(Tarmac May 2001)

TARMAC

The Official News Letter

Of The

May 2001

Your Executive Officers

El Presidente	Andrew Parr
Vice El Presidente	Chris Todd
Secretary	Martin Seay
Treasurer	Peter Cole
Committee	Anton Lawrence
Committee	Willie Morton
Chief Flying Officer	Willie Morton
Safety Officer	Niol Lockington
PPAB	Peter Nicholson
PPAB	Gordon Swan
PPAB	Vern Booth
Editor	Anton Lawrence

ARMAC Web site
Next Club Meeting, 3rd Tuesday of the month.
May 15th
At the Pikes Point Airpark Clubrooms 19:00

Committee Meeting at 18:30 Sharp.

Editorial
The last format of the newsletter seemed to go down OK, so pay up now because this is the last one you will get unless you are a current member.
I have also put this copy on the web at, http://kirstant.orcon.net.nz/
Chris Todd has organized a couple of videos from CAA to be shown at the next club meeting, they will hopefully be "collision avoidance" 20 minutes and "fatal impressions" 6 minutes about low flying.
The first of these is quite appropriate after the resent incident over Cockle Bay.
Also the article on formation flying may have some relevance.

Happy flying
Anton Lawrence

Anyone interested in some GA flights contact Ross Glover 576 6884

Prez Sez
Well el Prez doesn't have a lot to say for himself as I haven't been at the airfield this month. However the club/syndicate bantam is about to receive new wing covers, which I'm sure Gordon will be pleased to hear. The only part about this that annoys me is that no sooner were the covers taken off, we have some brilliant days for flying. We are also in the early stages of planning some club activities bbq/competitions (idea's being pinched from nsac), for these to happen we will require a very good turnout of club members. Also a question was asked if life members need to return a completed membership form, the answer is YES so keep those forms rolling in.' account

El Prez

Crazy Flying at Pikes Point Causes Helicopter Crash and Burn.
By Jon Farmer.

The Squirrel helicopter appeared above the stack of containers at Pikes point Airpark, it was flying erratically, pitching up and down and oscillating from side to side. Suddenly it nose-dived into the ground on the far side of the containers. The spectators let out a collective, spontaneous, gasp but shortly afterwards, there it was again, flying crazily over the containers. After a few seconds, the pilot lost control and it again plunged nose first into the ground on the far side of the containers. There were two loud explosions and a fireball. The spectators wandered round the containers to view the wreckage, which was burning fiercely. Very little remained, the tail boom, a seat, a door and sections of the rotor blades. There was very little the spectators could do and, as it was gone 12 noon, they retired to one of the hangers to put the jug on and have lunch. However, miraculously, the helicopter appeared yet again, completely unscathed, but with a camera crew on board, filming the burning wreckage.

        This drama was being shot as part of an episode in the TV series `Street Legal' and was the third time we have had a film crew at Pikes Point Airpark. They started soon after 6 AM with half a dozen containers being trucked in and stacked near the runway, in front of the clubrooms. The 30 strong film crew turned up in a variety of vehicles including three large trucks, a bus and a sinister looking matt black pickup truck which features in the series. One of the trucks turned out to contain a very well muffled generator and a compartment with rolls of hefty power cable neatly hung up.
The other trucks contained cameras, monitors, camera trolleys and the rails for them to roll on, huge arc lights, stands, ladders and scaffolding. The bus was a mobile wardrobe and dressing rooms.

        Very soon the chaos took on some semblance of order with the Producer becoming evident as having a loud voice and being the only person allowed to shout. There seemed to be at least three cameras each with an operator and assistant, the `sound man' was easy to pick because he wielded a long pole with a fuzzy mic on the end and he was connected by wire to the `sound recorder man' who wore headphones. One guy stood out from the `film industry' people, not only for his size and probable SAS background, but because of the very nasty looking automatic rifle which he carried around. Every now and then he would let one of the `bad guys' have the rifle as a scene was filmed but, as soon as the producer yelled `CUT', he would grab it back.

        Soon after the helicopter arrived, the actors appeared. One was a scruffy looking fellow in camouflage fatigues with calf length leather boots who seemed to get to use the automatic rifle. The `lawyer' was a Maori in grey overalls who seemed better at head butting his client than giving advice and the client was a tall, clean cut guy in long sleeved wine coloured shirt, well pressed black trousers and a shoulder holster with all the attendant straps. A young lady in grey overalls with a green armband had something to do with the plot as she hid in and around the containers armed with a rifle loaded with red paint balls. Her big scene came when she was filmed running from the clubrooms towards the containers and tripped over the firing line to two twenty litre canisters filled with explosives for the explosion and fireball scene. The producer yelled `CUT' over his shoulder as he led the charge in the other direction.

        The helicopter was soon working for it's living making short circuits with different actors hanging out waving rifles and pistols at the film crew. At one stage there was a fight in the cockpit and one actor was thrown out backwards. For this scene the helicopter was on the ground with the rotor turning and the actor landed on a pile of gym mats. On the other side of the helicopter the roustabouts held up sheets of ply, presumably painted blue to make it look as though it was flying. Soon after filming it's own `crash' the helicopter departed and for the rest of the day, actors could be seen pointing to an empty sky and shouting " the helicopter is coming" and such like.

        Once the Squirrel had departed, actors supposed to be running to or from the helicopter were made to look realistic by actually running the gauntlet of a wind machine. This consisted of a vee six Lexus engine mounted on a trailer and swinging a 3m-paddle prop as used on airboats in the Everglades. That sure ruffled their hairdos. The other realistic thing was that automatic rifle. When `scruffy' fired it, it spat out half a dozen brass 303 sized cartridges in one second flat. No sooner had the sound of gunfire died away than the producer yelled `freeze' and the makeup people ran out with cotton balls soaked in `blood' and daubed the frozen actors with `bullet holes' then the director yelled `roll' and it was all on again. `Black trousers' stuffed up because he refused to fall to the ground in case his pants got dirty.

        The story line of the episode seemed to involve a container loaded with something desirable, the `lawyer' said it was gelignite but he was as big a rogue as the others. Anyway, Scruffy' is after it and has his rifle at the head of the `Lawyer' when the helicopter arrives and `Black pants' jumps out waving a pistol. Scruffy' says he will shoot the `Lawyer' who suggest it would be better to shoot `Black pants' who doesn't seem to like the idea. As `Scruffy' lets off a few rounds from his automatic rifle the girl appears from between the containers and fires a paintball gun at him. The `Lawyer' gets physical, karate chops `Scruffy' and head butts `Black pants' and whoever is left standing runs for the helicopter and takes off. Unfortunately he is not very current hence the crazy flying and crash. It was very confusing to watch, as the scenes were not shot in sequence.

        The crashed helicopter boom was constructed from ali sheet with fin and stabiliser pop riveted on, all to full size dimension and colour including the registration letters. An old car seat and a broken bubble door together with sections of rotor blade made from folded ali sheet completed the prop. The `pyrotechnicians' put several armfuls of hay where the cabin should have been and doused it with several litres of F2 glue which burns well and gives off the right amount of black smoke. They used gas torches to light it at a signal from the producer.

Pikes Point airpark was Notamed shut for the day of filming and members of the Airpark Board manned a handheld transceiver all day in case someone missed the notam and tried to come in. The Onehunga fire brigade attended the burning helicopter scene, also several of the film crew stood by with extinguishers. The film crew all acted as though they wanted to be invited back. They were all friendly and very tidy. Two or three rubbish bins were moved round to follow the action. By six in the evening they were all packed up and the containers had been trucked out. We walked the strip next morning before taking off for the Te Kowhai Fly-in and found it all clear and tidy. It was all very interesting but we were glad to have our airstrip back.

Formation Flying
Taken from NZ Flight Safety June 1992

Formation flying provides an opportunity to undertake a challenging flying activity. It involves teamwork, with success depending on all of the team. Formation flying is inherently dangerous, so proper training in the correct techniques and close attention to safety considerations at all times is essential. This article discusses the basic techniques involved.
The skills acquired can make cross country trips more enjoyable when travelling in company with other aircraft, even thought the tightness of this formation is less than that required for competition flying. A planed and well-briefed loose formation can be a safer method of travelling together than in informal loose company. When flying in company with other aircraft it is essential to apply the same criteria of constant monitoring of each others positions at all times. Failure to do so can result in mid air collision, this has happened in recent years in NZ.
Formation flying must be carefully planned and briefed; in fact it is illegal not to say unwise to formate on another aircraft without the other pilots consent.

Training
Although air forces have comprehensive notes on formation flying, the exercise has mostly been ignored in modern civil training manuals. There is therefore very little guidance available, particularly relating to high wing aircraft.
It is essential that appropriate dual instruction is completed and a safe standard obtained before considering flying solo in a formation. Initial practices are normally undertaken using two aeroplanes. Whether high or low wing each type will present its own perspective for another pilot to formate on. Flying as a pair to begin with is recommended.

Basic formations
A formation can be defined as two or more aircraft, flying as a unit by prearrangement, whose movements are controlled by an appointed leader.
The basic formation is called the pair.
The leader of a formation is called "number 1" the remainder being numbered from starboard to port of the leader, odd numbers to port.
Common formations are shown in the diagrams.

Leadership
Successful formation flying is almost entirely dependent on good leadership.
The leader is responsible for the safety of the whole formation.
In large formations the leader must by replaceable by a deputy, who fly's in a prearranged position relative to the leader, and who must be prepared at any time to take the place of the leader. Small formations can be briefed to break and return to base singly if the leader has difficulties.

BASIC TECHNIQUES

Relative Speeds
With no background features, relative speed in the air can be judged only by mentally comparing the actual size of an aircraft, as seen, with the size it is known to be. When two aircraft are closing, the changes in perceived size are very small until quite close. The result is that when overtaking another aircraft, the rate of approach appears very slow at long range, but at a closer distance the overtaken aircraft appears to grow rapidly in size, and the true speed of the approach becomes evident.

Judgement of distance in the air is a matter of experience and practice; initially the natural tendency is to underestimate the rate of closure until very close. The leader should fly at a known constant airspeed, as this assists the overtaking pilot in assessing the overtaking speed.

Positions in Basic Formations
The intervals between aircraft are normally not less than two to three metres between wingtips, or half an aircraft length when in line astern.

Echelon
This is flown in a position to maintain eye-to-eye contact between leader and wingman. This can vary with different types of aircraft, but will generally be on a line raked back 30 to 45 degrees, avoidance of blind spots caused by doorposts, etc, being taken into consideration.

In close formation, normally the wingtip of the formating aircraft will be approximately opposite the tail plane of the next Aircraft. A position a little wider and further back than this is common and still looks very effective - consistent spacing rather than closeness is the key ingredient in any good formation.

For a consistent position it is necessary to use two reference lines. With the formating pilot positioned at the intersection of the two lines, it is easier to ensure constant station keeping. These sighting points can be experimented with by positioning two aircraft on the tarmac.

The diagonal line can usually be established by lining up wing and cowl features, but with some aircraft (particularly high-wing aircraft) it may be necessary to mark struts, ailerons, etc, to provide the references.
The other line is normally established by sighting along some part of the tail plane, such as the leading edge, trailing edge, or elevator hinge line.

Line Astern
Vertical spacing (or step-down) varies according to the slipstream of the aircraft type, but generally it is as small as possible. It is usually possible to find sighting points on the aircraft ahead, such as a certain distance of wing walkway being visible, or by aligning certain features on the belly or undercarriage.

There is no lateral spacing, the formatting aircraft being directly astern and with wings parallel to those of the aircraft ahead.
Longitudinal spacing is normally one aircraft length behind. Judgement of this comes with experience and can be determined by the relative size of the aircraft ahead, maybe the tail plane filling one half of the windscreen, for example the further back a formating aircraft is, the lower it must be to avoid the slipstream.

Line Abreast
This formation position is best judged by reference to the cockpit of the next aircraft. It is difficult to judge, the tendency being to formate a little too far back.
Only pilots with considerable formation experience should attempt this formation.

Station Keeping
Accurate station keeping requires anticipation of control movements, which must also be small and prompt. Accurate trimming is very important.

You must devote a very large part of your time to watching the leader; you cannot afford to take your eves off the leader except for very brief moments.

Smooth formation flying is only achieved if the pilot remains mentally alert and relaxed. When concentrating hard there is a tendency to tense up and grip the controls tightly and this inevitably leads to over controlling. It is important to relax; use the trim.

Longitudinal (forward, back)
The fore-and-aft position in relation to the leader is maintained with use of the throttle. In formation flying, the inertia of the aircraft becomes very apparent, and the throttle should be moved in the appropriate direction immediately any change is noticed - or anticipated.

The throttle must be moved smoothly, and no more than is necessary to correct errors. Try to aim for a constant power setting. Rough movements of the throttle generally result in over-correction; much more is achieved by early, small corrections made as smoothly as possible.

Line astern is the most difficult position in which to detect small longitudinal displacements.

Lateral (in, out)
Changes in lateral position are made by gentle use of aileron (and rudder). To move in, a small amount of aileron should be applied towards the leader. Once again, the arrival at the correct position must be anticipated and a correction with slight opposite aileron made to prevent the aircraft becoming too close.

Make sure the aircraft is in balance, i.e., avoid the 'nervous bootful.

Vertical ( up, down)
Vertical position is controlled by the elevators; if large corrections are necessary, then the throttle must be used too.
Note that it is the leader who appears to move up and down.

Good station keeping...anticipation with small corrections being made early.

General
When flying in formation, movement of the controls produces an apparently larger effect than when flying singly. Thus control movements to provide any correction to station are very small. The foundation of good station keeping is anticipation with small corrections being made early.

All pilots should aim to achieve smoothness in their formation flying. If the second aircraft in a formation is flown roughly, the pilot of an aircraft on the outside of the formation will have an extremely difficult task. The difficulty may be minimized, however, by regular reference to the leader as well as to the aircraft in between, the 'whip' effect being thereby reduced.

Turns
The aim during a turn in echelon formation is to maintain the same relative position to the leader as in level flight, and normal station-keeping techniques apply throughout the turn.

The aircraft on the outside of the turn, however, needs more power because it needs to climb slightly (using elevator) and then to travel a longer distance than the leader; the reverse applies when flying on the inside of a turn, On completion of a turn power will have to be re-adjusted.

It is very important to anticipate these power changes, particularly when extra power is needed, as it is very easy to fall behind, and if the power margin is limited it can be very difficult to catch up again.
The sensations experienced during turns, especially on the outside of the turn, may at first be disconcerting. On the outside, one quickly learns, there is no danger of slipping in onto the leading aircraft and attention must be paid to ensuring the aircraft is in balance.

In a turn line astern, each aircraft flies a longer distance than the one above and in front. This makes apparent the necessity for stepping down only the essential amount, especially when large numbers of aircraft are involved. In line astern, normal station is maintained by matching the leaders bank.

To be continued

Trade And Exchange.
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Contact the Editor to place an add
813 6404hm 025 354 998wk
kirstant@orcon.co.nz

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