NZFF

I've noticed this a bit... here's an example



I thought it was turning into the wind, but I can't see the sock... Welly doesn't get much wind from that direction.
Is it saving residents from the noise? I've noticed when in line with the prop is the loudest.

Nah nah .. nah .. this is because one pilot said after you Sir and the other pilot no after you .. by this time after ten minutes the tower guy got very perpendicular and was about to throw the mic and the turbo prop so he turn to make himself a smaller target ...... TRUE

SA227 might be able to confirm this but back in the F27 days sitting downwind caused exhaust fumes to enter the cabin, and if prolonged, could cause some people to feel sick.

On the ATR we do it for 2 reasons,

1. As cowpatz mentioned to stop exhaust into the cabin, and

2. There's a possibility for a nacelle overheat warning to come on, due to the wind possibly overcoming the propeller flow, and if it doesn't go away, then we have to shut both engines down, and possibly evacuate.

I have always wonder why they did that also, I have seen at NZWN during windy days the aircraft will turn there tail into wind. I saw it allot mainly on the Beech 1900D. I thought they turned perpendicular
because of the turbulence from landing aircraft.

Aviator 1 wrote:I have always wonder why they did that also, I have seen at NZWN during windy days the aircraft will turn there tail into wind. I saw it allot mainly on the Beech 1900D. I thought they turned perpendicular
because of the turbulence from landing aircraft.

Never did it on the 1900, for the same reason of exhaust going into the cabin

Do you fly the ATR for Air New Zealand ? I think they are amazing aircraft

Aviator 1 wrote:Do you fly the ATR for Air New Zealand ? I think they are amazing aircraft

I work for a 100% owned by Air NZ company, rather than Airnz itself.

Also just to clarify the previous statement about the 1900, It was more that I never turned the aircraft so that the tail was into wind always away from wind.

Here's a pic of an ATR doing it at WLG in what appears to be a southerly. Here Note it's not fully turned as the Dash was in the initial pic but just enough to stop any overheating warnings going off (hopefully)

Hehe - and I thought you just worked at the airport

On the Dash it would only be if you were sucking fumes through the system but generally it's not an issue except with the props feathered. If its occurs I normally just turned the bleeds off and the re circulation fans are sufficient to keep us cool for a while.

On the Metro the control lock is removed for taxi so everything tends to flop around in a tailwind. The elevator is not locked by the control lock at any time and in a fifty knot gust it can take a bit of effort to prevent the control column from coming back and then slamming forward smashing both HSI's...an expensive exercise.

On the F27 it was never an issue because we rarely held at a holding point.

wow you learn something new every day, What your thought on what was nicer to fly ? The beech, Q300, ATR.

To be a pilot for Air New Zealand of course you need to be hired first but what are the steeps you need to take before you can Fly a ATR or Q300 ? I know about the PPL and CPL and hours with muti engine but had no idea really how you work your way to Air New Zealand.

Ah, that explains it! Thanks everyone...very interesting

I sill preferred my explanation , just a bitta 'Monty Python' and 'Airplane' with a bitta Seth MacFarlane added to the mix. .... Ya Know, .... pilot and his dog

Aviator 1 wrote:To be a pilot for Air New Zealand of course you need to be hired first but what are the steeps you need to take before you can Fly a ATR or Q300 ? I know about the PPL and CPL and hours with muti engine but had no idea really how you work your way to Air New Zealand.

Once you have all the qualifications you will need to gain a few hours. The number of hours required to eventually get into the employ of a regional operator varies from operator to operator and also the current "employment cycle" that the aviation industry is in. The requirement for pilots is affected by many things but usually consists of waves of hiring and then stagnation. This stagnation period could be months or years. During the quieter times the hours required generally goes up and during the peak employement periods it tends to go down (simply supply and demand). Also when operators such as Air NZ start on a big recruitment drive it affects all other operators downstream as pilots "progress up the ladder". This is happening at the moment and there are some restrictions being placed on a few pilots so as not to diminish experience levels or to limit the degree of training required due to this flow on effect. Most aero clubs or flight training facilities would have an idea of what the current requirements are for the various organisations as most flight instructors would be keeping an eye on potential positions.
The hardest part is getting that first paid flying job. If you are lucky you might get a position for a small charter or air service company, meat bombing, but arguably the most commonly treaded path is instructing followed by a move into Eagle, Air Nelson or Mt Cook.
Good networking and persistance is the key to finding a suitable job.

Ian Warren wrote:Nah nah .. nah .. this is because one pilot said after you Sir and the other pilot no after you ..
..
..
I sill preferred my explanation , just a bitta 'Monty Python' and 'Airplane' with a bitta Seth MacFarlane added to the mix. .... Ya Know, .... pilot and his dog

Not a bad thought... but I don't think pilots tend to give up their spot in the queue

Thanks very helpful

Aviator 1 wrote:wow you learn something new every day, What your thought on what was nicer to fly ? The beech, Q300, ATR.

I never flew the Dash, but the 1900 was a sports car compared to the ATR, but that's why it's gone now. And the things that will be happening to the ATR soon will make it even better than what it is now.

Also re what you need to do to fly these things, it's an hours thing, the more hours you have the more likely to get an interview but once you've passed that 2 day test then it's at least a month in ground school learning systems before heading to the sim for a couple of weeks before finally flying the aircraft.

emfrat wrote:Hehe - and I thought you just worked at the airport

Just many airports and the places between them

Regarding the beach I totally agree they were certainly a rocket ship, allot like the B200. What are they planning with the ATR I know they have bought a few 600s to replace the 500 series.
The one mistake I thought Air New Zealand did was paint a couple of there aircraft black. Black Is hotter in the sun, Also if one of the aircraft happened to go down black is the hardest to see.