to those concerned.
I know I have probably banged on a bit about tieing aircraft down if they are unattended, but I have attached a photo of a recent incident at Queenstown. I am still seeking further details, but it looks from the photo that the aircraft was not tied down, and a large gust of wind resulted in the aircraft tipping on its back. Ouch. I used to own the aircraft in the photo in a syndicate when I was instructing at Tokoroa, but we sold it in 1989. It was nice then, not quite so eye pleasing now. (notice the cub in the background, nicely tucked away in the hangar)This will add to our collection of damaged aircraft photos, of course including BQV some years ago in a wind gust at AR.
P.S. The aircraft was in fact tied down, the wind was so strong it ripped the concrete tie downs right out of the ground! The tie downs consisted of a flat piece of concrete about 2 meters in diameter, with a central portion about 2 metres deep. Hard to beat aircraft living in a hangar.