James’ Air NZ Study Notes

Tech Quiz Notes

Pans Ops and Performance

- V1 – Max speed at which T/O can be aborted and stop in ASDA. Min speed at which T/O can continue and
achieve the required height above the T/O surface in the distance required. V1 must be >= Vmcg <=VR
<=Vmbe

- Vr – Never < V1 or 1.05 Vmca

- V2 – SE climb or TOSS. Speed at the 35’ screen height to 400’. >= 1.2 Vs , >=1.1Vmca

- Vmca – Min airspeed for recovery of A/C after failure of the critical engine. Must be able to maintain S+L
flight at Vmca (no yaw and AoB < 5 degrees)

- Vmcg – Min speed on ground during T/O run that control can be recovered using aerodynamic controls,
when critical engine fails and all other engines are at T/O thrust.

- Va – Design manoeuvring speed. Speed above which you cant use full or abrupt control movements or
operate in turbulent conditions as overstress may occur.

- Performance group A – Can proceed in IMC after critical engine failure at V1 to suitable aerodrome for
landing.

- Runway – Rectangular area for T/O + LDG run of aircraft.

- Stopway – Area beyond runway capable of supporting aircraft for braking.

- Clearway – Area beyond runway which aircraft may fly to a height of 35’.

- TORA – Take off Run Available

- TODA – Take off Distance Available

- ASDA – Accelerate Stop Distance Available. Calculated using distance to accelerate, 1 sec recognition, 2
sec transition, distance to brake.

- Balanced field – TODA = ASDA. Critical that abort occurs at Vef. Performance will be marginal as at
performance limit.

- Vlof – Limited by max tyre speed of Vmbe.

 - Climb Segments

o 1st Segment – 35’ to Gear Up. (+ve ROC)

o 2nd Segment – End of 1st segment to flap retract height. V2. (2.4%)
o 3rd Segment – Level acceleration to final climb speed. (1.2%)
o 4th Segment – End of 3rd segment to 1500’. >= 1.2Vs (1.2%)

- Increased V2 – Improved climb gradient and increased TOW.

- NTOFP – Ends at 1500’

- Extended 2nd segment climb – Used for obstacles in 2nd/3rd segment. Climb in 3rd segment with flap. Up to 5
mins then MCT. For clearance in 4th segment must be clean by 400’.

- Reduced thrust T/O’s – Dependent on field length, obstacles, climb gradients and TOW. Can result in
longer climb time and higher fuel burn. Must not be used with contaminated runways, mixed engine configs
and any non standard T/O.

- Screen height for wet T/O is 15’

- Critical Engine – Jet A/C have no critical engine unless in a cross wind when the most windward engine
becomes critical.
- Standard SID is 3.3% / 200ft/nm

- SID starts 16ft above departure end of runway

- Net Takeoff Flight Path extends 45m either side of centre line at 0.1D and extends out to 600m (track
change less than 15°) or 900m (track change greater than 15°)

- Obstacle clearance in NTFP is:

35ft if AOB less than 15°

50ft if AOB greater than 15°

- Missed Approach

Standard missed approach requirement is 2.5% / 150ft/nm

Provides not less than 98ft obstacle clearance.

- Landing weight is limited by 2 factors:

Landing Field Length

Approach Climb Limit

Approach Climb Limit – SE, 2.1% reqd

ME, 3.3% reqd
- ETOPS

Rules state that an aircraft must not be more than 90 minutes at normal cruise speed or 60 minutes single
engine cruise from an adequate airfield. Extended Range Twin Operations now also known as EROPS
(Extended Range OperationS) allows operation of twin engine outside this rule.

With an ETOPS rating aircraft can operate 90, 120, 138 and 180 (207 and 240 are also possible) mins from
an alternate.

180 mins approval allows crossing of most of the Pacific and Atlantic. Individual aircraft must be specifically
authorised for ETOPS flight.

ETOPS is based on SE configured cruise in nil wind at 10000 (depressurised)

Adequate = ATC, Nav Aids, Safety cover, wx below alternate minima but above landing minima.

Suitable = Adequate + Wx at time of use will very likely be at or above the met minima.

Crew must make sure that on the day in question sufficient adequate airfields are suitable for the intended
operation.
Meteorology – Gen 3.5

METARS

- Routine aerodrome reports in METAR code.

- Issued hourly on the hour.
- Outside ATS hours of service auto METARS may be passed to aircraft.
- Auto METARS are produced every 30 minutes.
- Auto METARS don’t include VC, cloud type, visibility direction.
- /// indicates that the variable is not detected.

SPECI

- Issued off the hour in METAR code.

- Issued when some weather value changes significantly.
- SPECI reporting improvement is based on improvement of 10 minutes or more.

RVR

- Reported at AKL only when vis is below 1500m.

- Touchdown, Midpoint and Stop-end visibility is reported.
- Midpoint and Stop-end only reported when less than TDZ or 600m.

TAF

- Aerodrome forecasts in coded format.

- Issued for the AM (1430-1630 UTC) and PM (2130-2215 UTC) for most A/Ds.
- Further TAF issued for night ops at certain places.
- At AKL, WLG and CHC TAFS are issued at 0000 0600 1200 and 1800 UTC.
- TRENDS attached to METARS and SPECI replace the TAF for the 2 hr validity of the trend.
- Cloud is reported AAL.

SIGMET

- Issued for hazardous weather phenomenon.

- Valid for 4 hours.
- Volcanic and tropical cyclone SIGMET are valid for 6 hours with an outlook for the following 12.
- CAVOK – No cloud below 5000’ (6500 WN, 7000 CH), Vis > 10K and no significant weather.

- Jetstreams – A strong narrow current of air, concentrated along a horizontal axis in the upper troposphere
or lower stratosphere can be up to 1500nm long, 200nm wide and 12,000’ deep. Wind strength must be
greater than 60 kts. Subtropical and Polar Jetsreams. Occur in breaks between the polar/subtropical or
subtropical/equatorial tropopause where there is a marked and rapid temperature difference This break
occurs between the 300 and 500 hpa level (Polar) and at 25-35 latitude (Subtropical). In the southern
hemisphere the polar jetstream is usually associated with a cold outbreak from the polar front. CAT in warm
air on polar air side of jet.

- ITCZ – Intertropical Convergence Zone. Roughly runs coincident with the equator but due to earths surface
ie land/water has local variations. Relatively stable over water moves over land masses in season
(Australia in southern summer, continental Africa and asia in northern summer). Weather is generally very
unstable with a band of Cb that can be as wide as 600km, Cbs cause turb and significant icing.
Law

ENR 1.1 – General Rules and Procedures

5.1.3 - Must notify ATC of any variation in TAS greater than 5%.
5.1.4 - Must notify ATC of ETA error in excess of 2 minutes.

9.1.1 - Separation is provided between IFR aircraft in A, C and D airspace.

- Separation is provided between IFR and VFR aircraft in C airspace.

9.2.1 - Separation is NOT provided between IFR aircraft in class G airspace.

9.3 - Vertical separation is 1000’ below FL290. 2000’ above.

- Different rules for RSVM aircraft. 1000’ above FL290 can be reduced further to 500’ in some
circumstances.

9.8 - Outside controlled airspace IFR separation is the responsibility of the PIC.
- Traffic info will be passed by appropriate ATS unit on other IFR traffic.

ENR 1.3 – Instrument Flight Rules

1.4.1 - PIC is responsible for controlled airspace containment except when under radar vectors.

3.1.1 - Clearances will avoid GAA’s except when PIC intends to operate within a GAA and complies with its
procedures.

ENR 1.5 – Departure, Holding and Approach Procedures.

1.2.2 – Altitudes in procedures ensure obstacle clearance but do NOT provide controlled airspace containment.

2.2.5 – SID starts at 16’ above departure end of the runway.

2.2.7 – Standard SID requirements are 3.3%, Max IAS in turns of 165 (Cat B) and 265 (Cat C)

2.3.1 – Departure minima are as per IFG or 300’/1500m as standard.

Max IAS for turns during SID procedure at approx AOB of 15
CAT A- 120kts
CAT B- 165kts
CAT C- 265kts
CAT D- 290kts
3.2.1 – Minimum holding altitudes give 1000’ obstacle clearance and 2000’ in mountainous areas.
3.3.4 – Outbound timing is 1 minute at 14,000 or below and 1.5 minutes above 14,000.

3.3.6 – All turns 25 degrees or 3 degrees/second.

3.4.1 – 5 degrees either side of zone entry boundaries for joining procedure.

3.4.5 – When entering a hold from an Arc use parallel or direct entry.

4.5.1 – If within 30 degrees of the outbound course for a teardrop approach can proceed directly outbound.
Otherwise must enter hold. No provision now for pilot ensuring terrain clearance.
4.14.3 – Lead bearing on arc provides 2nm lead distance to final approach.

4.14.3 – Cant descend via the arc until established within 1 NM of arc distance. Maintain route MSA until
established,

4.15.1 – Don’t descend below DA, DH or MDA until required visual reference is established.

4.17.6 – Missed approach procedure provides 98’ obstacle clearance. Standard gradient is 2.5%.

4.17.7 – If approach aid fails can continue approach if an alternative approach procedure is available. Must comply
with new minima. (Eg DME failure).

4.23.8 – For a visual approach at night the runway lights must be in sight.

ENR 1.6 – Radar Service and Procedures

2.1.1 – PSR range is 80nm

3.1.1 – SSR range is 256 nm

4.7.3 – Radar control requires 25° AoB.

4.7.5 – When under radar control, terrain clearance is provided and so is controlled airspace containment.

4.9.2 – Speed control must be complied with. Must fly within 10 kts of requested speed.

4.9.10 – No speed control inside 5 nm on an instrument approach and 4 nm on a visual approach,

4.11.2 – Direct routing will be monitored. Pilot still responsible for navigation.

4.11.5 – Obstacle clearance when operating direct routing will be either by radar terrain, above 13000 (FL160 in Mt
Cook area), or area MSA.

4.11.6 – Direct routing on unevaluated tracks is available above FL160.

4.12.1 – Radar terrain is 1000’, 2000’ over mountainous terrain and 3000’ over volcanic area at level 1.

4.13.1 – Standard radar separation is 5nm. 3nm within 60nm AA, OH, WN and CH.

- Part 121 = Operation of ATO or CTO aircraft having more than 30 pax seats or with a payload capacity of
more than 3410 kg.

- Dangerous Goods

Class 1 Explosives Every

Class 2 Gasses Girl
Class 3 Flammable Liquids Likes
Class 4 Flammable Solids Sex
Class 5 Oxidising Substances Orally
Class 6 Poisonous/Infectious Plus
Class 7 Radioactive Material Receiving
Class 8 Corrosives Cum
Class 9 Miscellaneous Miscellaneously

No longer 1000’ markers but Fixed distance markers. 300m from threshold. Touch down zone markers are spaced
150m apart.

RWY centreline lights change to alternating Red/White lights at 914m and all red at 300m from end of RWY.
High Speed Flight and POF

- ISA – 1013.25 hPa, 15˚C, 1.98˚/1000’ up to 36,090’ then -56.5˚C. 1.225kg/m3, G=9.8

- LSS ∂ T

- Speeds in a climb – k IAS = TAS + Mach No. 

k Mach No. = IAS + TAS 
k TAS = IAS  Mach No. 

- Cruise Mach # will be more limiting in warm temperatures and the higher the A/C climbs.

- Mcrit is the speed at which the free stream flow mach no. = 1.0 on one point on the airframe. Usually
occurs on the upper part of the wing or around the cockpit structure. This is caused by the airflow
accelerating around those parts of the aircraft. Mcrit  with a  in weight. Past Mcrit buffet may occur,
mach tuck begins as COP moves rearward and drag increases due to shockwaves.

- Mcrit is most limiting at high weights and cold temperatures.

- Sweepback

o Sweep back is used on transonic transport aircraft to delay the effects of compressibility and delay
the onset of transonic drag rise.
o A swept wing will have a lower CL Max and a higher geometric stalling angle.
o Swept wings also create larger vortices at high angles of attack. This greatly increases drag.
Reduced with the use of wing fences and vortex generators and leading edge slots/slats.
o Swept wings stall at the wingtip first. Washout is used to reduce this tendency.
o Swept wings tend to have better stability in turbulence than straight wings.
o When a swept wing stalls at the tip the COP moves inboard and forward, this reduced the nose
down L/D couple and causes a pitch up at the stall.
o Mach tuck is caused by the rearward movement of the COP as speed increases

- Dutch roll is an oscillatory instability. Caused by a predominance of lateral stability. A/C yaws, secondary
affect is roll, as A/C is laterally stable it returns to original position, this roll causes yaw and so on. Reduced
by yaw dampers.

- Aileron reversal occurs at high speeds when the downgoing aileron increases lift at wingtip. This causes a
twisting moment which will reduce the angle of incidence at tip thereby reducing lift in larger proportions. As
lift is now reduced on the wing that should have more, controls are reversed! At high speeds ailerons may
be locked out to avoid this wing twisting.

- All moving tailplanes are used to overcome the problems associated with the large COG ranges, speed
ranges and large pitch forces in transport category aircraft. The all moving tailplane also reduces drag at
high airspeeds and provides control when shockwaves form at transonic speeds.

- The area rule is a design function that blends areas where surfaces such as wing, fuselage and tail join.
Sometimes referred to as a “coke bottle” shape reduces shockwaves.

- Aerodynamic ceiling. Mach buffet = low speed buffet.

- Power assisted controls help the pilot to move controls. Power operated controls operate the controls but
require artificial feedback. ‘Q feel’ uses springs or hydraulics to artificially give the pilots feel of the controls.

- COG – An aft COG increases range and decreases the stall speed.
Nav

- Great Circle – Shortest point between two points on the earths surface. Radius is same as the earths.
Radio Waves follow GC tracks.

- Small Circle – Circle whose radius is not that of the earths.

- Rhumb Lines – Lines that cross meridians at the same angle.

- Lamberts Chart – Lamberts Conic Conformal, chart is orthomorphic. Great Circle tracks are represented as
straight lines, Rhumb lines are curved concave to the poles. Scale is considered constant.

- Mercator Chart – Orthomorphic, poles are not projected and the scale is not constant.Meridians are straight
lines as are parallels but they expand away from the equator. Rhumb lines are straight and great circles are
curves convex to the nearer pole.

- Remember for practical questions for large over water flights A/C fly great circle tracks which are concave
to the equator.

- Departure – Dist of 1 degree of longitude at any latitude. Distance = dlong x cos lat

- Convergency – Angle between two meridians at a given latitude. = dlong x sin mean lat

- Conversion Angle – Angle between GC track and rhumb line track = .5 x convergency.

- Flying east makes the days shorter

- PNR (Mins) = (E x H) / (O + H)

- ETP (NM) = (Dist x G/S Home) / (G/S Onwards + G/S Home). ETP moves into wind.

- TAS = IAS + (ALT in 000sx1.1)

A/C Systems, GPS and RNP

- How many satellites are required to calculate a 3D position?

Four Satellites are required

- How many satellites are required for RAIM detection?

Five Satellites are required

- How many satellites are required for RAIM detection and exclusion?

Six Satellites are required

- How does the clock in the GPS reciever remain synchronised to the satellites?

Satellite produces a signal with a timing code. The receiver produces the same timing code at the same
time. The receiver slews its timing code to bring it in time with the satellite code.

- What basic level of accuracy can be expected 95% of the time when using uncorrected (non- differential)
GPS navigation?

100m

- What pilot qualifications are required before conducting a GPS approach?

Endorsed in Logbook by Flight Examiner as competent on Make/Model as well as recency requirements.

- What pilot qualifications are required before conducting GPS Navigation in the En-route and Terminal
Phase?

Nil

- Where are the Civil Aviation Rules pertaining to GPS operations in the NZFIR contained?

CAR Part 19, Sub Part D, Transitional Rules

- When can “G” be entered in item 10 (navigation equipment) of an ICAO flight plan?

All requirements of CAR Part 19 Subpart D are satisfied and pilot qualifications complied with.
Planning Exercise
Solution to above planning exercise… (Could be wrong!)

Problem: Due to fuel pump failure descent is required to FL150 this causes an increase in fuel burn. Can you still
continue to LAX, if not, what is the least delay option?

Facts…

Total duty to go Newark to LAX and return = 8hrs

Crew signed on at 2100 hrs so must have signed off by 0700

At A: 8500kg fuel available. 8500-1500 (reserve) = 7000kg/3000kg = 2.33 hrs endurance. LAX is 2.5 hrs away.

So….. it is not possible to continue to LAX with the defect you must land somewhere. What are the options that are
suitable in regards to maintenance, fuel, duty and crew.

Newark – Fuel, Mx, CSA’s. 0430 departure restriction means that 10 hrs duty will be busted if stop then continue. X

Washington – Fuel, Mx, CSA’s. 0400 departure restriction means that 10 hrs duty will be busted if stop then
continue. X

Las Vegas – Fuel, No mx X

Chicago – Fuel, Spare Crew. Closed 2130 – 0130 will run out of fuel before opening. X

Denver – Fuel, Mx 

So… Denver is the only feasible option for a diversion. Now plan fuel and crew issues separately. As well as
exposing the A/C to the minimum risk.

Quickest way to Denver is AChicagoDenver. This takes 1.5 hrs/4500 kg fuel. On arrival at 2350 crew has
done 2:30. Fuel remaining is 4000kg.

However… As crew can only do 10 hrs duty before a break and due minimum time to LAX then via flight plan to
Newark is 8.5 hrs (with mandatory turn around times), crew will do 11 hrs. This is not allowed so will need to use 2 nd
crew to minimise delay.

So after mx and a refuel, A/C and crew A fly to Chicago, arriving at 0230. 2 nd crew then flies.
ChicagoDenverLas VegasLos AngelesLas VegasBAWashingtonNewark. Duty time for 2nd
crew is 0330 till 1100 = 7.5 hrs. A/C arrives 6 hrs late.
 Time Fuel Duty
Leg Depart Arrive Depart Arrive Crew A Crew B
D A D A

A - Chicago 2200 2230 8500 7000 1:00 1:30

Chicago - Denver 2230 2330* 7000 4000 1.30 2:30
Denver - Chicago 0130 0230* 11500 8500 4.30 5:30
Chicago - Denver 0330 0430 8500 5500 0:00 1:00
Denver - Las Vegas 0430 0530 5500 3500 1:00 2:00
Las Vegas - LAX 0530 0630* 3500 1500 2:00 3:00
LAX – Las Vegas 0730 0830 9500 6500 4:00 5:00
Las Vegas - B 0830 0900 6500 5500 5:00 5:30
B-A 0900 1000 5500 3500 5:30 6:30
A - Washington 1000 1030 3500 2500 6:30 7:00
Washington - Newark 1030 1100 2500 1500 7:00 7:30

* Turn Around
Panel Interview

Personal Questions

- Tell us about yourself, how have you made it to where you are?

Start at the beginning. Ie Oldest of four boys….

- What will you bring to the role of S/O?

Professionalism, Commitment and Good Humour, Can Do attitude!

- How do you feel about being away for long periods of time?

I actually prefer it to having one day at home, one away etc

- Why Air NZ now given you have only been at Mt Cook 14 months?

Love my job at Chook and really enjoyed my time at Eagle. Always taken the view that I wanted a
career rather than just a job. The progression from Eagle to Chook to Air NZ fulfils that desire to
have experience across many facets of the industry.

- Tell us about losing your staff travel privileges. Did you break a policy?

I have never deliberately broken the staff travel policy including never using it for business, and
didn’t use it for that fact when travelling to the interview, but I mucked it up. I made the bookings
but they were changed a couple of times and I didn’t really pay attention to the fact that the majority
rule might have been breached.

- How will you stay motivated with long periods of time to fill in?

Lots of little projects to fill in down time. Boatmasters, French etc

- Greatest disappointment in aviation?

Not passing my first attempt at my ATPL whilst at Eagle. No time to feel sorry for myself, 1 week
turnaround.

- Flying achievements?

Set the goal of a command by the time I was 30. Passing all my UK exams and 3 flight/practical
tests in under 6 months!

- Achievements/activities outside aviation?

Sailing, Skiing, Tramping, Art

 - What would your friends say about you?

Dependable, Trustworthy, Easy Going, On Time!

- Where will you be in 5 years?

Ambitious given recent movement but hopefully in the RHS

- Strengths?

Professionalism, Communicator, Approachable

- Weakness?

Golf Swing! Set high standards for myself and I get a bit frustrated sometimes when others don’t
operate to the same high standard. Also coming from a family of 4 boys, tend sometimes to be
quite loud, so I’m quite conscious of moderating my voice when situation requires it.

- What are you good at?

My job! Organising and motivating as well as giving credit where its due. Also public speaking (I’ve
been MC at 5 weddings in 2 years!) and a pretty good cook as well!

- What will you do if I don’t get in?

Obviously be disappointed but would keep on doing what I’m doing. AKL command only 3 spots
away, I’m loyal to the Air NZ brand so no plans to go anywhere else
.
- How would your captains describe you?

Reliable, motivated, self starter, enjoyable to fly with.

- Which fleet do you want to join?

777 – Newest in the fleet with a fantastic and varied route structure.

Behavioural Questions

- Describe a recent event where you had a dissatisfied customer, how did you turn them around?

Not as much customer contact in the ATR but on 1900 diversion to WLG from HKK due wx. Pax
had been travelling for 24 hrs, arranged for koru access for a shower etc.

- Tell me about a time when you’ve identified opportunities improve the way work gets done in your current
or recent job?

Helping with the trailing of the new Link Flight Planner identified some changes that will make the
system easier to use for ATR crew.
- Tell us about a time when you had to make a quick decision. What did you do?

Day of Feb EQ. WLG – TIU, unforcast wx in TIU required very quick decision regarding actions in
event of the missed approach as CHC not available.

- Tell us about a situation when you had an urgent matter that needed attending and how you prioritised the
task?

Day of Feb EQ. WLG – TIU, unforecast wx in TIU required very quick decision regarding actions in
event of the missed approach as CHC not available.

- Describe a time when you’ve helped facilitate others understand the company’s directions or goals.

Trainer for the Links Bidding System recently introduced amongst much disquiet. Helped crew to
understand how the system works and helped them to make successful bids to achieve their days
off etc…

- Give me an example of a time when you have needed others to ‘get on board’ with a new change initiative.
What did you do?

Trainer for the Links Bidding System recently introduced amongst much disquiet. Helped crew to
understand how the system works and helped them to make successful bids to achieve their days
off etc…

- Talk us through a time when you have given someone honest but needed feedback to get them back on
track.

Friend who was unsuccessful at interview, needed motivation to keep on going. Was hired by Air
NSN.

- Give me an example of when you have had to lead the team/people through a difficult situation. How did
you do about this?

- Tell me about a time when you’ve been frustrated in your current role? How did you manage this and
maintain a high level of performance?

Quite a bit of negative talk at work at moment which frustrates me as its such a great job. Manage
this by steering conversation towards positive subjects which don’t involve the job. Positive attitude
always leads to a positive performance.

- Tell us about a person at work that you found difficult to get along with. What did you do to build the
relationship?

SM. Not just me, discussed issue on landing to get perspective. Discussed common interests and
grew working relationship from there!
 - Tell me about a time when you have helped introduce a change of process/system within your team. How
did you get the teams buy-in?

- Tell me about a time where a manager gave you feedback and you changed your approach?

- Tell me about a disappointment or failure you’ve had that prompted you to develop in that area. What did
you do?

ATPL failure. Changed focus for checks to treat them as just another day at work. You make good
decisions anyway don’t let that task distract you from accurate operation of the aircraft.

- Tell me about a challenging goal you’ve set for yourself.

To loose 10kgs! Not an easy task but the process has lead to new activities and opportunities.

- Tell me about a success that you’ve been particularly proud of. What did you do and why was it so
successful?

Setting myself the challenge of completing the UK ATPL in under 5 months and doing so
successfully. Also getting the position at Eagle with only a days notice of interview!

Air NZ Questions

- What is Air NZs Vision and Principles?

Have a workplace where everyone is committed to our customers in a NZ way and thereby
enjoy superior industry returns and be the number 1 airline in every market we serve.

Be the airline of choice to, from and within NZ

Build a competitive advantage in all parts of the business through creativity and innovation.

Promote NZ its people, culture and business at home and overseas.

Work as a team in a fun and energising workplace.

- Air NZs Brand Values

Can Do
Share Your New Zealand
Welcome as a friend
Be Yourself
- Fleet Numbers

B747 – 2 FM – Ron Woodward TM – Phil Monks

B777 – 13 FM – David Allard DFM – David Wilson
DFM – Dave Bennett TM – Des Grant
B767 – 5 FM – Greg Liddy DFM – Graham Cheal
TM – Duncan McLean
A320 – 17 FM – Hugh Pearce DFM – Damien Paine
TM – James Dalziell
B737 – 11 FM – Graeme Dugdale DFM – Richard Porter
TM – Ian Davie-Martin

- What is The Compass?

Profitability plan for the Long Haul part of the business. Australasian airline with a Pacific
Ring focus. $110m profit by 2015. Links into Go Beyond. Customers are focus with a
strategy of continuous improvement.

- Key Air NZ Staff

Chairman – John Palmer/Tony Carter (Sep 13)

CEO – Christopher Luxon
Dep CEO – Norm Thompson
Chief Strategy, Networks and Alliances – Stephen Jones
Chief Marketing and Customers – Mike Tod
Chief Sales – Jeff McDowall
CFO – Rob McDonald
COO – Bruce Parton
Chief Flight Ops and Safety/Chief Pilot – Dave Morgan
Chief People – Lorainne Murphy

- What is Go Beyond?

Go Beyond is the set of strategic missions to supercharge Air New Zealand’s success by
sustainably doubling our profit. We are a customer centric, commercially savvy airline
focussed on the Pacific Rim

Customers at the Core – Live the brand, what customers value, grow new revenue
streams.

Execute the Plan – Right markets, right partners, right channels.

Fighting Fit – Operational integrity and safety, seamless journeys, simplify business to
drive out complexity.

A Winning Team – High performance culture, great people, One Air NZ.

- Air NZs profit last year?

 2012 Normalised Earnings - $91M
2012 Stat Net Profit - $71M
Total Dividend for 2012 – 5.5 c/share
2013 Interim Normalised Earnings (6 Months) - $139M
2013 Interim Stat Net Profit (6 Months) - $100
Forecast profit for H2 2013 to comfortably exceed H1.

- What is the current share price?

$1.46

- What is the current fuel price?

$116

- What awards has Air NZ won recently?

ATW Airline of the Year 2010/2012

Ranstad Award – Most attractive Employer
World travel Awards – Australasia’s Leading Airline
Senate SHJ – Best at reputation

- Fuel saving measures introduced

A/C – Fleet modernisation, blended winglets, Zonal Driers, Perf Enhancements

Flight Planning – User preferred routes.

Piloting Techniques

- Current challenges facing Air NZ?

Monopolies – Airports and Airways

Fuel Price
Cost Base
High NZ $
Competition

- What makes you proud to be an Air Nzer?

The Koru. It is a powerful symbol to not only the company but the country as a whole. Cant
help but get a lump in the throat seeing it parked amongst the other tails around the world.

Operational Questions
- Do you break the SOPS?

SOPS are the recipe that we all have to work from. If you don’t follow them the other guy
doesn’t have a reference point. No place for experimentation. Never intentionally. Inquiry,
Advocacy, Assertion.

- When have you broken the SOPS to achieve a task?

Talked a captain through a SOP he was unaware of recently. He was trying to achieve a
task by unintentionally breaking the SOPS.

- SOPs you follow but don’t agree with?

Sure. Cockpit door procedure. SOP working group.

- Have you had to deal with a conflict in the workplace?

There are a lot of different personalities in the world and not everyone is going to gel all the
time. Understanding of that should minimise conflicts but they do occur. Can use GPU
example of defusing a conflict between others.

- How do you deal with colleagues that complain about the company on the flight deck?

Robust discussion on the flight deck is probably always going to occur but its important to
keep it on the straight and narrow. Play the ball rather than the man!

- Are you aware of the commuting policy? Implications on your life?

Yes. Chch boy at heart and that wont change especially with the challenges affecting the
city but the offer is for an AKL based position and I’m comfortable with that. Easy as a
single guy to move to AKL, especially as I have family here.

- A lot of captains are older? How will you relate to them, some of them may be grumpy?

Sounds like Mt Cook! Not really an issue as references confirm.

- Role of SO? What makes a good SO?

A good crew! Ability to listen and communicate with the other crew members. Ability to
learn

- What makes a good captain?

The ability to take onboard the views and concerns of the other crew members and asking
for feedback on decisions made, while still keeping a hand firmly on the tiller. Someone still
has to make a decision.

- Good scenarios to use in the interview.

Reserve during diversion.

SOP – Taxi light or Cockpit door

Conflict – GPU and SM

Earthquake

Communication – Lecturing, JM in AKL

Disappointment – ATPL failure

Safety Issues – Props in hangar

Feedback – Interview knock back

Be yourself –

Welcome as a friend – HKK diversion