Flight Safety Information - July 11, 2022 No.132 In This Issue : Incident: Delta A320 at Salt Lake City on Jul 8th 2022, engine shut down in flight : Incident: Korean A332 near Baku on Jul 9th 2022, engine vibrations : Accident: Cote Ivoire DH8D at Abidjan on Jul 9th 2022, nose gear did not extend : Incident: American A321 near Phoenix on Jul 9th 2022, smell of smoke and fumes in cabin, gear indication : Incident: American B738 near Grand Rapids on Jul 8th 2022, smoke in cockpit : Incident: Fedex B752 at Tulsa on Jun 8th 2022, landed on wrong runway : Super Hornet jet blown off carrier Harry S. Truman during rough weather : The 1500 Hour Rule Has Broken The Pilot Pipeline In The U.S. : Russia’s continued presence on aviation safety council is a travesty : The brakes on a Spirit Airlines plane caught fire after landing in Atlanta : FAA proposes new fuel efficiency standards for large aircraft flying in United States : Japan's ANA finalises order for 20 Boeing 737 MAX jets : POSITION AVAILABLE: Chief Investigator of Accidents Incident: Delta A320 at Salt Lake City on Jul 8th 2022, engine shut down in flight A Delta Airlines Airbus A320-200, registration N371NW performing flight DL-1073 from Salt Lake City,UT to Minneapolis,MN (USA), was in the initial climb out of Salt Lake City's runway 16R when one of the engines (CFM56) failed prompting the crew to shut the engine down. The aircraft stopped the climb at 8000 feet and returned to Salt Lake City for a safe landing on runway 16L. While responding to the aircraft fire crews also began to extinguish a fire in the grass next to runway 16L (unknown whether related to the aircraft occurrence). A replacement A320-200 registration N336NW reached Minneapolis with a delay of about 11 hours. The occurrence aircraft is still on the ground in Salt Lake City about 36 hours after landing back. https://www.avherald.com/h?article=4fb77f10&opt=0 Incident: Korean A332 near Baku on Jul 9th 2022, engine vibrations A Korean Airlines Airbus A330-200, registration HL8228 performing flight KE-9956 from Istanbul (Turkey) to Seoul (South Korea) with 215 passengers and 10 crew, was enroute at FL330 about 220nm westnorthwest of Baku (Azerbaijan) when the crew decided to divert to Baku due to the right hand engine (PW4168) showing vibrations beyond limits. The aircraft drifted down to FL200 and landed safely on Baku's runway 16 about 80 minutes later. Passengers reported there were excessive vibrations and a burning odour in the cabin. The occurrence aircraft is still on the ground in Baku about 21 hours after landing. https://www.avherald.com/h?article=4fb77c4a&opt=0 Accident: Cote Ivoire DH8D at Abidjan on Jul 9th 2022, nose gear did not extend An Air Cote Ivoire de Havilland Dash 8-400, registration TU-TSK performing flight HF-45 from Korhogo to Abidjan (Cote Ivoire), was on approach to Abidjan when the crew did not receive indication the nose gear was down and locked. The crew went around and worked the related checklists, however, without success. The aircraft needed to land on Abidjan's runway 21 with its nose gear retracted and came to a stop on the runway on its main gear and the nose. There were no injuries. https://www.avherald.com/h?article=4fb7519f&opt=0 Incident: American A321 near Phoenix on Jul 9th 2022, smell of smoke and fumes in cabin, gear indication An American Airlines Airbus A321-200, registration N552UW performing flight AA-2930 from Las Vegas,NV to Charlotte,NC (USA), was enroute at FL320 about 150nm northeast of Phoenix,AZ (USA) when the crew reported they had smell of smoke in the cabin and decided to divert to Phoenix. The aircraft landed safely on Phoenix's runway 07L about 30 minutes after the decision to divert. After landing the crew queried emergency services whether any smoke was visible from the gear, emergency services reported gear looked fine, and advised the smell of smoke and the fumes were still present in the cabin, the flight attendants complained about head aches following the fumes. While taxiing to the apron with emergency services behind the aircraft emergency services advised a bit of white smoke was coming from the right hand engine (V2533). After arrival the gate the L3 door was opened to ventilate the aircraft and emergency services entered the aircraft via the jetway. The airline reported a possible mechanical issue. A replacement A321-200 registration N524UW departed Phoenix about 4.5 hours after N522UW had landed and is estimated to reach Charlotte with a delay of about 5.5 hours. The occurrence aircraft is still on the ground in Phoenix about 5 hours after landing. https://www.avherald.com/h?article=4fb6ec56&opt=0 Incident: American B738 near Grand Rapids on Jul 8th 2022, smoke in cockpit An American Airlines Boeing 737-800, registration N939NN performing flight AA-1580 from Chicago O'Hare,IL to Buffalo,NY (USA) with 149 people on board, was climbing through FL230 out of Chicago when the crew declared Mayday, Mayday reporting smoke in the cockpit and requested to return to Chicago. The crew subsequently requested vectors to Grand Rapids,MI (USA). ON approach to Grand Rapids the crew reported there was smoke in the cabin right now and needed emergency vehicles on stand by. The crew advised they would stop on the runway to see how it was going in the back. The aircraft landed on Grand Rapid's runway 08R about 30 minutes after departure and about 20 minutes after declaring emergency. After landing the crew advised the cabin was now clear, they continued to taxi to the apron. A replacement Boeing 737-800 registration N991NN reached Buffalo with a delay of about 2:45 hours. The occurrence aircraft is still on the ground in Grand Rapids about 14 hours after landing. https://www.avherald.com/h?article=4fb6d802&opt=0 Incident: Fedex B752 at Tulsa on Jun 8th 2022, landed on wrong runway A Fedex Federal Express Boeing 757-200 freighter, registration N949FD performing flight FX-1170 from Fort Worth Alliance,TX to Tulsa,OK (USA) with 2 crew, was cleared for a visual approach to and landing on runway 18L, however, lined up with runway 18R and continued for a landing on runway 18R. After the aircraft vacated the runway at the end, the crew informed tower they had landed on the wrong runway. On Jul 8th 2022 the NTSB released their preliminary report and summarized the sequence of events (editorial note: the NTSB erroneously wrote runway 28L/28R a few times, no runways 28 exist at Tulsa): According to the flight crew, the incident flight was the final leg on the 3rd night of a 5-night trip and had a scheduled departure time of 0330 CDT. The captain was pilot flying, and the first officer (FO) was pilot monitoring. ADS-B data indicated that the incident airplane took off from AFW about 0332 CDT. The flight crew reported that the departure, takeoff and climb phases of the flight were normal. They climbed to FL310, briefed their expected approach to runway 18L and began their descent. They obtained and reviewed automatic terminal information service (ATIS) information and set frequencies for the ILS runway 28L. The weather was instrument meteorological conditions (IMC) during the descent until they passed 10,000 ft. At the point they broke out of the clouds, they were on a 360-degree downwind vector and the FO had the airport beacon in sight. The controller then cleared the flight for the visual approach and landing on runway 18L. The FO correctly read back visual approach and landing clearance to runway 18L. The captain asked the FO to set an extended centerline on the flight management system (FMS). About 0413 CDT, the airplane landed on runway 28R, exited at taxiway L5 at the end of the runway, and notified the tower controller they had landed on the wrong runway. All frequencies were combined in the TUL air traffic control tower at the time of the event. The controller reported clearing the aircraft for approach and landing in one call and did not become aware of the wrong runway landing until the crew reported it. The facility reported that traffic volume was light at the time of the incident. The control tower was located in between runway 18L and 18R which were approximately a mile apart. https://www.avherald.com/h?article=4fb60808&opt=0 Super Hornet jet blown off carrier Harry S. Truman during rough weather A Navy F/A-18 Super Hornet jet “blew overboard” and off the deployed aircraft carrier Harry S. Truman Friday due to intense winds and heavy rain in the Mediterranean Sea, officials said Sunday. The incident happened while the carrier was conducting an at-sea replenishment. “One sailor received minor injuries while conducting operations during the unexpected heavy weather,” the Italy-based U.S. 6th Fleet said in a statement. “The Sailor is in stable condition and expected to make a full recovery.” No other details were released Sunday about the mishap, which remains under investigation, but 6th Fleet said the carrier and its airwing remain mission capable. The Navy is also reviewing its options for recovering the jet. Truman and its strike group have been deployed to Europe since December. News that the carrier’s deployment would be extended emerged this spring, although officials have not indicated when the carrier will return home. https://www.navytimes.com/news/your-navy/2022/07/10/super-hornet-jet-blown-off-carrier-harry-s-truman-during-rough-weather/ The 1500 Hour Rule Has Broken The Pilot Pipeline In The U.S. Ben Baldanza - Contributor The U.S. airline industry is facing demand for pilots that won't be met by the current training In 2009, Colgan Air flight 3407 crashed just outside of Buffalo, NY. It was a terrible accident and killed 50 people, including one in a house. Following this, the Federal Aviation Administration (FAA) passed two new regulations in reaction to the crash. One, the flight time and duty rule regulations, also known as FAR 117, put more science to how much rest pilots need. These rules are widely accepted as important and necessary by airlines and pilot groups. The second was a ruling changing the minimum flight hours needed to earn an Air Transport Pilot (ATP) license from 250 hours to 1,500 hours. This has become known as the 1500 Hour rule. The 1500 Hour rule is not as universally accepted as being helpful as the flight time and duty rule regulation. The rule has made it very expensive to decide to become a pilot — about $250,000 out of pocket and two or three years for people not trained by the military. It also has made it difficult to attract new populations, including women and minorities, into the pilot profession. Most importantly, it is seen by some as actually reducing safety since people spend years getting flight experience in areas not necessarily associated with flying commercial aircraft in a complex system, and end up entering that system unprepared. Pilot Supply Is Not Keeping Up With Pilot Demand According to the FAA, there are about 164,000 ATP licenses granted in the U.S. This includes people who can no longer legally fly commercially due to age or illness, and pilots who have not maintained medical certification. Estimates for pilots needing to be hired by the airlines for 2022 range from 12,000 to 15,000. Yet, the current rate of training is expected to produce only about 6,000 pilots this year. This means the pilot pipeline in the U.S. is producing less than half of the pilots needed to support the fleet plans of the U.S. airlines. The biggest reason for this is the huge hurdle it takes to enter into this career now. Prior to the 1500 Hour rule, prospective pilots could earn their ATP with a Commercial pilots license, a minimum of 250 hours of flying, plus airline-specific training. Typically, new hires had closer to 500 hours before being hired. This process created an apprentice-based solution. New first officers were paired with seasoned captains over their next 1,000 or so hours, learning how to fly in the U.S. airspace system, and into big commercial airports. This apprentice-based system produced the safest air transportation system in the world and operated for over 80 years in the U.S, and was copied by virtually every other nation on the globe. Having to get 1,500 hours before being hired requires an enormous financial and time commitment that effectively shrinks the number of people who are willing to become pilots. As importantly, these 1,500 hours can all be earned flying small, single engine planes in rural areas, or even flying hot air balloons. During the years of building these hours, most applicants do very little to train themselves in the career they plan to enter, such as flying big jets into New York and Chicago. Paying Pilots More Will Help, But Not Fix, The Problem Economists don't like the word shortage. They see shortages as a pricing problem, and when goods are priced correctly, markets will always clear. Using this idea, the simple answer to this issue would be to raise pilot pay until the incentive to become a pilot overwhelms the investment needed to make it happen. There is little doubt that, to some extent, raising pilot pay is part of a complete solution. There are two big challenges with this as a unique response, however. The airline pilot career is the second-highest paid in the U.S., behind only medicine. In 2021, the median airline pilot pay in the U.S. was $202,000. Maybe pilots should be paid more than alldoctors eventually, but the point is that there isn’t significant headroom for a career that already is paying its participants at the top end of all career choices. The second is is that the higher pay would go to pilots after they are hired and working for a number of years. This is a long way off to a young person wanting to earn their ATP but looking at three years and $250,000 just to get their first, low-paid pilot job. Yes, eventually they will earn more pay, but at that decision point many other career choices may have more pragmatic economics. The 1500 Hour Rule Was Not Related To The Cause Of The Colgan Crash The National Transportation Safety Board (NTSB) ruled that the Colgan crash was primarily due to the pilot inappropriately responding to his situation, and they pointed out that fatigue was a contributing factor. They did not conclude that either of the pilots were inexperienced. In fact each of the pilots had over 2,000 flight hours and so the 1500 Hour rule would not have kept either of them out of that cockpit. They identified that fatigue was a contributing factor, but it was a 7am flight in the morning. To be fatigued at that hour suggests not having enough rest the evening before, but the 1500 Hour rule does nothing about that. No post-Colgan regulation has addressed that. The families who lost people in the Colgan crash, and anyone who wants the safest air transportation system, deserve regulations that will in fact make the system safer. There is no evidence that the 1500 Hour rule has made our air transportation system safer. There is some evidence that it has been made it less safe. When a child bruises their knee, and the mother kisses the bruise and says everything will be okay, that mother knows the act of kissing does nothing to actually heal the bruise. But it does tell the child that the mother cares, is there for support, and gives the child confidence. The 1500 Hour rule is like that kiss - it makes people feel good that something changed, but the change does nothing to address the NTSB-determined cause of that crash. No One In The World Has Matched This, And The U.S. Has Become Uncompetitive As A Result The apprentice-based pilot system, pioneered in the U.S. and used around the world, is still in effect everywhere outside the U.S. Since the 1500 Hour rule was enacted in 2010, 12 years ago, not a single country has matched it. You’d think that if this really was a safety issue, at least some countries would have moved to this new standard by now. The European Union requires a minimum of 230 hours along with specific airline training, and Canada still requires what the U.S. used to — a Commercial license, minimum of 250 hours, and specific training. Every day, hundreds of foreign airline airplanes land at U.S. airports with first officers using this apprentice-based system. If there is really a safety issue with this, why would the FAA allow all of these flights to operate at our airports? This regulation has put U.S. airlines in a uncompetitive position with foreign airlines worldwide. If there was a clear safety advantage to this, it would be fine being uncompetitive in this way. However, no such safety advantage has been proven for the 1500 Hour rule. A Practical Solution To The Problem An outright repeal of the 1500 Hour rule would require an act of Congress, and that is highly emotional, not likely, and would take years even if there were support. But within current FAA authority, Secretary Buttigieg could create a probationary ATP and offer it to pilots with 500 or 750 hours, and specific airline training. This probation could be removed, becoming a standard ATP license, after a pre-defined set of hours and experiences gained on the job and certified by check airmen. This approach still is more onerous than the original 250 hour standard used by the rest of the world, but significantly lessens the financial commitment and time to get into the workplace for aspiring pilots. This proposal is practical, and puts the U.S. airlines back on a somewhat even playing field as they compete with airlines from the rest of the world. It would still take time to rebuild the pipeline, meaning that for the next few years, the smallest U.S. airlines, including the regional airlines, will still struggle to to find the crews they need. Temporary financial incentives can help this. The real fix, though, is to be able to attract a wide, diverse group of men and women to become commercial airline pilots. With only 5% of ATPs being female today and only 14% non-white, the net can clearly be cast much wider. The training academies started by many airlines are a good way to get started, and having a more realistic target of hours before earning a paycheck will balance the scales and bring supply in line with demand. Most importantly, it will do this with no reduction in safety of our national air transport system. https://www.forbes.com/sites/benbaldanza/2022/07/11/the-1500-hour-rule-has-broken-the-pilot-pipeline-in-the-us/?sh=636c1bd86a0a Russia’s continued presence on aviation safety council is a travesty Russia’s invasion of Ukraine has been, quite literally, criminal. Well-documented allegations include the deliberate targeting of civilians, forced transfer of adults and children to Russia, sexual violence and arbitrary executions. These crimes are being investigated, but other, less spectacular crimes are not. Russian transgressions – such as violations of Ukrainian airspace and endangerment of civilian aircraft – violate the principles outlined in the Convention on International Civil Aviation. As the families of passengers on Malaysian jetliner MH17, shot down by Russian forces over Ukrainian air space in 2014, will agree, Russia must be held accountable. The place to start is a little-known, but critical international organization based in Montreal. The International Civil Aviation Organization (ICAO) codifies international aviation law, standards and practices to ensure safety and security. At once mundane, bureaucratic and complex, the international rules of the aviation road are as critical to civilian safety as actual road rules. ICAO is limited in what it can do about Russia’s repeated violations of these rules. It has no organizational authority to sanction or act against a transgressor or punish nations for violating ICAO standards and practices. But the small, specialized United Nations agency is not without options. It has already taken baby steps. In February, the ICAO condemned Russia’s violation of the territorial integrity and airspace of Ukraine and “underscored the paramount importance of preserving the safety and security of international civil aviation and the related obligations of Member States.” Last month, the ICAO called on Russia to immediately cease its infractions of the Chicago Convention relating to the dual registration of aircraft, which “raises safety concerns relating to, among others, the international validity of each airplane’s certificate of airworthiness and radio station license.” These statements are a little lame in the face of brazen assaults on the international rule of law. But coming from an organization that has, in the past, been reluctant to address politically fraught matters, and steered well clear of offending Moscow or Beijing, they are a welcome stand. In addition, ICAO member states can act to ensure that Russia is not rewarded with unnecessary influence within the organization. Specifically, Russia is running for reelection to the influential ICAO Council. The U.S. and allies need to pull out all the stops to block this effort. ICAO’s reputation is already tarnished after years of Chinese leadership. Allowing an international pariah to win reelection to the ICAO Council will further damage its credibility and, worse, give Russia an opportunity to further undermine the ICAO mission. Unlike ICAO, individual nations do have more pointed options to punish Russia. The United States and others have closed airspace to Russian flights. The U.S. Federal Aviation Administration (FAA) also downgraded its air safety rating for Russia because Moscow’s Federal Agency for Air Transport does not comply with ICAO safety standards. Inside ICAO, Washington should work to have other nations impose similar sanctions. Indeed, the U.S. should push to have ICAO issue a public warning about potential safety concerns about Russia and its airlines. With a little bit of leadership, the United States (the largest contributor to the ICAO budget) could begin to broaden Russia’s pariah status and reclaim international organizations for legitimate democratic governments. It’s a shame that Captain Chesley “Sully” Sullenberger chose to leave his posting as the Biden administration’s ambassador to ICAO after six months. But his departure should not signal a U.S. abdication of responsibility. U.S. leadership is needed to counter China, Russia and other states that flout international rules and to help ensure that civilian passengers are protected from military aggression. https://thehill.com/opinion/international/3551122-russias-continued-presence-on-aviation-safety-council-is-a-travesty/ The brakes on a Spirit Airlines plane caught fire after landing in Atlanta The brakes on a Spirit Airlines aircraft overheated and caught fire after touching down in Atlanta on Sunday. Passengers aboard a Spirit Airlines flight were alarmed to see smoke billowing from the belly of the plane after it touched down in Atlanta on Sunday morning. First responders extinguished the flames that broke out after the plane's brakes overheated and caught fire at Hartsfield-Jackson International Airport, the Atlanta airport announced over Twitter. Nobody was injured as a result of the fire, but many passengers onboard were alarmed by the situation outside. Videos on Twitter showed black smoke billowing from the underside of the aircraft as a small fire consumed one of the tires. Another video from inside the plane showed passengers rising from their seats to peek out the windows as the crew urged them to remain seated. "If the pilot gives us the command to evacuate we will evacuate, but please remain seated right now and keep the aisle ways clear," the crew announced over the intercom. "If we do have to evacuate, please just leave your bags. We will let you know, please remain seated." Once the fire was hosed off, the plane was towed to a gate where passengers safely disembarked and went on their way, according to the Atlanta Airport. The incident didn't impact any other flights or airport operations. https://www.npr.org/2022/07/10/1110758820/spirit-airlines-fire-plane-atlanta FAA proposes new fuel efficiency standards for large aircraft flying in United States On 15 June 2022, the Federal Aviation Administration (FAA) issued a proposed rule that would require large aircraft flying in the United States' airspace to satisfy enhanced fuel efficiency standards. The proposal, reflecting the Biden-Harris administration's "whole of government" approach to respond to the threat posed by climate change, would "require more fuel efficiency for new subsonic jet aircraft and large turboprop aircraft that are not yet certified and for new planes manufactured after January 1, 2028". Some of the aircraft potentially affected by the proposed rule include the next generation Boeing 777, Dreamliner and certain business aircraft such as the Cessna Citation. As published, the proposed rule would not apply to aircraft that currently are in service. In announcing the proposed rule, the FAA stated that it is an important component of its US Aviation Climate Plan, which "sets out to achieve net-zero greenhouse gas emissions from the U.S. aviation sector by 2050". Secretary Buttigieg stated that the proposed rule "is an important step forward in reducing the amount of greenhouse gas emissions released by our nation's airplanes and ultimately reaching President Biden's ambitious goal of net-zero emissions by 2050". According to the FAA's press release, the emission standard included in the proposed rulemaking measures fuel efficiency and consumption against reductions in carbon dioxide. The FAA also indicated that the proposed rule "accommodates a wide variety of fuel-efficient measures when manufacturing planes, including improvements to aerodynamics, engine propulsion efficiency and reductions in an aircraft's empty mass before loading". Aviation is increasingly viewed as a significant contributor to greenhouse gas emissions, with civil aircraft being responsible for approximately "ten percent of domestic transportation emissions and three percent of total U.S. greenhouse gas emissions". According to the FAA, the proposed rule is consistent with carbon dioxide emission standards promulgated by the United Nations' International Civil Aviation Organization and regulations issued by the US Environmental Protection Agency in connection with implementing those standards. Industry observers indicated that the rule is intended to cover both domestic greenhouse gas emissions and to "ensure that American-built aircraft and engines can continue to fly globally". The proposed rule will remain open for public comment until 15 August 2022. https://www.lexology.com/commentary/environment-climate-change/usa/akin-gump-strauss-hauer-feld-llp/faa-proposes-new-fuel-efficiency-standards-for-large-aircraft-flying-in-united-states Japan's ANA finalises order for 20 Boeing 737 MAX jets (Reuters) -Japanese airline ANA Holdings Inc said on Monday it had finalised an order for 20 Boeing 737 MAX jets first announced in January 2019 that also includes options for another 10 of the narrowbody type. The carrier also said it would switch two of 20 777-9 passenger planes it has on order to the 777-8F freighter model as part of efforts to expand its cargo business. The 737 MAX planes, intended to replace older 737-800 jets on domestic routes, will be delivered from the financial year starting in April 2025, the airline said in a statement. ANA did not provide the value of the deal. The order for 20 737 MAX 8 planes would be worth $2.4 billion based on Boeing's latest list prices available on its website, but airlines typically receive substantial discounts on orders. ANA had placed its initial non-binding order for the planes two months before the 737 MAX was grounded globally after a second deadly crash. The Japanese airline noted that 46 airlines worldwide have resumed 737 MAX flights since the United States lifted a grounding order in November 2020 and the model has been operating smoothly. https://www.yahoo.com/finance/news/japans-ana-finalises-order-20-061840152.html POSITION AVAILABLE: Chief Investigator of Accidents · Lead the accident investigation function · General Manager position with strategic and organisational leadership · Represent New Zealand at international forums We're seeking a skilled and experienced accident investigator to lead a multi mode accident investigations team, based in central Wellington. This is a dual titled role – Chief Investigator of Accidents/General Manager Investigation Services, so you will be a key member of the Executive Management Team, actively providing high quality organisational, technical and functional leadership. You’ll provide quality leadership and guidance to your team of skilled investigators, and expert advice and guidance to the Commission and wider audiences, as well as assisting internationally when required. The Transport Accident Investigation Commission (TAIC) is an independent Crown entity, and investigates significant aviation, rail and marine accidents and incidents with a view to avoiding similar occurrences in the future. The Commission has set a visionary goal of “No Repeat Accidents – Ever! “ Thorough investigations are pivotal to the Commission’s successful performance, and in this role you ensure continued high quality investigations across the three modes, with appropriate safety recommendations. Our ideal candidate will have: · accident investigation experience in one or more of our transport modes - air, marine or rail · safety management experience · people leadership experience · political nous, sound judgement and the ability to represent the organisation at all levels, nationally and internationally · an understanding of quasi-judicial processes, particularly the rules and requirements applicable to a Commission of Inquiry, and · be medically and physically fit to access accident sites, with the ability to travel at short notice. This role presents an excellent career opportunity to apply your high quality accident investigation and leadership experience to a pivotal role in a well known Crown entity. If this sounds like the role for you we look forward to receiving your application, please visit our website www.peopleandco.nz and search on the keyword 20159 under the Jobs tab. All applications will be acknowledged electronically. Applications close at 5pm on Sunday, 24 July 2022. A job description is available at peopleandco.nz - job reference 20159. For further information please contact Michelle Walls on 0064 4931 9448 or Jacaleen Williams on 0064 4931 9450 or quoting job number 20159. If you live outside of New Zealand, to be eligible to apply you must have the legal right to live and work in New Zealand and meet any entry requirements. For advice on obtaining a New Zealand work or residence visa and our entry requirements visit www.immigration.govt.nz. Curt Lewis