< PreviousKiwiFlyer Magazine Issue 76 30 pursue my passion in engineering and use what money I earned for flying lessons. Following this, he mentioned that if I did my PPL training with somebody like Bill Henwood in his Piper Super Cub, it could lead me into hour building jobs like glider towing. Armed with this sound advice I set about sweeping as many hangar floors as I could to get engineering experience and I also managed to track down Bill Henwood and his prized Cub ZK- BQV at Te Kowhai. On my 17th birthday I was lucky enough to get my first lesson with Bill. He charmed me with the usual complements to get me back, such as, “You’ve got a light touch,” and, “Perhaps you’re a natural.” I knew then that I wanted to do my training with Bill in the Cub. His practical teaching style, stories and wealth of knowledge from decades of flying around New Zealand really appealed to me, not to mention how much fun the Cub was. After turning 21 and selling my motocross bike, I had finally saved up the pennies to begin flying again. By this stage I was into my 3rd year as an apprentice with Air New Zealand in Auckland, under the good leadership of Les Wilson and Bruce Teutenberg. There was plenty of encouragement to get stuck into my PPL. Bill had recommended that I complete all my PPL exams before we commenced the training and I was pleased that I did. I self-studied with guidance from Bill and spread them out over three months, rather than three weeks, like most flying schools. We began my flight training in January 2015 at Krippner’s airstrip, 8 miles SW of NZHN. The strip is 600m long and is only used by a local top dresser and the odd sport aviation enthusiast that pops in; perfect for learning to fly a Cub. After nine hours of Bill’s expert guidance I went solo at Krippner’s airstrip, the third person to do so, I believe. I had officially caught the Cub bug! (Rumoured to be more contagious than the Delta variant). The next few months’ training was some of the best fun I’ve had, as Bill proceeded to increase my skill set and put me through real life scenarios in mountain flying and cross country navigation. Unlike the run of the mill cross country at 6500 ft in your 172, Bill’s cross countries involved recording the colour of farm houses at various waypoints on my carefully folded map. Failure to report the correct colour could result in a dozen beverages and another attempt. By the time I was flying myself up to Ardmore for my flight test with Phil Welcome in May 2015, I felt totally prepared, not just for the flight test, but for anything that was thrown at me in the Cub. Bill’s lessons were not just about fulfilling the syllabus, but rather had a story behind each of them, both lessons learnt from his experience and from other’s mistakes. Fast forward to 2021, Holding both an AMEL and CPL, approaching the 1000-hour milestone, I still maintain a good relationship with Bill. Having an instructor who has become a great mentor that I can bounce ideas off and seek advice is a great privilege. So before you commit to anything, get out there, get a tail wheel rating, seek out your mentor or Aero Club and build some connections. Converting to taildragging The syllabus of taildragger training for an already licensed pilot, typically starts with upper air work to become familiar with the layout of the cockpit and general handling. This also gives the trainee pilot an idea of the glide performance and side-slipping if they haven’t already covered that in their training. The rest of Bill and Neroli Henwood. BTC at Haast ready to launch off on a strip flying expedition around Fiordland. Bill congratulating Damon on his first solo at Krippner’s strip in BQV in 2015. All you need and nicely complementary to the age of the aircraft. Dragging Your Tail31 2021 #5 the conversion course covers the ground handling and circuits, as that is where the differences are, compared to a nose-wheel aircraft that most pilots now train on. Ground handling points covered include taxiing in confined spaces, turns to clear under your nose for obstructions, handling the controls proactively in the wind, picketing, and taking care of fabric and a vintage aircraft. Flight training covers 3-point and wheeler take offs and landings, STOL, and crosswind operations. The last session covers circuits on the seal at nearby Hamilton Airport to discover the differences between seal and grass operations, and practice with ATC if required. All the type training above is integrated into the PPL syllabus for ab-initio trainees, and to date Bill has sent 18 students on their first solo in the Cub, trained three pilots to CPL level and one to C-Cat Instructor level. This is in addition to a myriad of BFRs and Super Cub Type Ratings. After completing a Type Rating, pilots often build hours for their next step in the taildragger world. It could be glider towing, vintage, warbird, or ag flying. Two prospective DC-3 pilots have been through our training as well. The aircraft are available for private hire for hour building and BQV is available for students for solo flying. The Waikato has a large number of options for pilots to show passengers the sights, including the west coast, Waikato River, Coromandel Peninsular and King Country. Numerous cafes are within one hour (at Super Cub cruising speeds) of Te Kowhai, including Raglan, Thames, Waihi Beach, Tauranga Classic Flyers Museum and Warbirds at Ardmore. Other options for taildragger hour building for students include an introduction to strip flying or terrain and weather awareness/mountain flying training. This is popular for those older pilots who have missed out on that training introduced to the PPL and CPL syllabus in recent years. Bill is also a glider Tow Pilot Instructor for those pilots interested in that line of work. We can teach students in their own aircraft, plus Bill is also a microlight aircraft instructor and ATO. Classic Cubs has been based at Te Kowhai since February 2010, training on a part-time basis in-between Bill’s airline pilot duties. The disruption to the aviation industry with the arrival of Covid 19, has seen Bill return to full time flight instruction, after taking early retirement from Air New Zealand. Te Kowhai airfield has developed over the last 40 something years from a farm paddock suitable for microlight aircraft to a 1200 m grass strip with a gentle camber for drainage. About 65 aircraft ranging from Bantam microlights to Piper Saratoga and Cirrus are based here in a combination of privately owned and airfield owned hangars. BP Avgas is available. From a training perspective the airfield is in uncontrolled airspace about 10 nm to the north-west of Hamilton Airport, so there is no need to transit to any training area - we are already there! This gives an obvious cost saving to students during their training. Hamilton is also close enough for training on the sealed runways, and for giving students experience interacting with ATC in controlled airspace. Bill and Neroli live only 5 minutes from the airfield so are always happy to see visitors and talk taildragging. Give us a call if you arrive and we aren’t in our hangar or out flying. Bill & Neroli can be contacted via www.supercub.co.nz, email: bill@supercub.co.nz or phone Bill on 021 065 4538 or Neroli on 021 063 7159. Neroli Henwood F K Perfect for getting taildragger time or just great fun. Subject to checkout. Experienced instructor available for training, BFRs, etc. Call Bill or Neroli. 021 063 7159 www.supercub.co.nz PA-18 Super Cub based at Te Kowhai Dr Anton Wiles & Dr Jon Nelson - ME 1 (New Zealand) - Australia (CASA) - U.K. and Europe (EASA) - AME (Canada) - United States (FAA) - Fiji Your Experienced Aviation Medical Services Team Patented Kiwi Made Spray Nozzles Improved Chemical Delivery Better Spray Drift Control Less Ground Time Tried and Proven Contact Glenn . 027 473 1403 . GlennKeane@xtra.co.nzKiwiFlyer Magazine Issue 76 32 NZ Soaring contributed by Jill McCaw In this column we have given frequent examples of why power pilots benefit from glider training. The obvious ones, of course, relate to engine failures and your ability to glide your aircraft into a safe landing without power. ‘Sully’ Sullenberger’s famous landing on the Hudson is an example of this, but closer to home, and a little less newsworthy, New Zealand’s light aircraft community have shared a few of their own examples in these pages. Jason Williams of Auckland was extremely grateful of his gliding experience when his hired power plane’s engine gave up over Raglan. This There’s a lot of excellent reasons to give gliding a go, but another is that Gliding NZ have recently developed a new Introduction to Flight programme aimed at delivering a great new student experience for first time participants. Jill McCaw explains how it works: Gliding NZ Introduction to Flight Programme Fabian Sivorarath high fives Simon Casey, President of WWGC, after an exciting flight. The third thing is that to a glider pilot, a descending circuit is normal. A glider can’t maintain height on the circuit and so I was well practised on a glide approach… I recommend all power pilots have a go at gliding, and not just to be prepared for an engine failure. There is pure joy in stick and rudder flying and you gain a huge appreciation for weather. It is the most magnificent thing to do. Jason has written my promo for me. If you don’t have a go at gliding to learn about landing, do it to learn about the air you are flying in, to read the atmosphere, wind direction, changing weather and the way the air moves around the mountains. Learn how to pilot your craft using only the energy in the atmosphere, to use your knowledge and skills to find rising air and climb high into the sky, to fly for as long and as far as you want – with NO engine. Do it for the joy of pure flight. Obviously, you’re not going to learn is from the article he wrote for KiwiFlyer after the event. What was it about my gliding experience that helped? There were three main things. When you’re flying around in a glider at 1000 feet, you’re looking for somewhere to land and it’s ingrained in you. So, when you’re at 1000 feet in a power plane you’re still automatically thinking, I could land there, that paddock would work, and which way is the wind coming ? When I lost power at 1000 feet, I already knew where I could get the aircraft down. Landing out in a glider is a given. At some stage, you will need to land away from your home airfield and usually that will be in a paddock. Because it happens all the time, you’re taught how to do it well, with your aircraft intact. You become comfortable with the idea of landing somewhere new and smaller than an airfield and it does set you up well for successfully pulling off a forced landing in a power plane. delivers a great new student experience33 2021 #5 F K all of that on your first flight – although I can guarantee that you are going to enjoy it. What does happen if you approach a gliding club? What can you expect? When it comes to these engineless aircraft, how do you learn to fly? Once upon a (not very long ago) time you would have fronted up to the club, had a trial flight and then decided whether once was enough, or if you wanted to take it further and join the club to start learning to fly gliders. Gliding New Zealand realised that one flight usually isn’t enough for a person to make that judgement and created the new Introduction to Flight programme which is now live in many clubs. This programme offers the trial flighter six flights and a three-month club membership. Wellington Wairarapa Gliding Club who are successfully running the programme, attempts to get the first three flights (or one hour’s flying time if that comes first) into the new member’s first day – to maximise the excitement but also to increase their understanding of how gliders work and what they can do in them. Wellington Wairarapa club uses a winch to launch so their first day is typically this: one early launch to experience the winch, one training circuit followed by a soaring flight to show what gliders are really capable of. The student receives a copy of the Introduction to Flight booklet which is used throughout as a training guideline and includes a logbook page. They visit the winch and sit with driver for two to four launches, participate at the launch point retrieving gliders and, if appropriate wing running, after training on the procedure. This is rounded up with the social wind down with other members in the clubrooms after flying – a very complete introduction into the sport. If the student chooses to continue, they have another three flights to complete within the next three months (or the next day if they choose). After six flights the student has a much better idea of whether gliding is the sport for them and the club membership they’ve already paid is rebated against full club membership. All items signed off in the Intro to Flight booklet are cross credited to the To Solo syllabus. Wellington Gliding Club reports that using the Introduction to Flight programme has tripled the conversion rate of new members compared to the use of single Trial Flights. If you’d like to experience the joy of pure flight, give your local gliding club a call. Jill McCaw soar AOTEAROA there’s no better place gliding.co.nz @glidingnewzealand @glidingnz 09 489 9650 val@hoodbrokers.com www.hoodinsurance.co.nz Public Liability Insurance Business Protection Insurance General Insurance Offering the best possible solutions to protect you business and yourself.KiwiFlyer Magazine Issue 76 34 contributed by Frank Parker with images by Gavin Conroy With this being a training-focused issue of KiwiFlyer, for his usual Warbirds page Frank Parker reviews some of the specialist training that is offered by the NZ Warbirds Association. The association can provide type and aerobatic ratings, as well as training for formation and display flying. The association can also approve aviation events and grant display approvals to pilots. Frank explains: The NZ Warbirds Association is best described as a ‘Co-operative Society’, that is a group which exists for the benefit of its members. As such, one of the Association’s core activities is to fly and display our historic aircraft for the benefit of ourselves and fellow aviation enthusiasts. To ensure succession for the future it follows that we must be able to train pilots to fly the aircraft. The first part of the puzzle is the Association’s Rule Part 149 Aviation Recreation Organisation Certificate. This certificate enables ‘Warbirds’ to conduct specific training including the issue of ratings, flight testing, plus the authorisation of aviation events Training with NZ Warbirds The entry point to flying all tail wheel type warbirds is the ubiquitous de Havilland Chipmunk - military, tail wheel, aerobatic, and affordable. NZ Warbirds contributed by Frank Parker For more information or to arrange a demonstration flight please contact Jim Lyver 027 440 0747 info@foxbat.nz www.foxbat.nz FOXBAT l VSTOL: Take off and land in just under 100m l VHF radios l The best ab-initio trainer to teach students to fly in l Tundra Tyres l Mud Flaps l Y shaped yoke with twin throttles l 30kg metal baggage bin with side door l Carry over 200kgs after full fuel35 2021 #5 and pilot approvals. An equal part of the puzzle is our cadre of experienced instructors who plan, organise and deliver the training packages. Training we conduct includes type and aerobatic ratings, formation training, and display flying, including low level display flying. Aircraft type ratings The requirements for aircraft type ratings are detailed in Rule Part 61 which is the basis for our procedures. This includes tail wheel conversion training and aircraft ratings from vintage WWI replica, to Tiger Moth, Boeing Stearman, heavy tailwheel (Harvard) and WWII fighter types, and jet trainer aircraft (Strikemaster and L-39 Albatros). With an emphasis on tail wheel types, the entry to this world of exotica is the ubiquitous Chipmunk. The Chippy is a 1950s vintage post WWII trainer, a delight to fly and ideal entry level for our sphere of flying. The Chippy is military, tail wheel, aerobatic and affordable. The progression from the Chippy can be backwards to the Tiger Moth to experience open cockpit, tail skid and no brakes, or forwards (well backwards in vintage but at 5000+ lbs it’s forwards in weight) to the Harvard, heavy tail wheel, retractable gear, and a constant speed prop. The Tiger is an end in itself, a 1930s de Havilland delight, or a step to the WWI types which have similar overall characteristics to the Tiger but some distinct peculiarities of their own. Similarly, The Harvard is also an end to itself, or if you are lucky to be in the right company (or make your own luck), the entry to the WWII fighter league. These are the epitome (I’m biased) of the Warbirds scene; big, heavy, high performance, and expensive. Aerobatic Ratings The requirements for an aerobatic rating are also detailed in Rule Part 61 and include ground and flight training. Warbirds run an aerobatic ground course, usually over the quieter winter period. This is a comprehensive course spread over four and a half days, covering legal requirements, principles of flight, aircraft performance, and individual manoeuvres. The ground course is a precursor to flight training conducted in the Air Trainer, Chipmunk or Harvard. This includes advanced stalling, spinning, unusual attitude recovery and finally individual aerobatics leading up to a basic aerobatic sequence. The aim of this training is to give pilots the confidence to fly their aircraft closer to the manoeuvre limit while enjoying this new flight discipline. Formation Training Formation flying is a further specialist discipline. Warbirds train to the USA based ‘FAST’ procedures. These are an amalgam of military procedures tailored to the Warbird scene. In my humble opinion, formation flying is the ultimate team sport – where you must have absolute trust in your fellow team members. Again, the precursor is ground training which covers rules (CAA etc.), protocols, disciplines, communications and visual signals. Flight training starts with two aircraft, the pair being the basic formation grouping. Initial lessons are achieving basic station keeping (i.e. holding position next to the other aircraft) and then moving on to formation positions and formation changes. For trainees there is an equal emphasis on wingman and leading disciplines for while the initial qualification is a two-ship wingman, the ultimate goal is to become a four-ship lead pilot. Formation flying is initially hard work, however, once mastered, very satisfying and the foundation to future display flying. Display Flying Display training is a follow on from aerobatic and formation training, as both these disciplines are basic to displaying an aircraft in an aviation event environment. When a pilot is proficient at these skills they are introduced to Low-Level Display training. Once more, there is a ground element to cover the pertinent rules and protocols of display lines, limits, emergencies, etc. The budding pilot will then be mentored by a supervising instructor to develop and fly a display within the pilot’s and aircraft’s limits Pilots who pursue display flying will find the training challenging and the result rewarding. It is one of the Association’s core functions, to display our aircraft. Authorisations With the Part 149 Certificate, NZWA has the authority to approve aviation events and issue pilot display approvals. In the case of aviation events, the event organiser will present their plans and Warbirds will review them for compliance with the rules and, if satisfactory, issue an Aviation Event Approval. It sounds simple but in fact is a detailed exercise, ensuring the event complies with all the restrictions of crowd lines, display lines, display clearance limits, safety plans, emergency plans, etc. Often, we will need to work with the organiser to reach an acceptable solution to meet their expectations and regulatory requirements. In these days of ‘regulated safety’ it can be an exhaustive exercise to meet the known and perceived requirements. The area of Pilot Approvals centres on the issue of Low-level Display Approvals referred to above. Every pilot displaying an aircraft at an Aviation Event requires a Display Approval, and currently NZWA is the only organisation able to issue these. For the entry level pilot, approval starts with ground and flight training to ensure a pilot has the skills and disciplines to display an aircraft at low level in an air-show environment. Experienced pilots are required to undertake ground refresher training every two years and endorsement from a supervising instructor on an annual basis. Every pilot who participates in air-show displays or aerobatic competitions has been trained and/or vetted by NZWA as safe to conduct their displays – quite a daunting and responsible task. The above summarises NZWA pilot-centric training to support our core objective to ‘Keep ’em Flying’. The Association is fortunate to have a high-calibre group of qualified and experienced instructors who donate their time and expertise to make it all work. Frank Parker: Frankly@xtra.co.nz F K Ardmore Airfield, Papakura. Phone: (09) 298 9207 Email: office@nzwarbirds.org.nz www.nzwarbirds.org.nz N EW Z EALAND W ARBIRDS Join New Zealand’s most colourful aviation fraternity Membership includes free access to the Visitor Centre and weekly email ‘Ops Orders’ newsletter. KiwiFlyer Magazine Issue 76 36 Aviation Insurance contributed by Bill Beard Is it time for a hangar spring clean? Hangars are a great place to store not only the aircraft they were built to protect, but also all manner of things that the aircraft owner may want to keep. Actually many owners treat them as a garage and warehouse in addition to an aircraft hangar. This is not an uncommon practice, but it can lead to hazardous conditions that concern insurers who provide coverage for the hangar as well as the aircraft within them. Every now and then there are fires started by unsafe storage practices and poor housekeeping that destroy aeroplanes that the hangar was meant to protect. Aeroplanes seldom, if ever ‘self ignite’. It’s more likely the loss will be caused by faulty wiring or an appliance that malfunctions. Also living quarters built into hangars are another source that can contribute to the cause of fires. Hangar fire prevention is based on using common sense. Ignition sources and combustibles in a hangar are usually in plain view if you take the time to look for them. Here are some items to consider when walking through your hangar: 1. Fix any faulty electrical wiring and connections. This includes frayed wiring, overlong extension cords, broken or corroded fixtures and switches. A main switch by the door that turns off electricity to the entire hangar is a good safety feature. 2. Oily rags used for maintenance and cleaning are a common spontaneous combustion source. These should be removed or stored in a fire-rated container. 3. Don’t tolerate fuel leaks in your aeroplane that cause detectable odours. Just fix them. 4. Batteries are a potent heat and ignition source. The long-term or routine connection of unattended chargers in or out of the aeroplane or vehicles is not recommended. 5. Make sure there is a fire extinguisher available. Be sure you have the correct type and that it is current and fully charged. It should be in the most accessible part of the hangar. 6. The number one domestic fire hazard is normally cooking. You should not leave the hangar when you’re cooking. 7. If you have an old beer fridge, you should know that one-third of all residential fires are caused by appliances and electrical faults. If the appliance is no longer suitable for the home, it should not be in your hangar. 8. There’s really no good reason to store fuel in a hangar other than what’s in the aeroplane. There should be no draining of fuel or fuelling in a hangar including mogas for microlights and LSA’s. This is asking for trouble and static-induced fuel fires from plastic containers are alarmingly regular occurrences. The same situation can be created by draining fuel from an aircraft within a hangar. 9. It is important to get rid of the oil-soaked carpets and rubbish and remove the boxes of junk you’ve been storing, to eliminate a source for a fire. 10 . Establish a check list for the hangar by the door as a reminder to check for appliances to be turned off, fuel containers to be emptied or removed, and rubbish to be carried out. Aircraft and related parts that have not been replaced by other parts are normally covered by your aircraft policy. Your hangar and other contents are generally covered by a premises and contents policy. If you are not sure if a particular item is covered or not you should check with your broker to make sure you have the coverage you need. A little prevention will go a long way to avoid a claim and even higher premiums under these policies. To discuss any aviation insurance questions, contact Arden Jennings at Avsure on 0800 322 206. Full policy wordings are listed on our website.The KiwiFlyer Guide to Aviation Training 2021-2022 Supplement PRIVATE COMMERCIAL RECREATIONAL AEROPLANES HELICOPTERS MICROLIGHTS AUTOGYROS MAINTENANCE ACADEMIA WORDS OF WISDOMKiwiFlyer Magazine Issue 76 38 We are a commercial helicopter operator who also offers a range of flight training options. Our full-time students have the opportunity to be involved with the commercial operations and gain valuable experience while training. Our team of instructors has a broad range of experience including Multi-engine IFR operations, precision lifting, snow and ice operations and extensive mountain experience. We will not only teach you to fly a helicopter, you will also gain the skills and the required attitude to secure your first job. Our results speak for themselves with all the company’s past students now flying commercially throughout the world. Contact us now to begin your exciting new career flying Helicopters. Learn to Fly with Helicopters Nelson Located at Nelson Airport. fly@helicoptersnelson.co.nz 8 FLY NELSON www.helicoptersnelson.co.nz PRIVATE LICENCE COMMERCIAL LICENCE BFR • TYPE RATINGS NIGHT RATINGS MOUNTAIN & SLING ROBINSON SAFETY AWARENESS TRAINING (by arrangement) PREMIUM FLIGHT TRAINING The KiwiFlyer Guide to Aviation Training WELCOME to the KiwiFlyer Guide to Aviation Training in New Zealand. This special annual supplement includes words of advice from some very experienced operators as well as profiles of leading flight training providers from around the country. Participants in this Guide cover a broad training spectrum and readers will find a wealth of opportunity whether it be a microlight certificate for Sunday flying, a PPL to take the family on holiday by helicopter, through to fully structured programmes designed to set the career pilot up on a fast track to airline employment. Copies of this issue of the magazine are being sent to more than 500 Careers Officers at every NZ Secondary School and students interested in aviation will find much useful information within. Aviation training is not limited to just practical and theory tuition either. There are huge opportunities in aircraft engineering or combine both as a sought-after pilot engineer. There are also pathways to an aviation focused academic career with opportunities to combine flight training and University degrees in aviation disciplines that can extend all the way to Doctorate level research. There is also much included in these pages for existing pilots to consider in terms of getting current for summer or refreshing and About this Guide extending skills to a higher level. How about adding some ratings to your licence, undertaking aerobatic or other advanced training, or learning to fly an autogyro or glider? How about joining those people who fly tail wheel aircraft? As well as the fun of learning, new skills will sharpen the mind and add confidence. Some advanced mountain training or some basic glider training might turn out to be very helpful to have someday. Even those who might not be immediately interested in training for themselves should find it interesting to look through this guide and observe the many and varied training approaches that are available. The range extends from small companies and personal one-on-one tuition through to corporates with fleets of aircraft, an array of lecture facilities and purpose built student accommodation, and everything in between. In most cases, participants in the guide provided their own material for publishing and often are speaking directly to prospective students. Several have taken the opportunity to tell of student achievements that they are justifiably proud of. Our industry is a close one and word of mouth is a frequent and trusted form of recommendation. If someone asks for your advice on matters of training, please refer them to this Guide which is also available for download from our website along with most other KiwiFlyer articles and back issues. 39 2021 #5 Words of Wisdom for your Career in Aviation Experienced instructor team with a strong emphasis on safety and professionalism Cessna 172 training course Highest possible EER rating with NZQA NZ Diploma courses with StudyLink loans Clean, modern, and affordable student accommodation @ $170 per week NZICPA the Professional’s Choice! Getting a Head Start There are several organisations discussed in the following that make it their business to help develop the next generation of aviation enthusiasts and professionals. Mostly volunteer-based, these organisations offer a variety of ways a young person can become involved in aviation either for general interest, recreation, or with a career in mind. The Walsh Memorial Scout Flying School is an annual two week tented flying camp held at Matamata in the Waikato for 16 to 20 year olds. Most of the approximately 45 ab-initio students attending will solo during this time. The camp is a National School of Scouting NZ and is supported by numerous corporates, individuals, and the local community. Members of Scouting NZ have priority for places up to the end of August and then remaining places are open to all applicants. All staff, instructors and controllers attend on a voluntary basis, with varying levels of support from their employers. For more information go to www.scouts.org.nz then click on National Schools/Flying The Youth Glide Soaring Development Camp is a live-in event aimed at taking any gliding youngster, at any stage of flying, and helping them to develop further. These events are run by Youth Glide NZ which is a not-for-profit organisation providing education, tuition and training for all relevant skills necessary for gliding in NZ. Participating students range in ages from 14 to 24. Instructors, tow pilots and other helpers give freely of their time and expertise, many of whom come back year after year. The programme is augmented by great educational and social events. For more information visit www. gliding.co.nz The Air Training Corp is part of the New Zealand Cadet Forces (NZCF) and is for both girls and boys aged 13 to 18. The NZCFs are a voluntary, disciplined, uniformed youth leadership training organisation and while they are not part of the New Zealand Defence Force (NZDF), they are directed by the Chief of Defence Force, on behalf of the Minister of Defence, and are supported in partnership by the NZDF and the community. One of the major events within the ATC is the National Aviation Course, which is a week-long flying course held at RNZAF Base Woodbourne in January each year. Students study Each year when producing this Guide to Training we have included articles from senior industry figures offering advice to students of aviation from how best to get started, to decision making along the way, and how best to present oneself to a future employer with fresh licence in hand. For this edition, we have revisited some of these earlier articles and extracted numerous ‘words of wisdom’ from within. For the full text of each article, visit www.kiwiflyer.co.nz where back issues are available for free download.Next >