Stories
Hi all, we have “stolen” these two stories from Bob Syron of the Auckland Regional Microlight Aircraft Club. If anyone has Bob’s email address, we would love to contact him to see if we can use them “officially” and to ask him if he has anymore great adventures to share on this website. Bob is the proud owner of ZK-XIE, a truly lovely little aeroplane that we also had the privilege to fly for a couple of years.
Anyone else who has a story involving Bantams and other fun cheap Micros – here’s your chance to get published 
All good stories and photos welcomed.
Flying South – by Bob Syron
As Don Mc Millen often reminds me: As you should be dead, (a reference to my recent encounter with the power lines) you might as well enjoy each day from now on.
Anyhow, with the aid of Lyall Cameron, I was able to purchase his B20, XIE. This enabled me to get airborne in the nicest possible way. As some previous advertising stated: XIE is the prettiest B20 in the country – in fact on the whole planet! It certainly flies as well as it looks. With power, I can keep it straight at 28 knots and it cruises comfortably at 50 knots.
I intended to complete a lot more flying around Dargaville while hangared there, however the turbulent winter weather did not enable much of that. I had planned to fly to Pikes Point at the end of August.
In preparation for the longer flight, some adjustments were made, including a reduction in propeller pitch to cope with 45 litres of fuel plus my 85 kilos – a lot to ask of a Rotax 447.
Anyhow, work completed, the day of departure arrived. I advised some from Pikes of my intention and to my surprise a contingent turned up for the popular Dargaville Saturday lunch. This included Gunter, Don Wilkinson, Peter Herrick, Brian Thompson and Warwick Underwood who had kindly volunteered to accompany me in his well-known and much-travelled B22. There was some concern that the wind was increasing and also that I was unable to read my fuel gauge tube (Castrol TTS does not colour the petrol enough). I marked off the map in 15 nautical mile increments and found the trip to be 118 nautical miles.
At Shelley Beach, nearly the halfway point, Warwick was to assess our progress and if there was any concern about fuel consumption he would lead me into Logan McLean’s strip. I was a bit apprehensive about this as I did not know the field and had heard there was a need for caution. Prior to our departure we were going to study a map of it when in the middle of our preparations I lost the car keys! For goodness sakes! Car to go into hangar, electric windows down and no keys! They turned up in one of my pockets. For the cold I was wearing three pairs of trousers, one singlet, two shirts, and my overalls. Lots of pockets and I overlooked some in my stress.
The departure was a grand affair. The takeoff went well despite the heavy load and soon we were cruising at 5700 rpm and 48 knots. Ruawai equals 15 nm, Poutu Point = 15nm, Shelley Beach = 15nm. Turning out towards the Muriwai coast, Warwick came alongside and indicated we turn to the south. I was concerned we were now heading to Logan McLean’s strip although I had not sensed any reasons for fuel concerns. With the lost keys, we had not consulted the map!
What in fact had happened was that Warwick had been advised of parachute operations out of Parakai airstrip so we were diverting to the east of Helensville.
Passing through Bethells, Piha and Anawhata under the Whenuapai control zone felt tight with the height restriction.
One wouldn’t want any engine frailty at the Manukau Heads. We experienced slight buffeting from South Head as we moved up the harbour but that was short-lived.
There was a big reception at Pikes Point. It was as though I had just arrived from Mars. Peter Herrick put the billy on and presented me with a special bicky to mark the occasion for me; a cross-country adventure – a day to remember!
Footnote: Bantams completed the trip in 1hr 50 minutes – 118nm = approx 59 knots – or something like 13 litres per hour.
A Week of Adventure – by Bob Syron
I fly NORDO, not by choice or costs involved, but simply that I cannot hear incoming calls in the B20. Probably the high speed 2 stroke is alive with static electricity and partly it could be that I do not have a trained ear for the incoming communication with high background noise.
Recently I have teamed up with a mate who has a more powerful machine, we fly together, my friend doing the radio work. It has been a new experience to fly through broadcast zones and has cut flying times in the northland area – all great fun.
Because of possible sensitivities raised in this yarn, we will call my mate George. It was our intention to attend Logan’s fly-in at Parakai. Apart from the fact that my B20 had become sometimes a little hard to start, it was flying well, following its rebuild.
The day before the fly-in, I went around the machine, oiled moving parts and gave it a good look over. I loaded up maximum 45 litres of fuel (first full load since its rebuild) and late in the day went for a test fly, a local beach patrol.
During the rebuild, I fitted a new Lexan windscreen. It might have been that the company had supplied lighter material, but the new one had a tendency in some circumstances to belly in. As a result I installed a top bracket. Side bellying still continued on lesser occasion, but the screen was well secured. On my beach patrol trial flight it was too late in the day to spot any pretty bikinis, but I noted as I turned, the screen came in slightly from prop wash.
A final check on my return I noted stress marks around the top fixture and decided to add additional brackets to secure the windscreen. As light was fading, planned to complete the job next morning prior to departure.
Saturday arrived and of course battery drill low in charge, wrong pop rivets etc. George arrives and my concerns rose.
Eventually job gets done, running a bit late, all set, but the bloody engine won’t start.
George instructs to “get rid of the air filter”, he then hand primes it and the 447 bursts into life. “Never did like those air cleaners”. A change of plan that we will fly to Dargaville for lunch first. The new route takes us directly over the Whangarei Harbour, a new experience for me.
The usual grand lunch and chatterbox at Dargaville. George instructs that I take off first and head for the coast. “What do we do at the Kaipara heads”? “Just fly over them” – ‘Wow!” “I will wait a while and catch you up down the coast” “See you at Logan’s” I pick up the newspaper and note full tide at Poutu Point 11.05a.m. It will be in full flight out when we get there at 2.15 p.m.
Nearing the coast I experience a momentary surge in power. What the hell was that? I am not too worried there are paddocks below and the continuous beach a half-mile ahead. I raise the nose a shade and continue, everything seems normal. George and his passenger overtake me down the beach. As the Kaipara Heads appear, although my mate continues at 500 feet, I climb to 1600 and establish a more inner heads crossing. All this costs speed and George continues on his merry way. Only two fishing boats but some distance away. The view is spectacular, but I note the current and tend to look away from the huge rollers breaking on the sand bar further out. I realise I am clutching the control stick firmly. The minutes pass slowly but eventually I am on the other side – phew!
George continues his path through the forest, I follow, but the distance between us is considerable, All is well, I am sure he will do a U turn before we get to Parakai, but I wonder, for I realise how difficult it is to spot even accompanying aircraft. Eventually he fades from view. I approach Parakai and note other a ircraft in the vicinity, but no George. I maintain 1650 feet, the airstrip comes into view. To my horror I can see parked planes lining most of the strip. I count seven planes in the circuit, three others outside and George taxing on the ground. Gosh! I see a float plane in the circuit. He might be more my speed, but he has two behind him.
Very quickly I decide that flying nordo this is no place for me. For goodness sake re lax my grip on the stick once again. I withdraw forthwith, heading north up the inner side of the Kaipara. “O.K. lets calm down and think things through.” My first thought is to find a paddock, put down and wait until traffic on the field has subsided, then phone Brian the controller and ask him when I would arrive overhead? I view a couple of potential ones, then remember that while everything looks grand from above, reality of unseen drains, cattle hoof holes and other hidden obstacles sometimes exist. More over with other flying aircraft mooching about I want to maintain my extra height for a while. I remember, that in my research to find an alternative to Pikes Point, I had walked over a strip out in the boonies at Breach Point. It would be about 20 miles up the coast. The only thing is that with fuel as a consideration, it may preclude me from flying back to Parakai when traffic has subsided. I chew these options over but decide that safety is the paramount consideration to all else and head for Breach Point.
The strip is out the back of a large farm with the capacity to milk over 800 cows. Presently they are milking 450 and those were crammed into yards. Not wishing to upset them, l over flew at 1000 feet and make my high angle approach from 850 feet power right off. No problem, an engine out type approach, which is my current practice. At the round out I want some power to stabilise for a gentle touch down and the blessed 447 dies completely. The Bantam connects firmly. The undercarriage has taken heavy knocks previously. I disembark and have a look around, all is well. Only 12 litres of fuel. Could make it back – well maybe!
“Hello Brian its Bob, I have put down at Breach Point.” “I am busy directing traffic; your reception is poor, what beach?” – dropped call!
“Hello Brian it is Bob, I am at Breach Point B-R-E-A-C-H.” “Where on earth is that?” Just then there is a crunch behind me. I look around and Bantam is lying over – the bloody undercarriage leg has broken – a delayed reaction – for goodness sake. “Brian the @#%&?*! undercarriage has collapsed!”
Dropped call. I am sure that if I was holding the control stick at that time, I wouldn’t have been squeezing it, I would have broken the bloody thing off.
I slumped down on an embankment. How could this day I had looked forward to have gone so wrong? There were ongoing challenges of where to from here? I was mentally drained, disappointed and angry.
Two days later I had my short-term stress put into real perspective when a friend phoned to tell me that following her shoulder operation, his wife had a reaction to the anaesthetic and was in intensive care. She was to die three days later. That experience brought me back to earth with a jolt. My worries were indeed small.
I walked the long distance to the cow shed. I was so relieved when a commanding voice called off some challenging dogs. ‘Where have you come from?” “I’m Scott.” ‘Well it’s a long story.” I explained I had off loaded spanners for overnight sleeping gear etc. he wandered off. When he reappeared he had a selection of odd spanners in an tin box “Best we can do.” “And use the Gator, it’s a long way back to the strip” It took me a while to work out how to start it – out of gear – brake on.
I commenced taking the wings off. I wondered how I would get out of here, home was sure a long way and anyhow Ann didn’t drive. I phoned daughters, no one home. I had no other phone numbers with me. More decisions, where do I sleep? Cowshed? Where was the farmhouse? I wasn’t at all hungry but my mouth had been parched dry since arriving overhead at Parakai.
My mind was still going flat out sometime later, when I noted a station wagon approaching. I assumed it would be the farmer looking to see where the Gator was. It took me a moment to realise that the smiling face was Anton Lawrence. I can only describe the relief as being stuck in the middle of the Sahara Desert and a Lion Breweries tanker arriving alongside.
Anton had interrupted picking up his family from the Parakai hot pools to come and get’ me. My spirits soared through to 20,000 feet. We soon had the Bantam lashed down and Anton took me back to Parakai airfield. A call of concern from Chris Todd who has just landed back at Mercer was welcome. Sipping cold beers with country and western band playing nearby, life took on a new meaning.
The next day Brian Millett re arranged his schedule and drove me all the way back to Whangarei Heads. Under his guidance we load a B22 undercarriage leg which although slightly damaged would stand the return trip O.K. We construct an X frame and return, working until nighttime overtakes us. Full moon looked great.
Day Three unknown to me Allan Jessop arranges a rescue sortie to Breach Point. Brian Millett and Grant Corlett arrive in Challengers from Warkworth. Plugs are checked, replaced and Allan discovers the idle adjustment almost closed, the likely cause of hard starting and certainly the cold stall on my approach at Breach Point. They report in that evening and I am blown away by their endeavour.
Day Four Predicted winds S.W. 25 knots gusting 35. We bring our intended trip to Auckland forward a day after a sleepless night, make an early morning trip. The airstrip is very exposed and the B20 has lost its covers and rocking around on the tie-downs. We secure things firmly. Difficult in the high winds.
Day Five make my peace with farm owner Walter Thompson. He had seen the Bantam when he flew to Breach Point in his Aero Commander. Airstrip paddock closed to cows meantime – “Thanks”.
Day Seven Saturday Allan Jessop arrives at our strip and flies me directly to Breach Point. A wonderful flight over the Bryderwyns, a grand vista, inspecting all the inlets and estuaries. We rendezvous with Brian Millett and Grant Corlett who fly in. Grant has a slight mishap when his wheel-spat finds a stone. A wonderful thermos flask brew on the strip before we depart for a celebratory lunch at Dargaville then fly home.
The Parakai fly-in turned into a week of adventure for me. It was an education in so many ways, many you would have picked up. Carrying tools probably more important than sleeping gear. Having a phone number list. Wearing adequate shoes, not to mention the many other things. In review though I was happy with the decisions made and if it happened again, I would change little. It added a huge feeling of gratitude and warmth to those mates who assisted me along that adventure. It underlined the value of our flying fraternity.
Microlighting Explained
The following article was written for the Recreational Aircraft Association of New Zealand (RAANZ) magazine.
Microlighting
With the influx high performance microlights and the recent upgrade of our manual it seems timely to restate what microlighting and RAANZ is and does respectively.
Microlights were borne from hang gliders and were very low performance aircraft with a limited range, the last 20 years has seen huge growth in the sport along with exponential advances in technology. This has led to the development of aircraft which can have cruise speeds in excess of 140 knots. Microlights are low momentum aircraft as defined in CAA Advisory Circular AC103 1:-
A one or two seat aircraft whose stall speed, in the landing configuration, at maximum gross weight does not exceed 45 knots, and having a maximum gross weight of:
• 544 kg for landplanes
• 579 kg for a single-place seaplane or amphibian
• 614 kg for a two-place seaplane or amphibian
This has given rise to aircraft like the Technam or Alpi at the top end but the popularity of slower open cockpit aircraft like the Bantam is still very high.
Microlights are divided into two categories Class 1 single place or Class 2 two place, Class 2 microlights are exempt from requiring type certification but are required to have a permit to fly the requirements for which are set out in CAA part 103. Class 1 microlights are not required to have a permit to fly but all microlights are required to undergo an annual condition inspection.
The risk to the public is mitigated by the following restrictions as per part 103.155 Flight criteria:
(a) A pilot shall only operate a microlight aircraft—
(1) by day; and
(2) in VFR meteorological minima equal to or better than those prescribed in 91.301.
(b) A pilot of a microlight aircraft shall not operate—
(1) over any congested area of a city, town, or settlement; or
(2) in controlled airspace or within 3 nautical miles (5.5 km) of an aerodrome certificated under Part 139 unless—
(i) the pilot has gained a pass in the air law examination required by 61.153(a)(6)(i) or an equivalent examination; or
(ii) the pilot is under the direct supervision of the holder of a microlight pilot instructor certificate who meets the requirement of paragraph (b)(2)(i).
RAANZ (Recreational Aircraft Association of NZ) is certified under part 149 to administer microlighting as defined in part 103. The association holds delegation authority from CAA to issue flight certificates, authorize modifications and perform annual condition inspections.
RAANZ has recently upgraded it procedures and exam structure with particular emphasis on air law. We have four levels of proficiency starting from ‘novice’ through ‘Intermediate’ to ‘Advanced Local’ and ‘Advanced National’. The novice and Intermediate are training levels where as the Advanced are full certificate levels. With the increasing popularity of the higher performance aircraft it was realized that the pilots of these aircraft would be travelling greater distances and in so doing would undoubtedly encounter controlled airspace. This is why the two ‘Advanced’ certificates came into being. The advanced local allows the pilot to fly within 50nm of their base and must stay clear of controlled airspace but other wise has no restrictions. The Advanced National pilot on the other hand has no distance restrictions but must have FRTO and controlled airspace training. To gain ‘Advanced National’ the pilot will have done a minimum of 45 hours. All advanced pilots are required to undergo a BFR. If a pilot has a current part 61 license then all that is required to fly a microlight is a type rating issued by an appropriately rated instructor.
Microlight instructors are divided into provisional and senior, a pilot must have a minimum of 150hrs flight time before being considered suitable as a provisional instructor, a further 50hrs of instruction time and a minimum of 200hrs are required before an upgrade will be considered. Microlight instructors are overseen by a network of ATO’s (approved testing officer) who are appointed by the RAANZ exec; they must have a minimum of 500hrs flight time 100 of which must have been instructional. All instructors and ATO’s are required to carry out an annual flight review.
If a part 61 instructor wishes to instruct on microlights they must first gain a type rating for the aircraft being used, they are not required to undergo a RAANZ flight test as long as the part 61 license remains current. Part 61 instructors who have been issued with a RAANZ instructor rating must maintain RAANZ membership.
The medical requirements to fly a microlight are less stringent than those required for GA pilots; the examination can be preformed by your GP. The standard is similar to the Land Transport system for a bus driver. Once again the risks are mitigated by the restrictions in the flight criteria listed above.
The intention of this article is to help dispel any myths or preconceptions that may exist about microlighting, for further detail please proceed to the RAANZ website http://raanz.org.nz/index.html
or Sport Aviation Corp
