We planned for NZGS:
PM-WEBER-NR-WO-GS
Pre-flight planning and pre-flight complete, Chris, Dan and myself headed out to our aircraft. Cleared to NZGS via flight planned route at 7000 ft. After the standard run-ups and checks we departed off runway 25 and climbed away to the east.
Climbing through 2600 ft
Overhead NR we then tracked to the Wairoa (WO) NDB. NR tower instructed us to contact GS tower at WO and cleared us to descend to 6000 ft. We heard a Skyline Aviation PA31 get airborne from NR heading to GS at 5000 ft. He was on the same track as us so the 6000 ft descent limit allowed for 1000 ft separation.
The east coast of the North Island is essentially all procedural airspace, that is non-radar. Because of this ATC will use precautionary holds and timed arrivals to separate traffic. Two IFR aircraft arriving within a few minutes of each other at GS gave the tower controller a bit of work. We called him overhead WO as instructed.
The PA31 that was on the same track as us called after us. He was about to "undertake" us (180kt vs. 100kt!). Tower cleared him for descent after he requested a visual approach with the condition that he report leaving every 1000 ft on his way down. This would enable tower to give us descent and ensure separation. Chris requested the VOR/DME 32 approach. We were cleared as requested, via the overhead. When the PA31 reported out of 4000 ft we were cleared to 5000 ft.
Turning right onto track
Climbing through 2600 ft
Nearing WEBER we turned left to track overhead NR VOR and then onto WO and NZGS. The weather was fantastic with outstanding visibility and few clouds. However we could see lenticular clouds forming high over the ranges. a sign of the impending westerly change.
Fairly quiet in the cruise so Chris briefed himself on the approach at NZGS. He was keen on the VOR/DME 32 approach, via the overhead, for currency (3 hours IF, 3 approaches, 3 months). NZGS was reporting a light northerly and sky clear.
Overhead NR we then tracked to the Wairoa (WO) NDB. NR tower instructed us to contact GS tower at WO and cleared us to descend to 6000 ft. We heard a Skyline Aviation PA31 get airborne from NR heading to GS at 5000 ft. He was on the same track as us so the 6000 ft descent limit allowed for 1000 ft separation.
The east coast of the North Island is essentially all procedural airspace, that is non-radar. Because of this ATC will use precautionary holds and timed arrivals to separate traffic. Two IFR aircraft arriving within a few minutes of each other at GS gave the tower controller a bit of work. We called him overhead WO as instructed.
The PA31 that was on the same track as us called after us. He was about to "undertake" us (180kt vs. 100kt!). Tower cleared him for descent after he requested a visual approach with the condition that he report leaving every 1000 ft on his way down. This would enable tower to give us descent and ensure separation. Chris requested the VOR/DME 32 approach. We were cleared as requested, via the overhead. When the PA31 reported out of 4000 ft we were cleared to 5000 ft.
Down the 3000 ft as the PA31 cleared 2000 ft we tracked on the GS VOR in preparation for the approach. This teardrop approach would take us out into the bay for 5.5 DME and then a right hand base turn to track inbound and lined up with runway 32. MDA is 420 feet.
Tracking outbound
Inbound. See the runway?
Standard takeoff followed by the right hand turn I established on track. As we were in non-radar airspace once established on track I called tower and told them I was established, climbing to 8000 ft and gave an ETA for WO. At WO I was instructed to call NR tower. That was easy. A bit further down the track I could see the size and extent of the lenticulars had increased, so I prepared for some mountain waves a bit further south.
Passing overhead NR I could see a definite mountain wave. It was going to be interesting near WEBER. Sure enough approaching WEBER the up and down drafts started. Not too bad but I thought we'd be better a little lower. I asked Ohakea control for a block clearance 6-8000 ft. They obliged. I managed to pick up the PM ATIS. They were reporting BKN at 2500 ft and 30 km visibility. But there was a big bank of cloud between us and PM so I prepared for the VOR/DME 25 approach. Turning towards PM from WEBER the ground speed dropped to around 50 kts! We were heading straight into a 50-60 kt westerly! It was going to take a while to fly the 40-odd nm to PM. At least it was smooth at 6000 ft. Anticipating rough air nearing the ranges I tightened up my seatbelt straps. Luckily it remained smooth and we finally made it onto the approach.
From start to engine off had taken 2.3 hours compared with 1.8 for the trip up.
I now had over the 50 hours required and was therefore an IFR instructor (after I got it signed off by an A-Cat).
Next on the list is the Multi Instructor ticket......
Tracking outbound
Inbound. See the runway?
An uneventful landing ensued. GS is quite unique as there is a railway line going through the runway. The railway was there first so I guess that's the way it's got to be! After a brief coffee and a bit of cake at the airport cafe (very good BTW. They use Havana coffee and make a fantastic long black) we headed back to the plane to take it back to NZPM. This was my leg. I filed the plan through the NBO on the 0800 number. We were to route the opposite way back to NZPM at 8000 ft. Start, run-ups and checks complete we were cleared to PM via flight planned route at 8000 ft and cleared a right visual departure to cross overhead the VOR at or above 1500 ft due to circuit traffic.
Passing overhead NR I could see a definite mountain wave. It was going to be interesting near WEBER. Sure enough approaching WEBER the up and down drafts started. Not too bad but I thought we'd be better a little lower. I asked Ohakea control for a block clearance 6-8000 ft. They obliged. I managed to pick up the PM ATIS. They were reporting BKN at 2500 ft and 30 km visibility. But there was a big bank of cloud between us and PM so I prepared for the VOR/DME 25 approach. Turning towards PM from WEBER the ground speed dropped to around 50 kts! We were heading straight into a 50-60 kt westerly! It was going to take a while to fly the 40-odd nm to PM. At least it was smooth at 6000 ft. Anticipating rough air nearing the ranges I tightened up my seatbelt straps. Luckily it remained smooth and we finally made it onto the approach.
From start to engine off had taken 2.3 hours compared with 1.8 for the trip up.
I now had over the 50 hours required and was therefore an IFR instructor (after I got it signed off by an A-Cat).
Next on the list is the Multi Instructor ticket......
