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New Zealand Association of Women in Aviation 

July 2014 Newsletter    
2014 NZAWA Executive Committee

President: Sue Telford

Secretary: Pamela Adams

Treasurer: Joanne Hales

Committee: Pip Schofield 
                  Bianca                             Barbarich-Bacher
                  Ann Fosberry
                  Marian Rait 

Patroness: Rhona Fraser 

Scholarship and project fund Trustees: Edith                                  Robinson                            Dee Bond                            Rochelle                              Fleming 

Newsletter Editor: Janelle                                Rouse

Library and Archives Committee: Pam Collings                      Sue Telford                          Pat Campbell                      Bernice Hintz 

Link to AOPA Website

From the editor

From receiving emails the last couple of weeks and reading the last newsletter it looks like a fantastic rally was had in Dargaville this year! (made me a bit jealous! first one I have missed in about 5 years) A massive thanks to Jo and her helpers for organising. Looking forward to the team at Hastings having us next year. 

Hard to believe it is August already... much of my time since March has been spent learning about the Beech 1900D for my check to line (which is thankfully over now!). Now i'm getting familiar with my new home, Gisborne, which is a beautiful part of this country. Been some pretty horrible weather around the country recently - hoping all of you are away from the flooding, ice, frosts or rain but enjoying the snow! Below are a couple of pictures (stolen from Nicola Evans) of a front moving past Hokitika a few weeks ago - not much time difference between the two!

Cheers to Pip for putting out the last newsletter - was a huge help!

That's it from me for now - any events coming up or articles for the next newsletter send them to me and I will pop them in.



From the President 

Politics you gotta love it! Let’s start:


John McKinlay, Manager – Personnel and Flight Training, CAA contacted me and invited a NZAWA representative to the aviation community medical liaison group meeting.
Pip Schofield attended the meeting of ACMLG 1 July 2014 at the CAA offices in Wellington. Pip went armed with the Pregnancy query we were pressing CAA for some time.
The discussion involved members from: 
Sport and Aircraft Association NZ Inc
Senior Medical Officer - Civil Aviation Authority of NZ 
CNZ Airline Pilots Association
Administrator - Civil Aviation Authority of NZ
Principal Medical Officer - Civil Aviation Authority of NZ
President - Aircraft Owners and Pilots Association of NZ 
Manager – Personnel and Flight Training, CAA
Team Leader, Medical Certification – Civil Aviation Authority of NZ
Wellness Manager - Airways
Head of Policy Standards and Safety Improvements – Airways
Representative - NZ Women in Aviation
Senior Medical Officer - Civil Aviation Authority of NZ
Manager Special Flight Operations and Recreational Aviation – Civil Aviation Authority of NZ
Representative – Flying NZ, Royal New Zealand Aeroclub, NZ Aviation Federation
Medical Executive Member – Aircraft Owners and Pilots Association of NZ
Medical Officer – AMSNZ
Medical Director – NZ Airline Pilots Association
Jon Brooks, Manager Enroute - Airways
Representative - Flying New Zealand 
Representative – Balloon Association
Programme Director, Occupational and Aviation Medicine – University of Otago
Chief Executive – Aviation New Zealand
Specialist Occupational Medicine – ATC Mutual Benefit Fund
President – NZ Women in Aviation
Representative– Aviation Medical Society of NZ

I feel this involvement of our Association into this group will broaden our views on the present aviation environment.
The discussion regarding pregnancy is as follows:
CAA saw a need to review our current guidelines, these were last reviewed 10-12 years ago. There was a discussion which included the following;
The study was commissioned by CAA for Auckland University to undertake through the Cochrane Group who provided a wide, robust medical review, which was headed by an Obstetrician. The study cost was under $25,000. Literature was looked at from around the world and the conclusions were not very different than that of 10-12 years ago, except for some cognitive issues. Pip asked why none of the data was based on NZ women nor did it indicate that CAA were changing the way things are done. There is also a perception that there is a lack of accessibility to information. Women in Aviation would like to see changes such as PREGNANCY to be placed in a better place on the CAA website, under A-Z would be better. Feedback had been received from members that CAAs general approach to this topic was not very satisfactory. The Group agreed that it is difficult to search information on the site, and the ‘Search’ should be at the top. CAA can request these changes to Peter Singleton. Dougal advised that there was no research available from a NZ base. John is amenable to any syllabus changes. 
The study covered professional and recreational pilots, and CAA are open to future studies. Stephen thought that the study was good value for money and well presented. The question which needs to be asked for future studies is: does this validate what we are doing and does it provide a suitable resource?

Pip quotes: They wanted to make sure any pregnancy medical assumptions they were making were still relevant and the report proved they were, there have been no changes to medical symptoms associated with a pregnancy in recent years! Something my grandmother could have told me. That’s what the report was looking at, that was the result CAA got, and with this information CAA has no plans to change the current rule on pregnancy. They are in line with the ICAO recommendations.

CAA are producing a 'medical manual' which is in progress, which is going to be designed to assist ME's in all areas on medical requirements, and the hope is to have a chapter on pregnancies to better inform Doctors on requirements, parts of that manual are accessible on the CAA website already.

CAA's new catch phrase is "openness and transparency"! I think I heard it 100 times during the day! The group has the potential to be good and John McKinlay has a vision, I think any real change is going to take a lot of time but I think GA organisations are becoming a thorn in CAA's side - a good thing for us!

Things discussed were:
-Fact sheets: there are more of these being produced (the pregnancy one is an example), there is also one on heart disease, depression etc...
-Drug and Alcohol: this is a major topic for CAA and I believe rightly so! There is a push for random drug and alcohol testing supported by everyone in the group, unfortunately that has to come from a government level and that takes time. Many companies have their own testing in place but at the GA level the responsibility sits squarely with the individual and peer group. Education is good but really the people with the real problems don't want to be educated and the Carterton balloon crash highlights this. More flyers are going to come out, looking at changing 'IM SAFE" to "AM I SAFE?" Make it a question not statement.

The fundamental issue that all conversations eventually made their way back to was that RIDICULOUS CAA medical fee! It was brought up countless times that CAA's reputation among licence holders is nothing short of disgraceful, organisations are losing members because people now can't afford medicals and what the hell is CAA doing to change the fee!! Well.....there is a consultation process in the pipeline apparently they will be asking for submissions in the next couple of weeks.... User pays is here to stay and that's from the government but $300 is plain outrageous...

As with any good meeting more progress was made at the bar after the meeting.... Me, Ian President of AOPA, Stephen a Doctor on the AOPA committee, and Richard from Flying NZ had a chat and we we're all keen to become closer, they were all excited to see an NZAWA representative at this meeting. Thanks Pip!
The next meeting will take place in 21 October 2014 at the CAA offices Wellington.
The CAA is undertaking the 3 yearly review of the levy and fee format. It effects all commercial aviation operators, aviation licence holders and aircraft owners.
The GA community involving AOPA, SAA, RAANZ, NZ Flying (RNZAC), Sport & Vintage and Aviation NZ (AIA) held a meeting 31 August in Wellington to discuss the review and have answers for the consultation sessions CAA have arranged for the aviation community to attend.  AOPA invited NZAWA to submit their thoughts on this document.
I have to say the fee format review document leaves lumps in your throat as it is written in full context and I read it through 3 times to master the flow of this review.
Please review the information yourself and attend the consultation session and make your submission:
I submitted the following points to go forward to the 31 August meeting:
Firstly for Stage One of this discussion; how can a metric answer be supplied when there are no figures to base our calculations upon? Therefore only comments can be issued from the submitter.

Subjects specific to us relate to Medical, Passenger Levy’s and Participation Levy.
Medical: Cost recovery placed in levies for medical fees requires quantifying.
Medical: we agree on splitting the medical fee down so that the healthy pilot is not persecuted with a large outlay. However the point number 13 in the “Triennial Funding Review 2015-18 Questions & Answers” explaining why CAA have changed their approach to medical application fees does not make any sense! What is a “private good assessment”? And Club and a Public Good? This needs clarification so a sensible compromise can be established and the cost recovery is not prohibitive to the Levy’s and incremental cost of an AMC process.
Routine Surveillance: yes to funding routine system surveillance by revenue from participation/passenger levies.

Do not agree with GA unscheduled commercial passenger levies. Passenger Levy’s remain with the Airlines.
No to CAA proposing to have the ability to adjust fees prior to the 3 yearly fee/levy reviews.
Enable the uncertified operators “certified” for ease of surveillance. This may reduce the Exacerbator cost recovery.
If the safety margin is met and cost recovery by Exacerbator’s due to an oversight is reduced then how does CAA propose to recover costs within the 3 yearly review?

I will attend the CAA consultation session in Queenstown 8 August and hope to get some definitions clarified so I can continue to formalise an informative response and keep our Association up to date.

On a lighter side; HOLIDAY PERIOD
Pam Adams and Marian Rait of our Executive Committee are enjoying a break from New Zealand. Pam is in the UK visiting family until September and Marian visited Vietnam during July. Pip Schofield leaves us for Africa very soon and she will be back in October.
I remain in wonderful Wanaka and enjoy the skiing experience…. “yummy runs!”. The winter flying to Milford Sound has been spectacular.
Jo Hales is not water logged and survived the Northland rains.
Ann Fosberry just needs an excuse to go pig hunting  I love that wild bacon!
I just know Bianca Barbarich-Bacher is studying hard, good luck with the exams!

The NZAWA Executive physical meeting is scheduled for Saturday 22 and Sunday 23 November 2014, hosted by Di Bridgeman in Auckland. Any agenda items you wish your Executive to address please email the Secretary, Pam Adams.

Any questions you have regarding the CAA issues please email me.

Safe flying

Sue Telford, NZAWA President

Sue has also been busy making a video of the mustang flight she won at the Wanaka rally. To check it out click the button below:
Sue's Mustang Flight

Post Rally Northland Adventure

With the Rally being in Dargaville this year it seemed a good opportunity for a South Islander to see a bit more of Northland. Fellow Cantabrian and retiree, Yvonne Loader, was a starter and when Faye Blainey decided to cross the Tasman and attend our Rally again this year, she made up a threesome. So, we met up in Auckland and thanks to my brother-in-law loaning his car, we had wheels for our Northland adventure.
We had a leisurely drive up to Dargaville with a lengthy stop to at the Matakohe Kauri Museum. The Rally was great.  Well done to Jo Hales and all the Dargaville team. I’m sure that will be well covered elsewhere in the newsletter. A highlight was the perfect weather on Sunday for a flight around North Cape – thanks to Sue Campbell and Dick Neave.
On Monday we visited the Dargaville Museum, Trounson Kauri Park, paid homage to Tane Mahuta, bumped into Malcolm and Joan Campbell and Judy Simons for a late lunch and got as far as Opononi that night. Next day crossed on the ferry from Rawene to Kohukohu, on to Kaitaia via Ahipara, a picnic lunch at Maitai Bay and on to Paihia that night. We met up with Edith Robinson and Derek Williams that evening. Next day was spent absorbing history at Waitangi and Kerikeri followed by a visit to the Hundertwasser toilets at Kawakawa and back to Paihia. Next day we crossed on the ferry from Opua and spent the morning absorbing more history in Russell, had a pleasant lunch in the sun on the waterfront and drove on to Whangarei via the coast road. Our final day saw a whistlestop visit to the A H Reed Kauri Park and the Whangarie Falls before continuing on to Sue Campbell’s for lunch. Faye (who had educated us about geocaching en route) stopped there for the weekend, I dropped Yvonne off at Auckland Airport to fly to Wellington for the Gliding conference and I spent a couple of days with family in Auckland.
It was an ideal way to round off a Rally trip – and enough to whet the appetite for further winter jaunts to the far north. I encourage members to fly to and from Rallies but for those of us who have ‘been there, done that’ and now have more free time available for a road trip (not so weather dependent), post-conference tours may become a must-do!
Pam Collings

Photos: Faye, Pam and Yvonne dwarfed by Tane Mahuta; Yvonne and Faye stand on New Zealand's oldest stone bridge at Kohukohu
Rhona's Travel's 

Our Patroness, Rhona Fraser, recently completed a trip to Calgary for the annual Calgary Stampede. Rhona travelled to and from Vancouver on an Air New Zealand 777.  A highlight of the flight over was when Captain John Forsman came to her seat and chatted to Rhona (shared memories of Tiger Moths at Wellington airport, I believe) and invited her to visit the flight deck after they landed.
There will be further detail on Rhona’s travels (including more flying) in the next newsletter.
Book Review: The Infinite Air by Fiona Kidman

(Written by Rochelle Fleming) 

This book is described as a novel, rather than a biography, and I’m embarrassed to say I know very little about Jean Batten, so it’s difficult for me to assess how much literary freedom the author has taken.  However, Kidman portrays an aviatrix that inspires with her skill, determination and bravery, while at the same time being human, and prone to bouts of depression.  A gifted pianist, dancer and incredibly intelligent, the Jean Batten in this book is a likeable character, if at times the reader finds it hard to like some of the things she does.  Using those around her, then casting them aside, she strove with single-minded determination to achieve her dream of flying from England to New Zealand.  
Once she has achieved her goal, followed by a heart-breaking tragedy, it is as if she sees her life as over.  Jean spends the rest of her life in remote parts of the world with her mother, and then dies alone.  It is a sad ending, after an early life filled with glamour and adventure.
Fiona Kidman’s description of the loneliness felt by Jean, not just on her record-breaking flights, but through most of her life, gives the book an air of sadness.  The relationships between members of her family are complicated, but an interesting aspect of the book.  The parents separated, and her mother is her staunchest supporter, while her father is totally against Jean flying.  Her mother, although a wacky individual, is inspired by Louis Bleriot while Jean is a baby and this becomes the foundation for Jean’s ambition.  Jean’s mother gambles, with the profits going towards Jean’s flying and they both make many sacrifices to fulfil their dream.  Jean doesn’t just learn to fly, she learns all she can about all aspects of aviation, beyond that required to pass exams.  
One of the most enjoyable aspects of this book is Jean Batten’s interaction with other historical figures.  For instance, upon meeting Kingsford Smith, he encourages her to learn to fly, but gives her two pieces of advice – don’t fly at night and don’t try to break men’s records.  Later in her life, she has an interesting time in the Caribbean, where she socialises Ian Fleming, of 007 fame, and Winston Churchill, amongst others.  
Overall, I would thoroughly recommend this book as an insight into a bygone era.  I gained a much greater appreciation of what Jean Batten achieved, while the book is written in an enjoyable, engaging style.

South Island Skiplane Flight

At the Wanaka Rally last year I was the lucky recipient of a voucher for a scenic flight with Mt Cook Ski Planes.

After a couple of aborted attempts (for various reasons) for Ces and I to stay two nights at the Hermitage to allow two mornings for good flying weather, time crept on and I decided the only way to make it happen was to clear my diary, watch the ten-day forecast, pick a weather window and drive down to Mt Cook, stay overnight, take the flight and drive home again.  This worked out perfectly – I drove down the day after a fresh snowfall and couldn’t go past Mt John without driving up for a view of the snow-covered basin. I called in at Mt Cook airfield to arrange a time for the next morning before heading to Mt Cook Alpine Lodge – which I would recommend, particularly with a group, as it has a large lounge and communal kitchen facilities for self-catering – and a fine view of Mt Cook.

The following morning the winds aloft had abated with clear skies – perfect weather for a magical flight.

The Pilatus Porter had to drop off three skiers at the top of the Tasman Glacier, then pick up some bags left by previous skiers at the bottom of the glacier so we made two landings. The other passengers were a couple from Christchurch who had been at Mt Cook for a week on their honeymoon (they had booked a shorter flight) so this was an extra bonus for them also – a highlight of their week.

I was seated in the third row for the flight up the glacier and after the skiers had been dropped off by the Kelman Hut I had the front seat beside pilot, Ross Anderson.
I was intrigued by the size of the glacial lake at the bottom of the Tasman Glacier, with continual glacial melting it is now 7 km long – so much larger than my recollection from previous flights in the area some years ago.

After takeoff from the top of glacier, Ross turned to the passengers behind and said “Want to go skiing?”  He then put some tracks in the snow beside the Tasman Saddle Hut as a sighter for future landings before continuing down the glacier to land again towards the bottom.  The snow here was nearly up to my knees, but with no wind, my woollen hat and gloves were not required.
We had one more extra addition to our flight – we flew to the other side of Mt Cook into the Hooker Valley to see a massive landslide/avalanche that had occurred the day before. This really demonstrated the power of nature – the debris covered a huge area from near the top of Mt Cook to well into the valley. The Gardiner Hut (infrequently used and with no-one there at the time, fortunately) was concertina’d at the back and knocked off its foundations.

The final thrill was the Porter’s ‘party trick’ – a Beta approach back onto Mt Cook airfield eliciting a “roller-coaster” comment from the back.

I reflected on what a unique experience the ski plane operation offers – how and where else can you go skiing, ride a rollercoaster as well as stand on a glacier and be surrounded throughout by such majestic scenery – it really is a magical package and should be a ‘must-do’ for all visitors to the area – put it on your ‘bucket list’.

I have piloted over the area at altitude but you can’t beat being with an experienced pilot in a ski plane in among the mountains with the capability to land and be able to step out onto (into!) the snow – and experience the silent beauty and surprisingly warm environment on a calm sunny day.
Thanks to Mt Cook Ski Planes for supporting the NZAWA with this prize – make sure you support them.

Pam Collings

Photos: 1 - A happy airwoman!; 2 - View from Mt John; 3 - At the top of the Mt Tasman Glacier; 4 - Avalanche in Hooker Valley; 5 - Avalanche on Mt Cook
Strip Flying

After a recent short introduction to strip flying this parallel came to mind. It’s about how we sometimes with age get a bit complacent and let things slide. I thoroughly enjoyed the challenge the course gave me and I am keen to go back for more.
I can’t speak highly enough for Sharn Davies, the new CFI at Marlborough Aero club, who gently encourage me to attempt and land on strips that my normally sane mind would have only ever entertained in a dire emergency (like being on fire). 
Ask any engineer that’s been around awhile and seen a few aircraft and pilots and they’ll confirm the truth.
Aircraft and pilots gain weight with age.
Whether it’s the build up of grime, the addition of more and more toys/avionics, the noise reduction padding or that fifth layer of paint, slowly but surely over the years they build up the flab, get heavier and less responsive.
There’s only really one sure method of reversing the process. It’s taking out all the unnecessary toys, and stripping the aircraft and pilot back to bare basics, back to the raw material. Now depending on what paint was originally used and how many years it’s had to harden, will depend on how stubborn these layers will be to remove.
Once the aircraft is in its natural state there can be some nasty surprises in the form of corrosion and wear and tear. Sometimes these parts that have gone bad can be fixed by a little sanding, bead blasting, grinding or in the worst cases replacement. Pilots can suffer from a similar effect in the form of bad habits but be reassured, a little encouragement and retraining can recover the situation. If left corrosion and bad habits can be fatal to both pilot and aircraft, sometimes simultaneously.
We all know the real reason for a good paint job is not to make the aircraft look flashy (maybe for resale) but to protect the airframe from the environment. Good training like a good paint job will also save the pilot from the environment. Fences, trees, farm sheds, hillsides, ponds and rivers.
First thing you have to do is accept you’ve got a problem. Secondly you’ve got to be prepared to commit some time and money to this refurbishment project. Weather can be fickle so you’ll need to schedule in a block of days. Your strip, retraining and repainting will need just the right conditions. Not too much humidity, wind or dust. Not too cold or too hot. Mostly you’ll need the will to learn, brain engaged and patience.
The secret to a good paint job is preparation. The most laborious task is the stripping back of the old paint. This can be done at the aerodrome and has to be done thoroughly again and again until you are back to the bare metal. The original skin might not have seen the light of day for maybe forty or fifty years. On the pilot side getting rid of all that extra flab is going to require a bit of exercise. Circuits are the answer. A confidence course of short field takeoffs, unusual attitudes, tight turns, low level, running at hills, slow, fast, degrees of flap, then a quick push up on “the spot” and away you go again. It is draining both physically and mentally. You’ll build up a sweat even in winter.
It’s not a good idea to leave an aircraft naked or a pilot exposed. Not even indoors. Especially if it’s a little older and more fragile. It would be advisable to move on to the next phase as promptly as possible whilst there’s still a feeling of optimism.
Once you’ve established the basics and sprayed the etching primer on, your ready for the undercoat. Remember the Etching primer is the foundation that everything else sticks to/hangs off.
To get depth into your paint job you need layers. Building up thin layers is much better than plastering on one thick layer. This can be done by introducing you to a variety of relatively easy strips first, building up your confidence slowly. Then you can progressively increasing your workload and skill level to the more difficult jobs.
As with painting you set yourself up for a stroke, do a practice sweep (with no trigger pulled) then once you are happy with the entrance, exit and speed you lay on your first coat. As aircraft are expensive items its best to follow the advice of your instructor. Too fast and the paint will splatter, too slow and the paint can run (the pull of gravity works equally well on paint or flying objects). If you’re not happy, its far better to hold off the trigger and go around without laying down anything.
Once you’ve applied a few layers in several directions covering all the possible angles it’s time for a clean up, review the job so far and have a well earned break for lunch. You’ll be exhausted from all the extra mental exercise and sharp intakes of fresh air.
The next stage requires a step up in skill level and judgement. This is the top coat. This is the one that’s really going to show how much you paid attention earlier on and what sort of craftsman you are. You may choose to let someone else more qualified do the next coat and come back with a bit more experience under your belt later. The advanced part of instruction really requires you to be on top of your game and mistakes can be very public, bad for your health, stress levels and no claims insurance rebate.
If you’ve listened well, had a good basic grounding, followed instructions, got to know your chosen aircraft intimately, you’ll be as good as gold. If you’ve choosen the right paint scheme, applied the right techniques, paid attention to the environment and concentrated on the detail you’ll have a stunning piece of work that you’ll be proud to call your own. You can now go and show off your pride and joy to all the paradise ducks, sheep, cattle and farmers in the district. Being much trimmer and lighter in the frame you’ll be healthier and happier as well.

The sort of things you can learn from stripping
Setting up trim and approach early
Throttle smoothly and by small degrees
Retracting flap to place aircraft precisely
Ignoring distractions
Power, (the beauty of).
Precision (no flab)
Instruction from a respected and trusted source.
Noting: birds, houses, likely sinks and lifts, livestock, runway condition,
surrounding terrain, trees, wind, wires.

Going around early if you are not happy with the picture in your windscreen.
 Bernice Hintz
Some more photos from the Dargaville Rally 
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