NEW ZEALAND’S PREMIER SOARING MAGAZINE
SOUTH ISLAND REGIONALS CENTRAL PLATEAU CONTEST PERLAN PROJECT MEMOIRS • CLUB NEWS i s s u e 3 9 N o v e m b e r 2 0 14 – J a n u a r y 2 0 15
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C OMMIS SIONS A ND S T O CK LIBR A RY SP ECI A LIS T S
contents
november 2014–january 2015
features 12 50th South Island Gliding Championships Omarama
12
38
47
56
61
22
Central Plateau Soaring Competition #10
24
Airbus Perlan Mission II
30 32 36 38 42 45 46 47
Christina's Coast Run
48
Gerry van Asch Memoirs
53
Geoffrey White
56 60
An Idiot’s Guide to Tephigrams
Aging Pilots Proposed changes to Competition Rules The Deepwave Project in New Zealand Building a Trailer from scratch Introducing GlidingOps.com 10 Towing Tips Memories of Hawkes Bay and Waipukurau’s Life Members
Life before GPS and Cameras
regulars 6 Letters to the Editor 7 Log Book 55 GNZ Awards & Certificates 55 A Question of Safety 61 Gliding New Zealand Club News 62 Classified Advertising
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Editor Jill McCaw soaringnz@mccawmedia.co.nz
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©SoaringNZ is subject to copyright in its entirety. The contents may not be reproduced in any form without written permission of the owners. All material sent to SoaringNZ will be assumed to be publishable unless marked not for publication. SoaringNZ invites contributions but accepts no responsibility for unsolicited material. ISSN Nov 1178-4784 2014–Jan 2015 3
from the editor november 2014–january 2015
M
erry Christmas everyone and welcome to an issue full of in-depth reading. This is, for want of a better description, a ‘science issue’. It is certainly heavy on technical subjects. While this may not be to everyone’s tastes, I like it and I’m pretty sure there are enough other people out there who do too. We’ve been extremely fortunate that two big international projects that are relevant and of interest to glider pilots have allowed us access to their work. The Deepwave project is investigating the way atmospheric waves propagate and the effect they have on global climate. It’s fascinating stuff. Canterbury Gliding Club member, Professor Rick Millane approached the project directors when they based themselves in Christchurch earlier this year and he was welcomed on board. He tells us what Deepwave is all about and what he learnt on page 34 New Zealand glider pilots have been following the Perlan Project since Perlan based their early high altitude attempts in Omarama in 2002. The Perlan Project takes the idea of wave flying and is pushing it to the limit. We background this exciting project and look at where they’re going with it on page 22. One scientific area that glider pilots are very good at understanding is that of weather forecasting. We avidly watch ‘the map’ on the TV news, looking particularly for the weekend forecast. Once we get further into gliding, we start looking online at more and more detailed forecasting tools such as RASP and soundings. Way back in 2008, in issues three and four of SoaringNZ, we ran a series of articles, ‘How to Read Tephigrams, by an Idiot.’ David Hirst was the idiot and he did a marvellous job of laying out the step by step information you need to look at to make weather predictions from these complicated diagrams. These are the most asked for articles we have ever run and so, by popular request, we have reprinted them. For those who read the original, it will be a great refresher. For those new to the sport, this is what you need to know when you’re sitting at morning briefing and wondering what the heck this chart is that everyone else seems to be getting information from. The year seems to have rolled around really fast. As I write this, my son Alex is busy with the last minute business of packing and paperwork for JoeyGlide. He leaves on Friday. By the time you’re reading this it will be over. There are four young people competing at the Australian Junior Nationals/JoeyGlide/ Junior Pre Worlds – whatever you call it, it’s a rather important
new zealand’s premier soaring magazine
south island regionals central plateau contest perlan project memoirs • club news i s s u e 3 9 N o v e m b e r 2 0 14 – J a n u a r y 2 0 15
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Charlie Tagg flying an LS8 at the South Island Regionals. Photo Geoff Soper.
Nov 2014–Jan 2015
Letting off steam at the recent South Island Regionals
contest this year. They are Alex, Nicholas Oakley, Philip Dunlop and Campbell McIver. For Alex and Nicholas Oakley, this is their third year flying in Australia, always aiming for the big one, the Junior Worlds next year. Philip competed at JoeyGlide last year for the first time while this will be Campbell’s first contest across the ditch. They’re all very capable contest pilots but this year the competition will be particularly challenging with all of the other Junior teams from around the world attending. This year it isn’t just the Aussies they are aiming to beat. We will of course have a full report in the next issue. I urge you all to support these young people. This is a very expensive exercise and they’re just starting out in the working
next issue
magazine deadlines
Next issue: Nationals, North Island Regionals, JoeyGlide, Interviews with Perlan Pilots
Deadline for Club News, articles and pictures is 31 January and 10 February for advertising.
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world with no real funds behind them. Sadly, unlike some countries, glider pilots here are always going to have to work for a living and do their gliding training at their own expense. Any sponsorship and donations for next year’s campaign will be gratefully received. Contact team manager David Tillman if you can help. david@mfree.co.nz Our branch of the McCaw family will be joining with the extended family for Christmas Day. It’s always a happy occasion, especially these days as we have a new generation crawling around and reminding us what family and Christmas is all about. My wee grandniece is just adorable. Boxing Day or thereabouts we’ll head south to Omarama. Where else would we go? There will be flying of course, but also swimming in the river, boating on the lake, walks, barbeques, games of poker and everything else that goes with Christmas time with the extended family that the gliding community has become. I hope your Christmas is a happy time. Stay well and safe. Jill McCaw
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letters to the editor november 2014–january 2015 Dear Editor, In Response to the Open Letter to NZ Glider Pilots Published in Issue 38 Firstly I must emphasise that I fully support the fantastic work the Sailplane Racing Committee is doing and the wonderful suggestions that have been made by Steve Wallace over the past couple of years regarding halting declining membership. However I have to take issue with the suggestion that QGP be extended to include a mandatory cross country flight. My concerns are threefold: Firstly we should not confuse pilot certification with any issues other than those for the purpose of which it is designed. These revolve principally around pilot competency and safety. To introduce a mandatory cross country component on the basis that it will halt declining membership is, in my view, to confuse two separate issues. Secondly, I don’t think anyone could argue that some sites are far more suitable to fly cross country from than others. Airspace, terrain, available landout sites vary from one club to another. This would instantly make certification different across the country. Thirdly, and most importantly, I believe that this suggestion
STOP PRESS Gliding New Zealand is saddened to advise that there has been a tragic accident with a two seat glider in Namibia. Well known South Island pilots Bill Walker and David Speight have lost their lives whilst on an overseas adventure, and their loss is being felt very keenly in the gliding community. The Namibian authorities are investigating the crash and we have no details at this time. Bill and David were hugely respected members of the Omarama soaring community. Bill was a visionary who took a key part in developing the airfield and getting the 1995 World Championships hosted in New Zealand, and also displayed his skills and innovation in his business life as an engineer. David was a farmer, a world record pilot and a great friend, host and mentor to many of us. Both had been members of Gliding South for many years, and more latterly flew mostly from Omarama. Our thoughts are with Bill and David’s families at this very sad time. Karen Morgan, President GNZ SoaringNZ will carry tributes to Dave and Bill next issue.
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Nov 2014–Jan 2015
may well have the opposite effect to that intended. I personally know a number of pilots who are not cross country pilots. They are more than happy to fly in the local environs. Some of these people count their membership of Gliding New Zealand in decades rather than years. They thoroughly enjoy their flying. They have neither the need nor desire to fly cross country. Some of these people, with the right encouragement, have done a little cross country flying; in some cases years after attaining QGP. Some people, whilst having the skills to fly cross country, are not personally ready to do so. I do not believe it is wise to force these people into a task that will push them outside their comfort zone. It is my opinion that there is a definite risk that when faced with such a prospect and realising that they are unable to attain QGP, these people may choose to abandon the sport. We would be throwing the baby out with the bath water. I think it is a wonderful thing to set goals and achieve those goals. However retention is about a continuing list of goals, not just a single goal of QGP. We already have the Silver badge as a classic ‘next goal’ from QGP. My preference is to keep it that way. Encourage students to solo, encourage them again to QGP, encourage them further to Silver C and so on. Yours faithfully, Ray Burns
logbook
november 2014–january 2015
Photo John McCaw
Photo John McCaw
FIRST ARCUS IN NEW ZEALAND
It arrived in Omarama with little fanfare on the last day of the South Island Regionals. Alaskan pilot Keith Essex and his non-glider flying wife had been drawn to NZ by stories heard and people met and were that excited about the prospect of flying here that they shipped their glider to Christchurch. Keith flew the Regionals in the company of Graham Parker in the ASH25, learning the area and the conditions before collecting the glider and driving it down on the last day. A small crowd gathered to see it rigged and I have to say, it looks every bit as wonderful as I imagined. The sweeping line of the wing is amazing but the thing that really caught my notice was the size of the cockpit. It is huge. We look forward to hearing tales of its exploits in the southern skies. At the beginning of October the 100th Arcus M left the Schempp Hirth factory. Hopefully some of the others may make their way to NZ in the future.
2000km flight for Perlan Project Arcus in Argentina We have an article back-grounding the Perlan Project in this issue, but as we go to press Perlan’s chief pilots Jim Payne and Dennis Tito are setting distance records in Argentina. Based in Chos Malal and flying an Arcus they achieved a flight of 2000 km on 27 November. That’s a fantastic achievement. We will have interviews with Jim and Dennis in the next issue. Dennis Tito, front and Jim Payne rear. Note the frost protection panels on the canopy.
Nov 2014–Jan 2015
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logbook november 2014–january 2015 VENTUS-2CXA WITH FRONT ELECTRIC SUSTAINER (FES) PROPULSION SYSTEM
Schempp-Hirth in conjunction with LZ DESIGN has developed a new high-end electric propulsion system, so far fitted only on a Ventus-2cxa. The innovative engine plus a foldable propeller are built into the glider’s nose. Two 16 kilo
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Nov 2014–Jan 2015
batteries embedded in the fuselage provide the electric energy. SchemppHirth say they are thrilled with the concept and very impressed with the climb rate, handling and noise levels. They are already putting the FES
equipped Ventus-2cxa into production and expect first deliveries can be made for the European 2015 gliding season.
logbook
november 2014–january 2015
SUNSTAR
The SUNSEEKER team, drawing on 28 years of experience designing, building and flying solar powered airplanes are making a bid for the High Altitude Long Distance (HALE) Mission. SoaringNZ readers won’t be surprised to note that the design, like the SUNSEEKER aircraft, borrows heavily from glider design. Prototypes of the systems for the SUNSTAR are already flying in Solar Flight's flagship, the SUNSEEKER DUO. Using extensive laminar flow techniques, the SUNSTAR takes advantage of sailplane aerodynamic design philosophy to achieve the lowest possible power requirement to maintain flight at high altitudes. To enable solar powered flight in the widest range of conditions, for flight times running into months or even years the
aircraft has some solar arrays mounted on the sides for maximum power at low sun angles. A three motor configuration was chosen for maximum reliability. The front mounted motors and propellers are optimized for lower altitudes, for take-off and climb. After the SUNSTAR reaches its operational altitude, these are shut down, and the propellers fold back, out of the airstream. Station holding is done with the single pusher motor, centrally mounted with a large diameter propeller, optimal for high altitudes. This central motor is designed for the low power cruise condition, for minimal power consumption while on station. The SUNSTAR will be test flown initially with a pilot on board as this allows much more freedom in testing, considering the restrictions placed on
un-manned aircraft over populated areas. The SUNSTAR concept is a modular system which is configurable for a variety of missions. The central pod is interchangeable and options include a multi-seat cockpit, or an un-manned instrument pod. A pressurized cockpit for the occupants is also in the planning stage. The wingspan can be changed for different missions, by eliminating some wing sections. Unlike some other drone projects, the SUNSTAR has conventional landing gear, so it can use airports and taxiways normally. Strategic partners are invited to help define mission specific optimisation and bring the project to completion. SoaringNZ will follow this project with interest.
The FAI World Air Games 2015 has been awarded to the United Arab Emirates and will be held in Dubai. This multi-discipline event will be organised by the Emirates Aerosports Federation and will take place over a period of 12 days in December 2015.
Nov 2014–Jan 2015
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Photo John McCaw
logbook november 2014–january 2015 Master Chef Masters the Skies Master Chef Simon Gault, a well-known aviation enthusiast and qualified display pilot has retired his Thunder Mustang and moved back to one of his early passions, gliding. Simon flew the South Island Regionals with Gavin Wills, aiming to get his hand back in and familiarise himself with competition flying. He has an ASH 30 Mi on order and he wants to make sure he’s thoroughly competent to fly it.
SSA PAPER GLIDERS In response to the FAA asking the Soaring Society of America what they had for youth they created downloadable patterns for these paper gliders. I guess these will tide young kids over until they are old enough to reach the stick and rudder pedals of a real glider. See the SSA website for the patterns.
NEWS New FAI Mission and Vision Statements After extensive consultation with the Federation’s stakeholders, FAI adopted new Mission and Vision statements to help prioritise strategies and move steadily towards its objectives and goals. The Mission Statement as appearing below, describes the reason for the FAI existence, and shall serve as an overall guide to priorities, actions and responsibilities.
"FAI - the global organisation for the promotion of air sports and recreational flying"
The Vision Statement outlines the clear and inspirational long-term desired change resulting from the Federation’s work:
“A world where safe participation in air sports and recreational flying is available to everyone at reasonable cost”
Created for constant and regular communication, these statements are clear, concise, forceful and with strong relevance to ‘why the FAI is here’. In that sense, they complete and summarise the FAI objectives as appearing in the Statues.
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Nov 2014–Jan 2015
Neuseela
Discussion on Foundation of Asian Air Sports Federation Chinese Taipei, Hong Kong China, Indonesia, Japan, Malaysia, Philippines, South Korea and Thailand, held a meeting at the 108th General FAI Conference in Pattaya, Thailand, to discuss the founding of an Asian air sports federation. The reason for the creation of this federation is to see air sports granted a place at the Asian Games for the first time. Parachuting, Paragliding, Paramotors and Aeromodelling are the sports to be proposed to the Indonesian Olympic Committee for the 2018 Asian Games to be held in Jakarta, Indonesia. The hope is that a successful participation in the Asian Games would be followed by air sports being accepted onto the 2020 Olympic programme, at least as a demonstration sport.
GNZ MEMBERS Have you logged in to the GNZ website? Are your ratings and awards official? Are your contact details right? Are you receiving SoaringNZ magazine? Do you need contacts for club members? http://members.gliding.co.nz
FUTU 10 A West SOU
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It’s only in the event of a
CL A IM
that you really find out who has the best policy!
PROOF THAT THERE IS GOLD AT THE END OF RAINBOW - IT'S CALLED A KA6. Sent in by an unbiased Ray Burns
Contact your broker or ring Brian or Arden and talk to the people who specialise in aviation insurance. Contributions to Logbook are welcome from all of our readers within New Zealand and internationally. Email your news snippets to: soaringnz@mccawmedia.co.nz. Please put "logbook" in the subject line.
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in NZ please contact: 2-seater - with or without engine Theo Newfield 18m Self Launcher L/D = 50:1 71 Penruddock Rise Top Gun in Racing Class Christchurch 18m unflapped glider (also with engine) New Zealand 18m flapped with and without engine Tel: (03) 3388362 Nov 2014–Jan 2015 11 new Open Class 2-seater Fax: (03)3388374 Mobile: 0274326015 self Launcher with 18 and /or 21m wingspan
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SOUTH ISLAND
Gliding Championships, Omarama BY CONTEST DIRECTOR, GEOFF SOPER
As I drove to Omarama all forecasts were for a wet and wild week of weather with gale force winds from the southwest, snow to low levels and a predicted washout of rain. I had faith in Omarama and was hoping the high squeezing over from the Queensland coast would see to the low pressure systems and give me at least three days taskable weather to make a contest into a championship. We all know the micro climate of the Mackenzie doesn’t always match weather predictions.
W
e had a new sub-class of the Open Class this year, the 20m Two Seater Class. The 20m class was scored with the Open class, just like the 18m class, but was limited to two seater gliders with two pilots and with a glider handicap of 1.07 or less. We had four Duo Discus gliders competing for the 20m Class this year. Task setters were once again Jerry O’Neill, Grae Harrison, and Theo Newfield with Gavin Wills as Safety Officer and Lemmy Tanner on the weather.
PRACTICE DAY While soarable, was not taskable.
DAY ONE Sunday 16 November turned on magnificent clear blue Omarama skies with a very strong hat-removing sou’wester. It turned out to be fairly blue and not as strong as it looked in the morning. First launch saw all 34 gliders emptied from Omarama in just over an hour. The grid team led by Abbey Delore, with oversight from Hugh Turner, were truly awesome and Yvonne
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Loader was ‘on the bench’ faithfully recording tow times. Four landouts tested the system – Glyn Jackson in VV, a Ventus 2a and Mike Strathern (and frog) in his ASW 20a TJ inspected the Ahuriri valley, whilst Theo Newfield in his ASG29 CW, aero-towed off the Maitland. Meanwhile Roly van der Wal in LS 6c VV decided to test the contest director’s phone by landing out near Lake Hawea. He knew he would have to wait for a ground retrieve as the Lucerne crop didn’t lend itself to an aerotow. Then it got interesting, as a check of the registration form showed he had no crew. Roly apparently figured you don’t need crew if you don’t intend to land out. We suspected that once the competitors started coming home there would be no shortage of volunteers as Roly was our principal sponsor. Roly’s business, ‘Immigrant’s Vineyard’, generously donated an excellent Pinot Gris first vintage, “Plovers Nest” as daily prizes. Frank Saxton and Jono Wardman happily volunteered to go retrieve him which is what Regionals are all about. Monday 17th was a no contest day; but hey; a bad day in Omarama beats a good day at work. Lex had a few issues with some of the Cambridge and Volkslogger units. There seems to be an issue that has only recently been found that means the
Photo Geoff Soper Photo Geoff Soper
Photo Geoff Soper
Photo John McCaw
Cambridge logger does not show any flight logs on the unit and the Volkslogger shows the logs but they are dated 1995.
DAY TWO Tuesday 18 November. A wave day that had all the ground team quite jealous. All the classes except Club had the same AAT task. It was hard to keep the grins off the pilot’s faces as they smoked around at high speeds, but the OPEN/20m/18m day went to Nigel Davy and Alex Boyes in NS at 161.6kph having completed 323.2km. The usual suspects had great runs but no podium finish and the excited buzz in the briefing room/bar was just what we needed to hear from the back office. While the day started blue the predicted southerly front arrived late in the day bringing some rain and then it poured. As twilight set in snow was settling down low on the surrounding mountains.
DAY THREE Wednesday 19 November. Cold air swelled up from the Antarctic region and the fridge door was well and truly open. The morning dawned to a thick blanket of snow low down on
the ranges, all very picturesque winter postcard scene. Spring in Omarama can surprise. An AAT was set for all the classes with big circles around all the turnpoints as there was a very high probability of thunderstorms today. The air was very cold. Combine the cold air with nice warm / hot sun on an unstable day and you get lots of clouds. Contest Director Geoff Soper ‘directed’ that a pilots’ photo was first task of the morning following briefing as the snow on the Bens was too good an opportunity to not have as a backdrop. Surprisingly the only actual landouts were Nigel Davy at Pukaki airfield and Hamish McCaw at Maryburn strip.
DAY FOUR Thursday 20 November. Moist westerly and a sky full of nice looking wave clouds. Wave task was set for all three classes - very much an Omarama special task with 5km radius fuzzy turnpoints, and scored as an AAT but with an impossible minimum time of 1 hour. The larger turnpoints meant that there is less congestion at the turnpoints when gliders were high and fast in the wave. The tasks were set to the east as well to
Nov 2014–Jan 2015
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Photo John McCaw
Photo Geoff Soper
SOUTH ISLAND REGIONALS
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Nov 2014–Jan 2015
Photo Geoff Soper
Photo Geoff Soper
force pilots to jump forwards and back between wave clouds, so everyone was not zooming back and forth along the same cloud. Launch initiated at 1300 and completed in under an hour thanks to the assistance of strong ridge-lift shortening tow times and of course the Youth Glide team and helpers. Some of the Youth Glide wing runners weren’t as youthful as their vests suggested. A sprightly Dave Speight rejoiced in showing off his prowess in this regard. Rumour has it he pulled up lame later. And what a day they all had with very high speeds all
Photo Geoff Soper
Kevin Bathwaite Photo Geoff Soper
Keith Essex with Lemmy Tanner and Jan Walker
round. The only hard luck story was Roly in VH who landed out down near Alexandra. The winds were too high in the lee of the Dunstans to effect an aerotow retrieve. He may have been soil testing for future vineyard sites. Derek Kraak, in DK, really enjoyed the high speed with an average handicapped speed of 189.5 km/h over the 429.3 km he flew. This turned out to be the fastest handicapped speed of the contest and Big Red had a grin that stayed with him for the week.
Photo John McCaw Photo John McCaw
Photo John McCaw
Photo Geoff Soper
SOUTH ISLAND REGIONALS
DAY FIVE Friday 21 November. Lex blogged, “…for a contest that looked like it was going to struggle to get three days of flyable weather at the beginning, I think we have managed to do quite well.” All classes had a similar task, including Club – an AAT that used the, hopefully, clearer sky to the east and north. It was definitely a wave day. It was not to be, as a promising glorious day deteriorated rapidly with the clouds packing in around the first turn point.
With the benefit of 20/20 hindsight we should have gridded at 0830 and launched by 0900. The base radio packed a sad as the weather rapidly turned to the proverbial custard with many pilots opting to landing back and calling it quits. The Contest Director went and made himself scarce. All pilots were to be congratulated for their decision making on this difficult day. There were a number of pilots wishing for a day six and an equal number (those in the lead) casting incantations for a no task day. Nov 2014–Jan 2015
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Photo Geoff Soper
Karen Morgan and Terry Jones Photo Geoff Soper
Roly van der Wal
Photo John McCaw
Photo Geoff Soper
SOUTH ISLAND REGIONALS
Photo Geoff Soper
Grid team
Brian Savage
NO CONTEST DAY Saturday 22 November. Oh well, asking for six contest days might have been pushing it. Our hard working scorer was happy and Dave Tillman our treasurer kept busy, printing invoices and settling the accounts. It gave Lex breathing space to fix the scoring glitches and others to prepare themselves for the final night dinner that evening. Others watched the inaugural rigging (in the rain) of the Arcus, Uniform Charlie owned by ‘Alaska Keith’. The final night’s dinner at the Countrytime was a great night – lots of laughs and reminiscing, fundraising that collected around $4500 for our team competing in Joey Glide. The team received donations / pledges and auction items (in no particular order) from: Simon Gault, Roland van der Wal, Craig Keenan, Paul Barrett, John Robinson, Terry Delore, Mike Gray, Lemmy, Nigel Davey, Graham Parker, Keith (Alaska), Clare
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Skelton, Chris Garton, Karen Morgan, David & Mairi Speight, Mark Tingey, Alex Boyes, Warren Dickinson, Derek Kraak, Grae Harrison, Bill Walker, Max Stevens and Tony Collins. Back to the Regionals and special thanks to Derek Kraak for organising the three meal special deal at the Countrytime during the week and the final dinner.
WE ASKED THE PILOTS: WHAT WAS THE HIGHLIGHT OF YOUR CONTEST? Karen Morgan said:
›› the meteorology ›› racing around fast on the wave days ›› sneaking into Naseby around the virga ›› picking our way into the Lindis around the snow showers ›› the wind which meant that as we thermalled, we blew
Photo Geoff Soper
Photo Geoff Soper
SOUTH ISLAND REGIONALS
Photo Geoff Soper
Photo John McCaw
Hugh Turner
Photo Geoff Soper
Max Stevens
backwards as fast as we climbed ›› the agonisingly slow climb into wave ›› is that rotor again? ›› the people, so many old friends, and some new ones ›› the photography recording the amazing sights – the wave shots around Mt Cook were exceptional this year ›› the light across the Mackenzie Basin, with the late afternoon sunshine picking up the snow falling on the Grampians as we retrieved a team from Pukaki ›› Roly’s wine was pretty good too. The dramas were there too: Max hoping for rain when he was leading by one point, and looking over his shoulder at Charlie. They both overlooked Graham. Go the ASH. Thanks to all the workers for a well-run and safe competition.
Roly van der Wal I loved landing out
Adrian Cable I can't give you a single highlight, I have to briefly give you several; ›› The joyous atmosphere and bubbling enthusiasm that is the South Island Regionals. ›› The extremely astute organisation, especially task setting in challenging conditions. ›› The pride in competing against exceptional pilots able to deal with said challenging conditions. ›› The pleasure of meeting old friends and making new. ›› The referred awe of sharing a cockpit with a friend competing in the South Island’s magnificent mountains for the first time and flying through the start gate straight on to final glide for 400 km at 180+ Kph.
Nov 2014–Jan 2015
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Photo Geoff Soper
Photo Geoff Soper
Photo Geoff Soper
SOUTH ISLAND REGIONALS
YGNZ members:
›› I recognised that AATs were probably ideal for
For the fiftieth South Island Regionals, Youth Glide NZ members came from all over to run the grid launch operation (with assistance from Daisy Strange, Speightsy and others). We had an absolute blast working with the tow pilots to have the most efficient grid launches. We launched all 34 gliders just under or over an hour every day, with the occasional rope knot or re-launch. The YGNZ members’ most enjoyable experience was driving the cars back up towards the terminal. Flash Kia, BMWs, Range Rover, Toyotas and more, was as though Christmas came early (bonus score if they had fresh baking or good lollies) and would see the grid team sprint towards their favourite car candy. Nick Oakley was the only YGNZ member competing and due to the fantastic environment the 50th South Island Regionals continues to bring, we cannot wait to have some YGNZ teams and pilots racing next year. Thanks for having us a part of the memorable 50th South Island regionals.
club or other pilots with lesser performing gliders or pilots who are still starting longer tasking. The fact we did four of these made me happy. ›› The social side made me very happy. The meals at the CountryTime were a great way to keep the team together (especially when the weather was pretty cold and not conducive to BBQs at the camp kitchen). The meals were also very good value. Finals night was the best we have done and great fun.
Kevin Bethwaite:
›› The way CGC members showed their collective abilities to run the event made me very happy. The tasks were, for me, very well set and even though I had two technical land-outs they were nothing to do with the tasks but all to do with the pilot.
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Roger Sparks: Minuses: ›› Strong blustery weather with some really mean turbulence. ›› The lack of mandatory FLARM creates a risk we don’t need. ›› We could do with a social programme including an “ask the experts” session….good for a no fly day. Pluses: ›› Slick organisation. Ran like a well-oiled machine. ›› Great grid and launching. ›› The AATs worked well with this crazy weather. ›› High level of competence from met, tasks and scoring. Thanks all
Photo John McCaw
SOUTH ISLAND REGIONALS
TROPHY LIST FINAL PLACINGS CLUB CLASS GLIDING NZ TROPHY
1 KD Brian Savage 2 CC Kevin Bethwaite 3 VV Glyn Jackson
3233 2985 1251
MATHS AND SCORING Lex blogged, “The eagle-eyed of you will have noticed that the points may appear to have been in a strange order. Open / 20m / 18m class, days 3 and 5, and the 15m / Standard class day 5 have some pilots getting more points than others, even though their average speed was slower than those below them. The basic answer is that this is correct and is how the GNZ scoring system works - both speed and distance points can be reduced if you either go too slow or not far enough. *** Maths Warning! *** If you want to know more, sit down with a good cuppa and carry on reading, otherwise it would be best just to accept that the scoring system is working as it was designed. A pilot’s score for the day consists of two parts: points awarded for the distance the pilot has flown, and points awarded for the average speed the pilot flew the task in. The maximum distance (Pdm) and speed (Pvm) points vary each day depending on a number of factors. Lex displays each day’s Pdm and Pvm on the scoring website for each class. The GNZ scoring system for AAT tasks has a couple of wee adjustments it can make to individual pilots scores. One is reasonably well known: if your handicapped speed is less that 2/3 of the fastest handicapped speed for that class, for that day, then you get zero speed points. You often see this on strong wave days when a bunch of pilots are all given the same score - they are all the ones who got around but were too slow to get any speed points. The little know adjustment is that for an AAT task (it does not apply to Racing tasks), your distance points can also be reduced if the distance you went was less than 2/3 of the maximum distance anyone in the class went that day. It is possible for either of the above adjustments to apply to a pilot’s score or even both if they were both slow and did not go far enough.
STANDARD MESSERVY TROPHY
1 XG George Wills 2 LB Nick Oakley 3 XP Tim Bromhead
4325 4059 3666
15M ANTONY RYAN TROPHY
1 XG George Wills 2 LB Nick Oakley 3 OO Peter Chadwick
4325 4059 4020
20M CONTEST DIRECTORS BIRO (NOOO EXPENSE SPARED IN THIS COMP!)
1 XT Mark Tingey/Adrian Cable 4113 2 UO Chris Streat, Trev Mollard,Ronan Harvey, Dion Manktelow 3760 3 QQ Gavin Wills / Simon Gault 3607 18M GLIDE OMARAMA TROPHY
1 YD Max Stevens 2 ZB Warren Dickinson 3 CH Grae Harrison
4163 3760 4129
OPEN STH ISLAND TROPHY
1 ZZ Graham Parker / Keith Essex 2 YD Max Stevens 3 ZB Warren Dickinson
4231 4163 4148
HIGHEST PLACED CLUB OWNED GLIDER Omarama Cup, CC, Kevin Bethwaite, 2nd place Club Class HIGHEST HANDICAP SPEED Roy & Ivan Evans Cup, DK, Derek Kraak 189.5kph Day 4 MOST MERITORIOUS 2 SEATER FLIGHT Roy Evans Cup, UO, Chris Streat Day 5 winner MOST MERITORIOUS FLIGHT: SOUTH ISLAND PILOT Fred Dunn Memorial, OO, Peter Chadwick Day 1 speed 20kph higher than others in class BEST INDIVIDUAL PERFORMANCE SOUTH ISLAND Mt Cook Air Services, XG, George Wills 1st in 15m/Std MOST POINTS WITHOUT A PLACING Sailplane Specialists Ltd, ZA, Charlie Tagg 4042pts (trophy missing anyone reading this please search your clubhouse/place you call home) PULSE OXIMETER DONATED BY FRANK SAXTON Roland Van der Wal
Nov 2014–Jan 2015
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SOUTH ISLAND REGIONALS
Is it true what they say about red heads? Derek Kraak and contest director Geoff Soper
SI REGIONALS FROM
THE RADIO ROOM
BY NEIL ALLISON
The Contest Director sometimes calls it the ‘Naughty Room’, but for the most part during the South Island Regionals, the scorer’s office in the Terminal is the front row seat at the game. It is a great place to meet the pilots, monitor their progress and get a great serving of fun.
I
began helping at the Regionals in 2007 when I was treasurer of the Canterbury Gliding Club. Over the years, I’ve helped with the money, gridding, running ropes for the launch and a few land-out retrieves. In those early years I was often asked to stay out of the office when things were getting exciting. For the last two years I’ve been fortunate to have a front seat at the finish line and help with radio comms. The scorer’s office is a busy place well before the 10am daily briefing as Lex prepares for daily winners’ flight presentations, produces the task and grid sheets and I enabled the SPOT tracking for the day. Once the launch starts the radio room becomes busier as we record the launch time for each glider and provide 10 and 5 minute start warnings, and the start opening for each of the three classes on two frequencies. After recording pilots’ start times we move into a tracking phase, recording ops-normal calls and monitoring SPOT positions using http:// tracking.gliding.co.nz/. We attend to any landout information that is relayed to us and liaise with the retrieve crews or tow pilots. Often we have pilot’s crews visiting us to discuss where their glider is, how long since the last SPOT update, get an estimate of when they’ll be home and have a bit of a yarn. When the pilots return for the finish we get busy with advising wind direction and speed when they change to the local frequency. This is when having someone on each frequency is useful: thanks Hugh! Later the pilots bring in their loggers and tall stories of high adventure, followed by questions about the provisional scoring and penalties. As a professional geek, I’m interested in using the various
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tracking technologies to follow the competitors around the tasks. In addition to SPOT, our main position monitoring tool, this year we were tracking FLARMS on the Open Glider Network (OGN) webpage http://live.glidernet.org/ and the Onglide Flarm Range Tool http://flarmrange.onglide.com using a receiving station set up on the GlideOmarama balcony by Melissa (7C). This provided an excellent, near real-time, view of the action in direct line-of-sight from Omarama. A few pilots had registered with FlarmNET and so their competition ID was displayed on their trace. A really cool feature of this system is the automated launch reporting it offers. I’ve added building an OGN FLARM tracking station to my list of projects as I can see potential for having a receiver at our club airfield. However, a network of receiving stations is needed to realise the full potential of this system. Last year we had some pilots use Live Tracking from SkyLines https://www.skylines. aero/tracking/, predominantly using XCSoar on mobile phones to send position info over the mobile networks. Each of these systems has their strengths and disadvantages and together they provide complementary tracking information. I’ve found that being in the radio room at the Regionals is an excellent holiday. It’s given me an opportunity to be with a group of great people, some who’ve travelled from far away to compete. I’ve got a close up view of the flying and competition without too much exertion and played with some fairly new tracking technology. I’m looking forward to flying in future Regionals and know that whoever fills the gap in the radio room will also have a great time occupying the best seat in the house.
Photo John McCaw
SOUTH ISLAND REGIONALS
GAVIN WILLS
M O U N TA IN SOARING SCHOOL Internationally acclaimed Soaring Courses and individual private coaching
The world's largest fleet of Duo Discus's including X's and the new XL
Crystal clear amongst the Southern Alps
"You absolutely must go to GlideOmarama! No, really, you must go! Sell whatever it takes to get there, but go!" TREMAINE CALLIER – Lasham GC, UK
ADVENTURE SOARING FLIGHTS
Inquiries and Bookings free phone 0508 58 55 88 | phone +64 3 438 9555 | www.glideomarama.com
Nov 2014–Jan 2015
21
CENTRAL PLATEAU Soaring Competition 10 #
BY TREVOR TERRY
Welcome to the 10th CPS Competition Preparations were completed Airspace was confirmed and available On line entries were working fine and 12 early bird entries were confirmed a month before the start of the contest with more late entries expected Clubrooms and grounds were groomed to perfection Tow planes and pilots were on standby Organisers and members were ready to go But ... someone forgot to tell the weatherman.
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DAY ONE 2 November. 150 km – 360 km AAT Kaingaroa-ArohenaKuratau. Insufficient distance flown. No score.
DAY TWO 7 November. 150 km – 376 km AAT Kaingaroa-Pureora-North Arm 1 ZO Ian Finlayson 263 km at 73.4 kph 2 XT Team Tauranga 3 TX Conal Edwards
DAY THREE 8 November. 136 km – 400 km AAT Galatea-Poronui-Pureora It was a promising forecast and the sky started to pump. Task setters set a task with potential to be a round the laker. Cloud base 6,500 feet in the local area climbing to 7,500 feet plus, in the Kaimanawas.
CENTRAL PLATEAU
1 TT Trev Terry 320 km at 104 kph 2 DX Team Auckland 3 ZO Ian Finlayson Fortunately, the final day was more like a Taupo day and all competitors completed the task and confirmed that when it comes right, it can be exciting and challenging.
Overall results 1 ZO Ian Finlayson 1824 2 DX Team Auckland 1498 3 TT Trev Terry 1451 Hugh de Lautour completed his longest distance flight ever with 265 km at 75 kph for a great performance. This contest, while not a sanctioned SRC event, does appeal to a range of pilots and sailplanes including some who have attended all contests. Using AAT tasks allows tasking to suit the broad range of handicaps.
Our challenges are
›› Timing of the contest so as not interfere with other sanctioned events
›› The weather - Spring can be awesome however there is more risk of instability. Thanks to Tom Anderson for the fishing trip aboard his launch MYGO. Smoked trout for smoko was appreciated and a few rounds of golf were enjoyed by the challenged. A big thank you to Contest Director Rob Lyon, Tom Anderson, all members, crews, helpers, organisers, tow pilots, radio operators and competitors. Special thanks also to Iggy Woods who travelled daily from Hamilton to tow and to Brian Williams for looking after Radio Taupo.
Nov 2014–Jan 2015
23
Airbus Perlan
MISSION II The next great near space adventure Einar Enevoldson at the announcement of Airbus as a major project sponsor.
New Zealand glider pilots have been following the Perlan Project ever since Einar Enevoldson and entrepreneur Steve Fossett first attempted to break world height records in Omarama in 2002. Many well-known New Zealand pilots got behind the project, lending their time, knowledge and expertise. After that meeting, Terry Delore and Steve Fossett would team up and go on to set many world distance records together before Steve’s untimely death in 2007. That connection means we watch the project’s developments in glider design, aeronautics and meteorology with even more interest. The following is a run-down of the history of the project for those new to the Perlan Project. Next issue we will bring you interviews with some of the project’s top people.
To sum things up very simply, the Perlan project is attempting to soar a glider into the stratosphere – more than three times higher than you have ever imagined flying a glider.
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IN 2014 AIRBUS GROUP BECAME THE PARTNER AND TITLE SPONSOR OF PERLAN MISSION II. In 2015/16 the Airbus Perlan Mission II intends to set new altitude records by flying a purpose-built pressurized highaltitude glider (the Perlan 2) higher than any other wing-bourne aircraft has ever flown, using stratospheric mountain waves and the polar vortex. In so doing, they will harvest invaluable data about earth’s atmosphere and its ozone layer.
THE PERLAN STORY From 1992-98 Einar Enevoldson, Perlan Project's founder and NASA test pilot, collected evidence on a weather phenomenon that few people at the time even knew existed: enormous stratospheric mountain waves. Einar quickly figured out that you could use a glider to ride these air waves all the way up to near space. And he set out to prove it. In 1998 meteorologist Dr. Elizabeth Austin teamed up with Einar and expanded upon his findings, proving that it is stratospheric polar night jets and the polar vortex that are the principal factors in creating these mountains waves that can reach up to 130,000 feet into the middle stratosphere. In 1999 Steve Fossett, the record-setting aviator, sailor, and adventurer, and the first person to fly solo non-stop around the world in a balloon, agreed to fund Perlan Mission I and joined as its pilot. On August 30 2006 in Argentina, Steve and Einar broke
In 1998 meteorologist Dr. Elizabeth Austin teamed up with Einar and expanded upon his findings, proving that it is stratospheric polar night jets and the polar vortex that are the principal factors in creating these mountains waves that can reach up to 130,000 feet into the middle stratosphere.
El Calafate
Einar and Elizabeth
the previous altitude record for unpowered gliders by 1,662 feet (507m) by flying to 50,671 feet (15,460m), and they could have flown even higher. The problem was that their pressure suits expanded so much inside the cabin that they couldn’t move the flight controls and control the aircraft anymore. So they came down, and quickly decided they needed a custom glider with a pressurised cabin. This aircraft is known as Perlan 2.
support systems of a space ship. The combination of very thin air and extremely low temperatures is similar to the environment that would be encountered flying on Mars. At such low air density the glider must fly at near transonic speeds to create enough lift to sustain flight. At these speeds shock waves can form and flow separation can ruin performance. The Perlan 2 requires a new and highly efficient aerodynamic design. Greg Cole of Windward Performance was commissioned to design, test, and fabricate the new aircraft. It has a strong (6g airframe) and the reliability and life support systems of a space ship. There are also backup control devices and speed limiting dive brakes.
THE PERLAN MISSION II WAS BORN The Goals of Perlan II
»» Set a new wing-borne altitude record breaking all previous records
»» Collect data of Earth’s atmosphere (polar vortices, ozone »» »»
layer) that can be used for understanding climate patterns and possible climate changes Conduct aerodynamic and aeronautical research that can lead to innovative aeronautical developments and understanding of flight on Mars Use the mission as a platform to launch educational programs.
BUILDING AN AIRCRAFT TO FLY TO THE EDGE OF SPACE Perlan 2 will fly in a near vacuum with air density at less than 2% of that at sea level. It must be extremely strong and light like a space ship, but extremely stiff to prevent flutter. Flying at the edge of space, the Perlan 2 must have the reliability and life
Systems and Equipment Avionics »» Full set of instruments for pilot and co-pilot »» Specialised high-altitude sensors where required, e.g. air-data, encoder »» Full-EFIS with 3-axis auto-pilot »» Soaring-specific flight computer (LX-9000) »» Custom designed multi-function display unit (MFD) for battery and life support systems management Parachute systems »» Drogue chute for emergency stabilisation and rapid descent »» Ballistic recovery parachute (BRS) for emergency descent to the ground
Nov 2014–Jan 2015
25
AIRBUS PERLAN
Modular instrument pods that plug into the instrument bay »» Biological sampling »» Atmospheric gases »» Geo engineering element releases »» Astronautically photographic missions »» Remote sensing »» Earth sciences pictures
Ground Testing
Cockpit environment and life support »» Separate cabin pressurisation and breathing systems »» Pressurised cockpit tested to 25 PSI pressure differential (3X safety factor) »» Closed loop re-breather system
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Nov 2014–Jan 2015
Static Loads (completed) »» Fuselage load tested to 6g/-4g »» Empennage load tested in torsion to 125% of load limit »» Cockpit tested to 3X design pressure load Ground Vibration Testing Systems
AIRBUS PERLAN
Flight Testing Phase One Conducted at build site Ground Testing »» Ground vibration testing (gvt) »» Systems »» First flight from long wide runway »» Initial airworthiness »» Envelope expansion using classic build-up »» Complete faa fly off requirement Phase Two To be conducted at Minden, NV or other similar high-altitude soaring site Envelope Expansion using Classic Build-up »» Flutter »» Loads Systems Testing »» Oxygen »» Pressurisation (above 15,000 feet MSL) »» Avionics Phase Three Deploy to El Calafate Best overall location for Polar Vortex Team already has experience with logistics and local regulatory requirements Conduct Envelope Expansion with Build-Up in About 5,000 foot steps Record Attempts
Requirements for Record Attempts The interaction between Tropospheric Mountain Waves and the Polar Vortex creates Stratospheric Waves. »» Prefrontal conditions are best to create waves at the ridge line »» Ridge top winds ≥ 40 knots »» Winds within 30 degrees of perpendicular to ridgeline »» Strong low-level winds create stronger waves »» A stable atmosphere sustains the waves »» A gradual wind increase in altitude. Wind reduction leads to cessation of upward propagation »» A weak tropopause allows the wave to traverse into the stratosphere »» Region influenced by Polar Vortex provides increasing wind gradients to above 90,000 feet »» Over Southern Andes and over Scandinavia these conditions can occur during winter months making flights to 90,000 feet possible
these altitudes easily but neither can stay in position. Rockets zoom past into space; balloons drift with the wind. Satellites and other remote measurements cannot take physical samples or sample precise altitudes. 1. The Perlan 2 is a research aircraft for previously unreachable altitudes: The stratosphere is generally inaccessible to conventional aircraft, and so most research studies rely on ground-based instruments to gather data. Perlan 2 is the only way to routinely fly into and study the stratosphere directly. Perlan 2 opens up the ability for direct air sampling and observations of the stratosphere for research into high altitude meteorology, high altitude aerodynamics, high-altitude physiology, and materials engineering and testing. 2. Increased understanding of our atmosphere: Perlan 2 will harvest data from the stratosphere where many strange phenomena have been observed but never understood including things like invisible clouds, strange electrical flashes called red sprites, blue lightning that strikes upwards instead of downwards. 3. Increased understanding of climate change: The stratosphere has major influences on global climate change. For example, it’s where the ozone layer is, which is critical to the protection of humans and other life forms. Using data from the glider and state-of-the art computer weather models, we will be able to research and learn about the relationship between the ozone layer and stratospheric mountain waves and the Polar Vortex (and even other phenomena such as gravity waves). This data will allow scientists to unravel the relationship between these phenomena and how they affect ozone quantities over the entire globe. The team will also be able to research other weather phenomena, such as complex deep cold frontal circulations, which will help us better differentiate between man-made and natural global warming. 4. Perlan 2 paves the way for more high altitude flights and future flight on Mars: Perlan Mission I discovered that, unlike the troposphere where today’s aircraft fly, there are sharp horizontal temperature changes (gradients) in the stratosphere that could flummox some autopilots while in Mach hold or disturb a high response electronic jet engine controller, either of which could cause catastrophic results. Perlan Mission II will enable scientists to analyze the stratosphere in great detail to determine the extent of these sharp temperature changes to aid in aerodynamic research for future high altitude flights. 5. Establishing high altitude boundaries for life: We now know that biological life exists high up in the stratosphere. We will collect biological samples and break new ground in understanding the concentration, nature, and viability of these biological particles and establish what are the high altitude boundaries for life on Earth. This can also be used to assess the likelihood that other planets can support life.
RESEARCH Perlan 2 will harvest meteorological data which cannot be obtained in any other way. Rockets and balloons can reach
Nov 2014–Jan 2015
27
AIRBUS PERLAN KEY PEOPLE IN THE PERLAN PROJECT
Dennis Tito front and Jim Payne back
Jim Payne, Chief Pilot Jim is familiar to many New Zealand pilots who have soared in Nevada and many of us follow his wife’s blog posts of his long distance soaring adventures. Jim first soared at the Air Force Academy in 1971. There he made his first wave flight and was immediately hooked. In 1983 he got his gold and diamond altitude legs in a SGS 1-26 in the Tehachapi Wave. When he was assigned to staff at the US Air Force Test Pilot School he was part of the Soar Eagle Project flying a Grob 103 with a pressure suit system. Soaring in this sailplane Jim earned a Triple Lennie pin for a flight to 42,200 feet. With the advent of GPS flight recorders, Jim pioneered wave speed records. For many years he held the fastest world record at 247 km/hr (154 mph), a record that was listed in the 2006 Guinness World Records. In recent years Jim has used the wave to win numerous OLC championships including the Distance OLC World Championship in 2008, 2012, and 2013, the North American/USA in 2007, 2008, 2009, 2012, and 2013 plus the Speed OLC World Championship in 2007, 2008, 2009, 2011, 2012, and 2013. His furthest flight is 1,677 miles (2,701 km). Jim was awarded the FAI 2001 Lilienthal medal and is a member of the US Soaring Hall of Fame.
Einar Enevoldson, Founder Chairman of the Board
and
Einar is a lifelong glider pilot, former jet fighter pilot in the USAF, and exchange officer with the Royal Air Force where he attended the Empire Test Pilot’s School in
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Farnborough, England. Following graduation, he served as a test pilot on the Hunter, Lightning and Javelin British fighter aircraft from 1966 to 1967. From 1968 until 1986 Einar was a NASA research pilot at the Dryden Flight Research Center, Edwards, California. Among the many planes he flew for NASA were the YF-12A (Interceptor version of the SR-71), the oblique wing AD-1, Controlled Deep Stall Sailplane and the X-24B Lifting Body. He was twice awarded the NASA Exceptional Service Medal. In 1992 Einar first envisioned the Perlan Project when a LIDAR image of a stratospheric mountain wave, at 75,000 feet above Northern Scandinavia, was first shown in Germany. Einar believed that such mountain waves could be used to fly a sailplane to astonishing heights. Einar and Steve Fossett proved this concept when they set a world record altitude for gliders of 50,671 feet on August 30, 2006 in the Perlan I, a modified DG505M, in stratospheric mountains waves generated by the Polar Vortex over El Calafate, Argentina.
Dennis Tito, Pilot And Main Contributor Dennis Tito earned a B.S. in Astronautics and Aeronautics from NYU College of engineering and a M.S. from Rensselaer in Engineering Science. He began his career at NASA’s Jet Propulsion Laboratory where he was responsible for designing the trajectories for the Mariner spacecraft missions to Mars and Venus. Dennis left JPL to pursue a career in investment management. He is currently CEO
AIRBUS PERLAN of Wilshire Associates Incorporated, a leading provider of investment management, consulting and technology services. On April 28, 2001, Tito made history by becoming the first individual to personally pay to travel in space. Launched from Baikonur, Kazakhstan, Tito served as a crew member of an eightday Russian Soyuz mission to the International Space Station.
Morgan Sandercock, Project Manager And Pilot Morgan Sandercock is a glider pilot from Australia and is the Chief Flying Instructor at the Hunter Valley Gliding Club. Morgan works as a project manager for a coal mining company in Australia. “When I first heard about the Perlan Project, I was very interested,” he said, “When I heard that Einar was looking for pilots to contribute to the project, I knew I had to be involved.”
Dr. Elizabeth Austin, Phd, Principal Meteorologist Dr. Elizabeth Austin is an active member of the American Meteorological Society, member of the Certified Consulting Meteorologists (CCM) board of directors. She is the recipient of a Fulbright senior specialist award at the Laboratoire de Physique de L’atmosphère, CNRS, Universitè de la Rèunion, Rèunion Island, France and the distinguished teaching award at the four
year Sierra Nevada College in Incline Village Nevada. Her areas of specialty include mountain weather, mesoscale atmospheric modeling, cloud and ice physics, education, and stratospheric mountain waves. Elizabeth has lectured and taught courses and seminars on weather and weather education all over the world. She is currently president of WeatherExtreme Ltd. WeatherExtreme Ltd is an international meteorological and climatological research and consulting firm providing extensive services for a distinguished and diversified group of clients, including NASA, Federal Express, Delta, Air France, Southern California Edison, Rockwell Collins, Time-Warner Cable, and the United States Department of Justice, among others. Elizabeth has been a frequent and popular lecturer, guest speaker and scientific panelist on major scientific weather, climate and environmental issues all over the world, including appearances in China, France, Australia, Germany, New Zealand, Argentina, Mexico, Switzerland and Austria. One very important issue and area of focus for Dr. Austin is the urgent need for enhancing the education of young people in science and technology. As she states, “The scientists of tomorrow begin with the children of today.”
SoaringNZ has been very fortunate to be offered the opportunity to interview these people. If you have any burning questions about their roles and the Perlan Project please email the editor at soaringnz@ mccawmedia.co.nz with your queries.
NZ Agent: Roger Sparks 0274 956 560 r.sparks@xtra.co.nz
Nov 2014–Jan 2015
29
COAST RUN
Photo Steve Wallace
Christina's
A happy Christina Keil
Christina Keil is a German glider pilot visiting New Zealand for the summer. She owns a LS1F. A few weeks ago she got a chance to do a coast run with Steve Wallace in Auckland Aviation Sports Club’s Twin 2. These are her impressions.
B
efore I start to tell you of my little adventure along the coast, I would like to introduce myself. I am not from here. I am from the other side of the world, from good old Germany. I am doing an internship here in Auckland. I am in my 7th semester studying Landscape Architecture in Freising-Weihenstephan (30km north of Munich) in Bavaria. During the time I am in Auckland (from 10th September to 8th February) I am living in the house of my boss Angelique - very close to Whenuapai. When I arrived I didn't know that gliding was possible in this area. I was so happy when I got the chance to get to know the Aviation Sports Club! Thank you for your friendly and companionable welcome. I was born into an aviation family and did my first solo flights at only 13 years. I got my licence at 16 and bought my glider when I was 19. A short time later I moved to Bavaria - officially because I could only do my course of studies there, unofficially, because you can fly much easier much longer distances there.... This year I started flying in the Alps. The breathtaking scenery is full of magic beauty, in which we glider pilots can
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move like eagles above majestic, old and huge mountains. Like eagles - not like seagulls. Coast flying is just like that - moving like a seagull. I never felt closer to flying like a bird than during this flight. In Germany I had never heard of your coast run. Around 1920/30 in eastern Germany/western Poland, there were some pilots who were flying along dunes with their SG 38 and similar gliders. But that was the only time I have heard of something like that. I also never thought I would ever have the chance to participate in a Coast Run. There were five gliders with Jonathon in a PW-5, Steve Foreman in a LS4, Ivor Woodfield with the Libelle IV and Gary Patten with MP and Steve Wallace and me in the Twin. Steve and I got the last launch and around 1200 we released. The tow was much rougher than any I had done before, but we had no real trouble. Steve showed me Muriwai Beach and explained to me the way you have to fly if you want to jump from the dunes to the cliffs - necessary if you want to fly more than 750km or maybe 1000km within OLC rules. At 1000ft, we can go to the cliffs. It’s an absolute stunning view, looking and flying over the sea. We’re relatively low and long white waves bluster against the sometimes dark black or bright white cliffs. And I have never seen black sand before. Steve let me fly for this part of the trip. He often said 'lower' and I trusted him, even when I had to convert our height into metres so I could believe how low we were. After crossing the Manukau Harbour, he said to
Photo Steve Wallace Photo Steve Wallace
Photo Steve Wallace
Steve Wallace in the back seat
me that he would like to take over the controls and we wouldn't fly higher than 600ft/180m. I trusted him again, but could not imagine what would follow. For centuries, maybe for thousands of years, humans dreamed of flying. Flying like a bird; free, elegant and fast, following the rushing shadow over rocks and water, waves and hills. And so we did, circling around rough, steep cliffs, nearly jumping over fences and hunting sheep and cows. I never believed that somebody could fly such a sorry old Twin, heavy and un-agile, perfectly around dangerous and turbulent rocks like Steve did. Viper would have been proud of you, Maverick! Maybe even he did not think that it could be possible to get wet by the spray of a rolling wave. Steve taught me to glide next to the cliffs, how to cross the Waikato River and where to turn at Raglan. It was very unusual for me to fly so low. I never had a problem flying next to the ground, but normally I am doing that over the top of thousands of metre high mountain; half of a circle to the right or left side and I have a gain at least hundreds of metres of air under my glider. During a coast run you're often not higher than 600 or 700 feet with sometimes no landing option under your wings. Steve showed me what was possible and to believe in the power of the strong western wind. It is very easy and relaxing to travel like this, when you always know that you have lift at nearly every part of the cliff. I was feeling very comfortable after I became accustomed to it. One very exciting part for me was the ending. We got 2000
feet above Muriwai Beach, so Steve decided it was safe to fly back home. During this flight home we flew through a lot of sink, and my GPS was calculating an arrival height of -120ft... But we found some lift and made it safely. One turn and we landed. After landing Steve said he had a job for me. I didn't know what he meant, but after he wiped a finger over the wing, I understood. There was salt at the wing. The whole glider was covered in a thin layer of salt! And I was happy that not only the Twin had salty wings, the others did too (that meant it was normal and nobody would think we had been flying thaaat low.....). After washing I gave the old, brave Twin a little attention from a bottle of turtle wax, and at least the wings were looking like new. During the flight I think Steve thought the only English word I knew was ‘unbelievable.’ I am absolutely sure that this was the most amazing flight a glider pilot can ever have. It was a great pleasure to accompany Steve. To the rest of the club: be happy and proud that you are able to fly like this and that you maybe have the greatest area for coast flying which the world can provide, next to your door. When I left the hangar, the glider’s wings were glinting in the last ray of light which was falling through the closed hangar doors- it seemed as if they were blinking to me - promising much more fun for the next run. Coast run - what a heavenly drug!
Nov 2014–Jan 2015
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AGING PILOTS
Earlier this year the RNZAF Aviation Medicine Unit undertook a literature review pertaining to assessment of fitness for flying operations with specific reference to the aging pilot. The majority of publications found were devoted solely to aging in Commercial and General Aviation (GA) with very few oriented toward the military pilot and/or aircrew which was of course the Med Unit’s focus. Despite the limitations in published research, the issues are relevant to all pilots including glider pilots.
Jill McCaw has summarised the study which sadly, doesn’t offer the direction or recommendations we might have hoped for in dealing with ageing pilots in our clubs. It is however good to realise that it is not just within gliding clubs that an ageing pilot population has the potential to be a problem. Gareth Iremonger, of the AMU and author of the original article will write a follow up to this specifically related to glider pilots for our next issue. 32
Nov 2014–Jan 2015
S
ince their introduction, age limits have provoked debate worldwide among pilots, airlines, unions, government regulatory agencies and the medical fraternity. The issue is not only the policy’s scientific basis but the legal and economic considerations. The upper age rules were developed out of concerns for the effects of aging which may risk aircraft safety. One of the prominent reasons for placing age limit on pilots was the risk of acute incapacitating age related medical events such as acute coronary syndromes (ACS) or stroke. Many of the policy and rules employed by regulating authorities lack scientific basis, which is not surprising as there are few published articles which investigate age versus flight
AGING PILOTS
risk. There is evidence to show that more experienced pilots are no more likely or in some cases less likely to be involved in an accident caused by pilot error. However, experience and age are not always related and age alone cannot always be used as a predictor of medical events. Regulations for medical certification intervals have been based on the application of general epidemiology data, international best practice and corporate experience. The question, which is often asked, is how frequently should medicals be done to detect illness that could cause inflight incapacitation or performance decrements and how should those intervals change with age? Although particular concern revolves around illnesses that can cause sudden incapacitation (heart attack and stroke), there appears to be little focus on other areas of pilot performance. There are studies which have shown that more experienced pilots up to 60 years of age are less likely to be involved in an accidents caused by pilot error. However, there is also evidence to show that pilots in their 60s had a five times higher risk of incapacitation than a male pilot in their 40s. Experience appears to be a significant protective factor but the data may also reflect a healthy population from the already well-established medical standards and periodic physical examinations which have deselected out the not so healthy. One might reasonably argue that pilots with health problems are equally detected more often than not by an event on the ground, through routine medical screening, or even self-presentation to medical examiners
AREAS OF MEDICAL CONCERN FOR THE AGEING PILOT (OUTSIDE OF THOSE CAUSING SUDDEN INCAPACITATION) One area relevant to the aging pilot is cognitive decline. From early adulthood, there are declines in mental domains such as processing speed, reasoning, memory and executive functions, some of which is underpinned by a decline in general cognition. These are insidious and may not present themselves under our current medical screening system. Knowledge, experience, and reputation can compensate for a long time. Cognitive decline can reflect non-pathological ageing (i.e., no disease process present), neuropathology (brain/nerve degeneration) or be transient and reflect the adverse effects from chronic stress, mental fatigue, depression or the consumption of medication or alcohol. Whether cognitive decline in the ageing pilot is pathological or not, decline can be gradual and the changes may not be evident to the pilot or doctor until the deficit becomes serious. This is an area which requires further review and investigation. Another neglected area, especially in the ageing pilot revolves around physical performance. For the commercial and general aviation pilot this may not be critical. However the military pilot and aircrew member can operate in a very physical environment. Tactical flying for instance submits aircrew to high sustained and
rapid onset G force. To pilot during tactical flying, whilst wearing life support equipment, requires good physical strength, flexibility, range-of-motion and proprioception. This is an area which historically is not considered as an important facet of pilot medicals. It begs the question whether muscular strength is relevant, especially in an ageing pilot. Further consideration and investigation of muscular strength in pilot medicals is warranted. The possession of a high standard of vision and hearing are essential and standards should not change with the ageing process. The above mentioned aspects of pilot and aircrew performance are just some areas which need to be discussed. Review of each area may not be the most efficient approach to the assessment of medical requirements. A more comprehensive method might involve the analysis of flying conditions and required health standards for each aircraft and aircrew position. The recent efforts to establish medical requirements necessary for unmanned aircraft (UA) highlights the need in some circumstances to have platform specific medical standards based on bona fide occupational requirements.
ASSESSMENT OF MEDICAL FITNESS AND DECISION MAKING FOR THE CLINICIAN For the most part there are two very basic principles to adhere to when assessing an applicant’s medical fitness for flight. The applicant shall be physically and mentally capable of performing the duties of the licence or rating applied for or held. Secondly, there shall be no medical reasons which make the applicant liable to incapacitation while performing duties. These are very clear, sensible and all-encompassing statements to abide by but the practicalities can be complex and often highly subjective. Guidelines and recommendations need to be developed based on scientific evidence or consensus when evidence is not available. Regulations, guidelines and recommendations need to not only be valid and lawful, they need to be functional and enable consistent decision making process between clinicians. Further research is needed to evaluate the benefits, consequences and validity of tools, and judgements used to assess medical fitness.
CONCLUSION In conclusion, more research is clearly needed to evaluate fitness for flying operations in the ageing pilot and aircrew. There are multiple areas which need closer review, specifically around cognition and physical performance. Very little quality evidence exists from which to determine risk and requirements for ageing pilots. Military and civilian aviation are both experiencing an increase in the age of populations. Undoubtedly the pressure to research and develop safe and effective policy will follow.
Nov 2014–Jan 2015
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Derek Kraak pilots his ASG29 across the line at the South Island Regionals. Photo John McCaw
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Nov 2014 – Jan 2015
Photo John McCaw Nov 2014–Jan 2015
35
Proposed changes to Competition Rules Sailplane Racing Committee
O
n a perfectly good flying day in mid-June, the newly elected Sailplane Racing Committee locked themselves away in a motel room in Auckland. The purpose of this incarceration was to brainstorm a total review and refresh of the rules New Zealand currently uses when racing sailplanes so as to break down some of the barriers to competition entry, especially for new pilots and create a racing format better suited to New Zealand’s gliding make up. In the four months following this initial brainstorming session, the SRC has debated and drafted a new proposed set of rules that have now been circulated to all competition pilots, organisers and interested parties for the purpose of receiving and evaluating feedback. Some excellent, well thought out and valid feedback has already been received. The period for feedback will end after the last Pilots’ Meeting at the end of the soaring season, at which point the SRC will look to modify these draft rules based on the feedback received and make ready the new rules for publication prior to the 2015/16 Soaring Season. If you haven’t read it already, below is a copy of the letter that accompanied the circulation of the new rules.
DRAFT COMPETITION RULES – 2015 / 2016 SEASON Dear Competition pilot, Organiser, Club Member As you may or may not be aware, it is the role of the Sailplane Racing Committee (SRC), as mandated by the Gliding New Zealand Executive, to establish, review annually and publish before the 1st of November each year the rules under which GNZ sanctioned competitions will be flown for the following season. The SRC committee, elected at the June 2014 AGM, announced at that meeting that instead of just the usual tinkering and minor rule changes, a total review and refresh of the rules would be undertaken. The reason for this refresh is not change for change’s sake but is instead intended as a paradigm shift in how we fly competitions in New Zealand with a clear purpose; which is to reverse the participation decline and get ‘more pilots flying competitions’ and therefore flying cross-country. It has been identified that active cross country pilots stay in the sport longer and contribute more at all levels than those pilots who never reach this fundamental level of glider flying. Competitions are an ideal training ground for those wishing to gain or improve their cross-country flying skills. As well as a holistic look at the rules with a view to aligning them to a new format of competition flying, each and every rule has been looked at and questioned with respect to – What is its purpose? Is it needed? Is it a rule or is it a guideline? What is the punishment if it is broken? Rules have then been re-worded, moved or deleted in a process intended to refresh and modernise. Please note these rules are a first draft and will not be finalised until consultation and feedback has been received and considered from competition pilots via the Pilots’ Meetings held at the Regionals and Nationals this season or via individual or group e-mail submissions to the SRC e-mail address: src.gnz@ gmail.com
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Nov 2014–Jan 2015
Doug Henry in a motel in Auckland
Summary of and Rationale for Key Changes For Regional and National Championships, the most fundamental change is reorganization and reduction of the current class numbers from six (or seven if you count the new 20m two seat class) down to two. For the moment these two classes are being called: »» High Performance Class (handicap 96 and above) »» Performance Class (handicap 105 and below) These two classes have a deliberate large handicap overlap. Performance refers to both glider and pilot performance. The large handicap overlap will allow the majority of pilots to choose a level of flying aligned with both their current level of ability and the performance of their glider. Intentionally this format allows a two-step (or three-step if you count Novice tasking) pathway to the top levels of performance in our sport. Almost all other competitive sports have set ‘pathways to the top’ where competitors enter the sport at the novice levels and step their way up towards the elite / high performance levels. Task setters will set two tasks. A ‘big’ task for the High Performance Class and a ‘medium’ task for the Performance Class. Again, most pilots will be able to choose to fly tasks that are in-line with both the performance of the glider they are flying and their current level of ability. With only two classes, the competition for all pilots will be more meaningful than the current format (too many classes, too few pilots) and winners will be true champions having triumphed over a large group of their peers. Sports / Club Class – this is intended to be an expansion of the successfully revived club class; an un-ballasted, handicapped competition, at this stage open to all gliders (up for debate), with tasking optimised to the performance of a 96 handicap glider, e.g. LS4. The SRC is looking forward to all feedback in regards to the first draft programme of competition rule changes. Please note, all feedback (unless related to the specifics of a rule. e.g. correctness, grammar, etc.) will be considered in context with respect to the SRC’s primary goal of ‘more pilots flying competitions’. Regards, Steve Wallace Chairman – Sailplane Racing Committee
Auckland Gliding Club Presents
Club Class Nationals
& MSC Competition Drury, January 2015
Dates and Fees The Club Class Nationals Competition Practice Day: 20th January Competition: 21st January - 31st January The Matamata Soaring Centre Competition No Official Practice Day (launches and tasks will be available during the Club Class Nationals)
Competition: 24th January - 31st January Entry Fees after 10 December Club Class Nationals: $230 ($30/day for casual pilots)
Matamata Soaring Centre Competition: $200 ($30/day for casual pilots)
About the site
• Located at the foot of the Drury Hills, where the bushclad slopes provide an early start to thermal activity • Just two glides to the early convergence along the Firth of Thames • Easy access to the Swamp and Kaimai Ridge takes you onto the edge of the Central Plateau for longer tasks • Pio Pio via back of Pirongia Mountain, 300 km out & return
• Convenient forest at Maramarua for evening thermals to get you home • Access the hill country West of the Waikato River without airspace worries • Plenty of airstrips in the hills • How about “around Hamilton airspace”? • Plenty of wet day activities nearby
And on the way home, either way, convergences set up to make your life interesting.
Camping and Catering on site!
Handy to Accommodation (lots of options)
Longest flight from our site Patrick Driessen, 730 km FAI Triangle! Nov 2014–Jan 2015
37
The Deepwave Project in
NEW ZEALAND BY RICK MILLANE
The idea of waves in the atmosphere is something that glider pilots are very familiar with, particularly those who fly in New Zealand where the massive lee wave system that builds up over the Southern Alps is legendary. Did you know though that there are other sorts of atmospheric waves and they have a huge influence on global weather? In June and July of this year, the Deepwave Project conducted an observational campaign based in Christchurch. Deepwave is a research project into ‘Deeply propagating gravity waves in the atmosphere.’ Having the usual glider pilot’s interest in atmospheric waves and some past experience in analysing sailplane flight data from the Perlan Project flights, Canterbury Gliding Club member Professor Rick Millane made contact with some of the scientists involved in the project. He was invited to attend their planning meetings in Christchurch and even allowed on a Gulfstream calibration flight. Rick is not an expert in this area, but summarises the experience for SoaringNZ. 38
Nov 2014–Jan 2015
T
he Deepwave project is coordinated by the Earth Observing Laboratory (EOL) at the National Centre for Atmospheric Research (NCAR) in Boulder, Colorado. It is funded by the US National Science Foundation, the US Naval Research Laboratory (NRL) and the German Aerospace Centre (DLR), as well as other organizations. Participants are from a number of organizations including NRL, NCAR, University of Colorado, Yale University, Utah State University and Boston University in the US, the University of Mainz in Germany, DLR and NIWA in New Zealand. The project aims to follow gravity waves from their generation in the troposphere to their breakdown in the mesosphere and thermosphere. The region of New Zealand, Tasmania and the Southern Ocean is one of the most prominent gravity wave ‘hotspots’, making New Zealand an ideal site for this experiment. The project is a unique experimental design that incorporates aircraft instrument platforms, ground-based measurements and numerical/computational models. It aims to answer various questions on atmospheric wave generation, propagation and forecasting, their influence on the atmosphere, weather and climate and how gravity waves can be incorporated into climate models. The project had been six years in planning prior to the field campaign in New Zealand which was a data collection phase. The data collected will be scrutinized, analysed, processed and interpreted, and will generally be a source of much excitement and soul-searching for the scientists involved over the next five to ten years.
Data display from an onboard computer in the GV showing realtime measurements
Students Alison Nugent (Yale Univ.) and Neal Criddle (Utah State Univ.) at instrument stations on the GV
Sunset during a GV calibration flight
Gravity waves are perturbations in the atmosphere that are driven by gravity and buoyancy. The atmosphere sits in the gravitational field of the Earth and the higher pressure and density at low levels is due to the weight of the atmosphere sitting above. Net forces on a parcel of air can result when the gravitational force on the parcel is not offset by buoyancy forces, due to pressure and density differences. In the same way that pressure differences can produce sound waves that travel (or propagate), in air, pressure differences associated with gravity/ buoyancy forces can also propagate in the atmosphere, but with much lower frequencies. The latter are atmospheric gravity waves. In the same way that transient pressure perturbations induced by a loudspeaker act as a source of sound waves, an abrupt change in the pressure or velocity of the air in some region of the atmosphere can act as a source of gravity waves. The way in which gravity waves propagate, or if they propagate at all, depends on the source of the waves, but more importantly on the spatial structure (density, temperature, pressure, humidity, etc.) of the atmosphere in the region around the source. The gravity waves with which sailplane pilots are most familiar are mountain lee waves. These are gravity waves whose ‘source’ is the relatively abrupt change in wind velocity that occurs when air ascends and then descends when flowing over elevated terrain (or mountains). Mountain waves that sailplane pilots use do not generally propagate and are called standing waves or trapped waves, and are stationary over the terrain. The differential atmospheric pressure (the difference between the local pressure and the background pressure) and
The GV cockpit
the vertical wind speed vary approximately sinusoidally with distance downwind from the mountain range, and the wavelength, the distance between wave crests, is typically between two and ten kilometres. The wave crests may be marked by stationary lenticular clouds where the rising air cools to the dew point. Such waves are the source of much happiness and inner peace in the hearts of glider pilots! Trapped lee waves exist when the atmospheric conditions are such that the atmosphere forms a horizontal ‘waveguide’. This occurs when there is some kind of ‘lid’ on the atmospheric properties at a particular altitude. The wave then propagates in the ‘slab’ between the Earth’s surface and this lid, and interference effects between different propagating waves lead to a trapped stationary wave. The lid will generally correspond to a change in the temperature, stability or wind speed profile with altitude. Propagating, as opposed to trapped, gravity waves also exist in the atmosphere. These propagate in directions close to the vertical and have wavelengths of hundreds of km. These are the gravity waves that are of primary interest to the Deepwave Project. The ‘deep’ in Deepwave refers to waves that propagate deeply, or long distances, in the atmosphere. These waves are generated in the troposphere and propagate to higher altitudes – into the stratosphere (10-50km altitude), the mesosphere (50-90km) and the lower thermosphere (~100km). The source of these waves can be various abrupt changes in the state of the atmosphere. ‘Orographically’ induced gravity waves are triggered by flow over terrain such as the Southern Alps. ‘Nonorographic’ gravity waves are generated at higher altitudes by, Nov 2014–Jan 2015
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DEEPWAVE PROJECT
The GV data display being monitored by David Fritts (GATS Inc.) in the mission scientist seat
GV pilots Scotty McClain and Bo LeMay from NCAR
Wind gust pod (left) and laser air motion sensors (right) probes for measuring three-dimensional wind velocities on the GV
The microwave wind profiler at Hokitika Airport
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Nov 2014–Jan 2015
for example, large accelerations associated with jet streams, or by features associated with fronts or troughs or even thunderstorms. Gravity waves are important because they carry and transfer momentum and energy in the atmosphere, and so affect the weather and climate. They behave like ocean waves, breaking at points high in the atmosphere where their momentum and energy is dispersed. The Deepwave Project was based at the US Antarctic Program base at Christchurch Airport. About 30 personnel were based on site and about 100 people are involved in the project worldwide. The gravity waves need to be detected remotely at high altitudes, which is achieved by measuring variations in various parameters such as air density or temperature. The project deployed a wide variety of instruments to do this. Data collection centred around flights with a Gulfstream-V (GV) corporate jet that has been highly modified for atmospheric research by NSF/NCAR to give a high-altitude observing platform. The GV has a ceiling of about 50,000 feet (~15km) and a range of about 11,000km. It is stripped down to eight seats in the cabin and the remaining space is jammed with instruments. The GV has three sets of instruments that interrogate the atmosphere at flight level, below flight level, and above flight level. GPS, INS and external probes measure the local wind velocity, temperature, humidity, and aerosol and ozone concentrations at flight level. Measurements below flight level are made using dropsondes. Dropsondes are basically a radiosonde with a parachute that travels downward (i.e. is dropped) rather than upward (as on a balloon). Dropsondes measure wind and temperature profiles as they descend from the aircraft. Of course, an advantage of a dropsonde is that it can be deployed anywhere on the aircraft track, e.g. over the ocean, whereas a radiosonde can be deployed only from a limited number of pre-arranged, accessible locations on the land. Dropsondes are expensive and so had to be carefully rationed! The instruments used to look above the flight path, where much of the deep wave activity of interest is located, include a microwave temperature profiler (MTP), a Rayleigh LiDAR (light detection and ranging), a sodium LiDAR, and an airglow temperature imager. The MTP actually looks below and above the aircraft and measures temperature profiles up to the lower stratosphere. The Rayleigh LiDAR measures temperature profiles in the upper stratosphere and can also detect polar stratospheric clouds which are associated with gravity waves in the mid stratosphere. The sodium LiDAR measures temperatures and vertical winds in the upper mesosphere and lower thermosphere. The airglow imager measures airglow and temperatures at the top of the mesosphere. Each of these instruments was operated by specialists on each flight. Because of the optical-based (LiDAR) sensors used, the flights were conducted only at night. In addition to the Gulfstream, the DLR operated a Dassault Falcon-20 jet from Christchurch during part of the campaign. The Falcon has a downward-looking wind LiDAR system, and sensors for measuring water vapour and various trace gases. Because the Falcon did not have the same types of LiDAR as on the Gulfstream, it could also be flown during the day. There were also a number of ground stations that collected data coinciding with the Gulfstream flights. One of the main
DEEPWAVE PROJECT ground stations was an NCAR integrated sounding system (ISS) set up at Hokitika airport. This station included radiosondes, a microwave wind profiler, ceilometer and a tower with various meteorological instruments. DLR operated a ground-based LiDAR at Lauder that provided night-time measurements of density, temperature and aerosol concentrations, and they also launched radiosonde balloons from Lauder. NIWA scientists operated in a lonely, wind-blown paddock in Haast, releasing radiosonde balloons to coincide with the Gulfstream flights. Data was also available from sites in Wellington, Birdlings Flat, Mount John, Invercargill, Hobart and Macquarie Island. And of course, the vast world-wide atmospheric science network of satellites and computer models were also available as input. Tailored Deepwave numerical weather prediction models and output were generated by NRL, Yale, DLR, NIWA and other organizations to provide specific forecasts to guide the measurements. Putting all this data together provided a fairly complete vertical profile of the atmosphere from the surface up to about 100km. Planning the experiments was a complex task. Planning revolved around a Weather Briefing and a Daily Planning Meeting held every morning. At these meetings, the status of the aircraft, instruments and resources was first reviewed, the weather and forecasts were discussed, and then the scientists discussed their various predictions of the likely locations of gravity wave activity over the next three to four days, anywhere in a region in the SW sector from NW of Christchurch to SE of Christchurch, out to a distance of about 2000km. If interesting activity was forecast, an ‘Intensive Observing Period’ (IOP) was initiated – which generally lasted for a few days. During an IOP, multiple coordinated observations were made using the Gulfstream and the ground stations. Each day during an IOP, various flight plans were debated to try to optimise the amount of useful data that could be collected within the restrictions on flight tracks, locations, and durations of the Gulfstream’s operational envelope, as well as the requirements of instrument specialists, scientists, pilots, aircraft maintenance and ATC. Some flight plans involved multiple repeat legs; others long legs to a remote location; legs on station, followed by a return to Christchurch, depending on the location and type of predicted wave activity. The Gulfstream missions generally departed Christchurch at about 2200 local time and lasted 8-10 hours. The data collected from the flight and ground stations were uploaded to a database the next morning. At the end of the field campaign, all of this data will be quality controlled and available to the scientists for analysis over the coming years. This analysis will improve our understanding of gravity waves and the role they play in weather and climate. Although not directly related to soaring, I’m sure that the insights obtained will be of interest to soaring pilots. I would like to thank all of the participants of the project for their hospitality; in particular Ron Smith, Jim Doyle, Mike Taylor, Dave Fritts, Jim Moore, Lou Lussier and Pavel Romashkin, and Andreas Doernbrack for the ‘German party’.
Radiosonde launch at Hokitika Airport
Tim Lim (NCAR), students Joe Chen (Univ. Canterbury) and Tyler Mixa (Univ. Colorado), and Jennifer Stanbridge (NCAR) in the Hokitika ISS operations room
Sunset during a GV calibration flight
The Deepwave Project open day at Christchurch Airport
Nov 2014–Jan 2015
41
Building a Trailer from
SCRATCH BY RICHARD BLACK The finished project
SoaringNZ has covered many stories about rebuilding gliders but this is our first about building a trailer. It seems like a really good idea. Richard Black approached us about writing a thank you note for the people who had helped him with his trailer project. Once he started explaining why they needed thanking, we realised that the story of the build would interest many other readers who may have contemplated something similar themselves. It wasn’t an easy project but the result looks great.
T
his started out to be a big thank you for help given to me by two parties in particular during the revival of ZK - GLG. My father’s LS3, ZK – GLG, had always seemed a bit sacred to me since the day I snuck into the cockpit when he wasn't looking and found that the pedals were a country mile away. Since that long ago day, the glider hadn't seen much of the sky it was built for. Google Earth will reveal a familiar oblong shape aligned with the fence at my parent’s place. Unfortunately it was stationary there long before Google Earth came about, in fact coincidentally it was parked there the same year the World Wide Web was established in 1989 (so says Google). The resulting damage to the glider’s gel coat from being exposed to moisture plus lack of ventilation and excess heat from a galvanized-iron clad trailer is, so I have learned, normal for a traditionally built, composite structure living in those conditions. I was bitten by the gliding bug after only a few instructed laps around the block at Nelson, Nelson Lakes and Omarama (including a couple of fantastic missions with Dave Speight). I decided GLG needed to fly again and to do so, she needed a lot of TLC. After an SOS was transmitted, an obliging Kerry Jackson arrived on the scene with a smile, a great problem solving attitude and an empty trailer. It was then discovered that where my Old Man had used to drive the vehicle and trailer around the
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Nov 2014–Jan 2015
house to turn the trailer around for its next mission, a tree now grows - and it is not a small tree. This gave rise to a question regarding the date of the glider’s last outing. With the help of Toby Reid (of Reid Helicopters fame), we coaxed the old girl into the salvage trailer for its travel south to the Methven Glider Hospital Intensive Care Unit. As the tail end of Kerry's ambulance trailer disappeared down the drive I turned to the next task. When the glider came back from Kerry’s, it was going to need a trailer to rest in and after all those years, what we had was no longer useable. I'd been trying to source a trailer for Dad for quite a while before the above events happened and finding a good second hand trailer had proved impossible. There wasn't a spare $30,000 stuffed in a mattress for a new one, so the remedy came as a set of 15m trailer plans by Ralf Leubke, sourced through Oxford Aero Equipment, USA. During some off time I borrowed a space in a garage which had barely enough room to fit a completed trailer, let alone move around one during its construction. In fact, it wouldn't fit in lengthways without removing the tow hitch and with one side jammed up against the garage wall, there was just enough room to roll the welder down the other side. I wouldn’t have chosen to take on this project in such a cramped space but I had no option due to the high rents asked locally for carrying out such a project, especially once I mentioned the word 'welding'. One of the big problems I had was that the glider was in
Top three photos show the damage to the glider from sitting so long in the old galvanised iron trailer
Methven and we were in Nelson. Although I was using the factory LS plans for the glider dimensions, much time was spent chewing over possible ‘fit issues’ that might happen when we came to load the glider. I ran a tape measure over some factory built trailers and studied the Leubke trailer plans and then added a bit of extra height at the front end and a smidge more width which gave me a little more peace of mind. I made the trailer fin a little higher too as I made the decision to keep the tail dolly on for ease of loading/unloading (the LS3 has no permanent tail wheel). I welded up a steel dolly wheel recess to lower the fin as much as practicable and with the help of an over-centre latch, securely house the wheel so it didn't migrate during travel. Listening to others’ advice, the front door was made as large as possible. Although the trailer plans were not followed exactly, they were worth the purchase for a head start with material sizes and thicknesses, so I could get on with the job. Much was learnt during the construction and with the help of the previously mentioned internet. Tips for forward thinking with respect to glider fittings were a great help. Fletchers supplied steel for the truss type structure, varying from 40mm to 25mm square tubing for the frame and 75mm square for the drawbar with local longeron reinforcing in the axle attach area. Thanks to Jerry O'Neill, new rubber elements were installed in the old Dura-torque suspension and after a lick of paint and a new brake seal kit, we had wheels. I placed the axle position as per the plans, which was much further aft than the factory built trailers. I put this placing down to the different construction compared to the fibreglass topped, aluminium counterparts. Having heard more than one tale of aft C of G giving trailers similar results to what aircraft experience, saw me make two alternate axle positions. It would be very hard to move the axle
I placed the axle position as per the plans, which was much further aft than the factory built trailers.
otherwise without really messing up the trailer and having to refinish it. Nicholsons Sandblasting waved their equipment over the completed framework to give it a good start to life and saved precious time as I was overdue to return to work. Cladding from Ullrich Aluminium and 12 mm marine ply from Placemakers were used for the covering and flooring. The upper corners of the trailer lid framework are radiused (given a curved edge) and the aluminium pre-rolled to fit, using a PVC drain pipe and unclassified breakdancing moves, before committing to another interesting experiment, attachment by adhesive. Apart from a few 3/32 rivets in the fin area to help align things, the entire cladding is glued on. I was a bit nervous about this but with the reassurance of a local panel shop that tackle many caravans, as well as Blacks Fasteners who supplied the Simson ISR 70-03 product, I carried out a few tests on scrap pieces and was a little more convinced. Collectively there is a lot of panel surface area in contact with adhesive and trailer frame, so dummy runs had to be performed as little mercy is shown by the adhesive if there is a slightly misplaced panel. Angry stuff that adhesive and time will tell but at this point in the project you could have popped an outboard motor on the upturned lid and used it as an 8 metre long boat. A great start to keeping the repaired glider dry. Resene Paints offered a budget, two-component, automotive paint system that was not bad value considering the trailer was about 40 metres2 and it was quite important for the trailer to be
Nov 2014–Jan 2015
43
BUILDING A TRAILER
white. With time against me, I voluntarily broke the painting rule of not rushing it. The bottom of the trailer came out okay, considering it was done outside. Unfortunately due to winter temperatures, condensation formed on the freshly applied paint as a shadow fell across the surface. This was followed by an overnight frost which I didn't see coming. It now sports a nasty crinkle finish which I will attend to when I get back into the country, before too many people laugh at it. A solar fan from Burnsco Marine was installed in the forward end of the lid to help keep the glider cool in the hot summer sun. The vehicle testing station gave the trailer a tick and we set sail to Kerry's to fit it to the glider. The mobile internal fittings were tack welded in a lot of areas until we could be sure of final positioning. After the glider was fitted, the axle was moved to the forward most position and we discovered that it could still do with a bit more weight in the rear. Of course, this had been hard to calculate accurately without the glider in town and we knew there would be a bit of weight with the rear loading ramp assembly. It didn’t come out quite right but it could have been worse. As was pointed out, there is still rigging equipment and ballast water to load into the trailer. I'll grab the opportunity to thank Scott and Derek at Stabilus, New Zealand and their Nelson representative Tony Grainger for really going beyond the call of duty to provide the solution for the gas struts to open the trailer top and its front door. The
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Nov 2014–Jan 2015
Leubke plans call for two gas spring units from a brand that have a bleed port to tune for optimal pressure but they had to come from outside the country and the pricing was astronomical. I would recommend getting in touch with the Stabilus crew for any new or replacement items. I was initially worried about the power of the locally assembled struts but during the first test fit with myself, Dad and 30 kg of weight at the rear of the steel framed lid we could see that these units have plenty of grunt. Kerry Jackson - thanks so much for your help, you have the patience of a saint. All in all I can see why many people bite the bullet and order a new trailer from overseas, but with the budget I had and the value of the aircraft, my internal accountant could not justify it. The trailer still needs some tweaking with more internal fittings and improvements but it is now at the stage where it is actually fun to be able to create gadgets to make the transport and rigging easier.
Kerry Jackson – thanks so much for
your help, you have the patience of a saint.
Introducing
GLIDINGOPS.COM Aviation has always had a requirement for good record keeping, data management and billing information. Compliance and safety are always paramount in our sport and club members also expect that their charges come from accurate information. Most gliding clubs can only run with good ground support and back-end management.
D
uring the winter, the Wellington Gliding Club has developed an Information System, which transforms the way we record and manage the clubs data. What started off as a simple members’ messaging system, has now been transformed into a fully-fledged flight and member management platform. After reviewing the manual workload of volunteers using old paper based processes, we have significantly reduced the time required to perform mandatory functions. Our Treasurer, for one, now spends more time on the field doing what we all want to do – flying.
Some of the main features of the system are:
›› On-line booking system
›› Runs as a fully hosted service
›› Detailed reports
over the Internet; there is no need for any IT infrastructure ›› Electronic capture of flights on the field in real time using a tablet, pc or mobile phone, that works in both online and offline modes ›› On-line access for members to view their flights and current billing for each flight ›› End of day email notification to each member of their flights for their log books
> Club Treasurer reports with the ability to extract all flying charges into Excel > CFI reports for instructor currency > CFI reports for BFR and Medical currency > CTP reports for tow pilot currency > Engineering reports for aircraft flights, time and maintenance schedules ›› Integration with SPOT and other GPS based tracking systems ›› Large screen presentation for club house showing who’s flying and landed, with map tracking ›› Broadcast messaging via Twitter integrated for club updates (follow us at Twitter on @glidingwlgtn).
(still a work in progress)
Although still in development, the system has been designed to be multitenanted and will become available (at a small charge for Administration and Support) for any club to use and tailor to their own requirements. We have already had interest from clubs offshore. For more information and a test drive, please contact Tim Hogan, Wellington Gliding Club at wgcoperations@gmail.com
Nov 2014–Jan 2015
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10 Towing Tips BY ROGER READ
Roger Read wrote these ten towing tips some time ago but dusted them off recently for his son Toby who was working on getting a tow rating. They’re written for tow pilots but it’s good reading for glider pilots too. All pilots involved in gliding need to be aware of what’s happening on both ends of the rope.
Towing is really good FUN. It’s challenging. The tow pilot is working on making the flight as efficient as possible, getting the glider to good lift and getting back on the ground in the shortest time (least cost) and doing lots of landings, sometimes in challenging conditions. If it ever stops being fun...stop...as you may be at the limit. It could be you, the aeroplane, the environment, or a combination of any...but stop and sort it out. Know your aircraft and take time if you’re changing between types. Regardless of what towplane you are in, practise locating and operating the tow release with one hand on the stick and your free / throttle hand going for the release WITH YOUR EYES CLOSED. Towing is fatiguing, both on you and your aeroplane. Keep yourself well hydrated and nourished. Keep the plane clean, well fuelled and oiled. Don’t accept running below reserve fuel. Resist the temptation and pressure to give one more tow if you are tired or low on fuel. Doesn’t matter if it’s the last guy on the grid or someone desperate to get on task who must launch or his chance is blown... resist and go and get fuel when you need it. Keep a bloody good lookout and listen-out. Don’t rely on gliders seeing and avoiding you. Keep your windscreen clean. A soft rag and a bit of spit whenever you get a chance between tows can do the trick. Know where your slipstream is and where your rope is tracking as you position for a tow. Don’t blow dust over gliders or cause a canopy to be slammed closed.
Approach a glider from an angle that allows you to eyeball the glider pilot. You need to know who you are towing and what glider they are in. Are they student/ ace/ballasted/someone who starts tow with the brakes out? They need to know who you are; it personalises the process and they will know who to thank and shout a beer for when they get back from a great flight. Don’t tolerate a ‘sling shotter’ (rope released under high tension). Let them know such acts are dangerous and unacceptable. They get one warning. If it’s not heeded, don’t tow them again. Be ready for an upset. It might come from gusty thermals, turbulence, a student over controlling, an ace having a bad day, whatever. If you ever reach a control stop, release them. No hesitation - regardless of how low you are. No glider pilot has died from being dumped off a tow. At least two tow pilots have died in NZ from not dumping the glider in an upset situation and several have had very lucky escapes. When things go wrong, a signal or calling a rego may not help. Calling a name will. “Pete, close your brakes” may register better than “Charlie Charlie, close your brakes.” A landing is not complete till you are stopped. All might be going fine until you get a gust, an undulation, a bounce. Whether it be a wheeler or a three pointer, keep flying it until you are stopped. Go around if in doubt. And remember, every landing will be watched and judged, by the time keepers, the guys on the grid waiting to get the rope, the pilot waiting for the tow, the casual watchers, Uncle Tom Cobley and all.
No pressure...just don’t stuff up the landing! 46
Nov 2014–Jan 2015
It is with sadness that I need to add this introduction to the following stories on the history of Gliding Hawkes Bay and Waipukurau. Gerrit van Asch who wrote the following piece and was instrumental in putting together these stories on his father Gerry and fellow club member Geoff White, has himself passed away following a battle with cancer. I don’t think I’ve ever heard anyone with a better first memory than the one Gerrit mentions. I hope Gerrit is once again flying high. – Jill McCaw
Memories of Hawkes Bay and Waipukurau’s
LIFE MEMBERS BY GERRIT VAN ASCH (SON OF GERRY)
D
uring 2013 the Gliding Hawkes Bay and Waipukurau Club lost three life members, Wyn Craven, Gerry van Asch, and Geoff White, all of whom played a significant part in building gliding in Hawkes Bay and in fact across New Zealand. The memories and stories from these people are an integral and important part of the history of our sport. It is interesting too, to notice that the issues they faced fifty years ago are the same issues we face today; attracting and retaining membership, managing costs, sharing the load across members, etc. As a child I remember growing up with a glider in my living room, working late hours in the workshop building two winches. I was about seven when Dad built his last winch. Dad told the story of testing the first winch, which was based on the Bren gun carrier, on the next door neighbour’s top dressing strip. With Mum in an old bare chassis Model A with just steering and brakes and a box for a seat, he’d connect up to the winch and use it to accelerate the car to 40 mph down the strip. One day he was doing it when the stock and station agent came down the road next to the strip, only to suddenly see this skeletal car go flying past. Apparently he just about had to change his pants. I also remember listening in to conversations on the radio with Gerald Westenra in Christchurch, discussing whether the wave would allow a flight from Christchurch to Hicks Bay. Arguments about the time spent at the Gliding Club rather than doing things at home are another thing I remember. With the Gliding Club alongside the Tuki Tuki River I spent great weekends swimming and playing as both Mum and Dad flew or drove
My first memory is one of peering
over the side of the Rhonlerche while sitting on my mother’s knee as we flew up and down Te Mata peak. I was apparently about three.
the winch. Then there were the Gliding Club Barn dances held in various woolsheds. My first memory is one of peering over the side of the Rhonlerche while sitting on my mother’s knee as we flew up and down Te Mata peak. I was apparently about three. I spent most of my early life around the gliding club and the great people who were a part of the sport. Over time we built two winches for the club plus a number of trailers and hangars. I think perhaps it is this enthusiasm and commitment to building a club which each club relies on and often today time pressures don’t allow. While I spent much of my early life with Dad around the club it wasn’t until he had stopped flying that I took up the sport myself. I had several flights with Wyn Craven when he was still flying. We had several flights where we raced each other from 2,000 feet to 5,000 feet and back again. He was in the back seat and I was in the front. It was really good fun on a good thermal day. The following story about my Dad Gerry is taken from his memoirs and was written by him. The words on Geoff White include his own words, published books and words from people who knew him. These two men had a lifetime of exciting stories. These are a few.
Nov 2014–Jan 2015
47
Gerry van Asch
MEMOIRS
Gerry van Asch getting into his Sagitta glider
HAWKES BAY GLIDING CLUB One of my passions was gliding and I was the first Chief Flying Instructor for the club. The following is a record of my Gliding history
FIRST MEETING Roy Russell who top-dressed with a Tiger Moth, imported two gliders in 1957: a Rhonlerche two-seater training glider GBE and a Rhonsegler K6 13 m glider GBF for himself. He intended to form a gliding club and do the instructing but was not very successful on his own. I did some of the towing for Roy with an Aero Club Tiger Moth. We called a meeting for anyone interested in gliding and about fifteen people turned up. These included Tai, Roy, myself, Russell Spiller, Chris Brayshaw, Peter Gibb and Doug McIntyre (as a 15 year old boy), Mort Usherwood, Mike Monteagle, Clarry Faulkner (a railway engine driver), Ken Harris and Ken Francis. As most of the members were Napier based, we flew from the Beacons ‘drome and built a shed there that would contain both derigged gliders. We started flying and had to raise £900 to buy the Rhonlerche from Roy. Three of us approached various businessmen and we soon had the required amount.
LAUNCHING THE GLIDERS Aero towing with the Tigers was too expensive for most of the members, so we tried car towing using my Studebaker station
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Nov 2014–Jan 2015
wagon. Unfortunately you could not change gears without causing trouble with the launch, so we had to start in second gear and get up to 40 miles per hour. It seemed obvious to me that we needed a winch to get airborne cheaply and we had to have more ex-war experienced pilots to help instruct. Jack Parker, an ex-squadron leader and Peter Adds joined us at this time. I knew we had to have at least 40 mph for the winch speed and I reckoned that a Bren Gun Carrier would be suitable to turn into a winch. Piet gave us the one that was stored at Bridge Pa. Mort Usherwood lent us his truck to take it out to my farm at Craggy Range where I converted it into the winch. The rivets were all hardened steel and we couldn’t chisel them off so had to use an oxy cutting torch to cut the top and front off, leaving merely the engine and differential mounted on to the two rear axles of the carrier and a drawbar as a trailer. In place of the sprocket that drove the tracks, I used a Fordson Major rear wheel, locked the diff, and put a guide on it to feed the wire evenly across the whole width of the wheel. That took me six weeks and a lot of work and designing and with few modifications was used for years. To start with, we used a braided cable but it took too long to splice after a cable break so we tried ordinary 12 and a half gauge high tensile fencing wire joined with a number 8 knot. It was better than the cable and also very cheap. The first launch was at Bridge Pa, Roy flying and me on the
MEMOIRS
Sagitta and home built trailer outside Gerry’s house
The trailer at the Bridge Pa airfield
A Rhonlerche, possibly Te Mata peak
A: Gerry declares a diamond distance and diamond goal flight. Start point is obscure but seems to read G Wave Camp. Other turn points were Lake Ferry Hotel – Wairoa. L: The winch made from the Bren Gun carrier by Gerry van Asch The Sagitta in the air
winch. We didn’t brief the helpers and Roy was still doing his cockpit drill when they were signaling ‘all out’. He quickly found himself airborne in a steep climb with the brakes still open, but even so, he got to about 500 feet. When he landed, he promptly walked off and left us. That left me as the only one who could fly so I put Clarry, the engine driver, on the winch and we did a few more flights two-up. Driving the winch was all part of the enjoyment of flying and made the whole exercise more interesting. Dragging the wire out, etc, made everybody work together and the club became more integrated – everybody helped each other.
NEW FLYING SITE AND TRAILER REQUIRED It was soon apparent that Bridge Pa Aerodrome was too short and winching and aero club flying didn’t mix. We had to look for somewhere else to fly. This presented another requirement. If we were going to fly away from Bridge Pa, we needed a trailer to store the glider. There weren’t many in other clubs and I had never seen one but thought of a cheap way of making one - a round corrugated iron tank about five feet in diameter and twenty six feet long mounted on two axles. I had two old Willy’s Knight front axles and wheels as it would have to have both axles steering, the rear axle turning the opposite way to the front one. They had Timkin roller bearings on the king pins and were easily steered. It didn’t take long for a working bee to be organised and I
remember there were lots of members there. Peter Burney was on top of the tank riveting the sheets together. I was drilling holes for the fittings inside. While still at Bridge Pa, we flew from a farm just east of Poukawa Lake owned by Mr A Robson, an ex-Spitfire pilot. We had a recruitment drive there and flew 43 winch launched flights in one day. We aero towed the glider down from Bridge Pa and back each night. Poukawa had a range of hills with ridges at right angles within reach of winch launches but it was too low and dangerous. There was a bit of lift on the ridges but no height gains. It was good experience for us as instructors but useless for training. We next tried Craggy Range in a nor’ westerly. We had to launch with the wire running through a gate. I got onto the hill solo but it was so rough that the rear seats kept banging up and down and it was the only because I knew the range and paddocks like the back of my hand that I didn’t end up bending the glider. The next location we tried was the Haupori paddocks in behind the sand hills north of Ocean Beach. That was quite good right along to Cape Kidnappers. Geoff was caught out there when flying Albyn Manley. Mist started forming underneath them and he had to fly out to sea to come in underneath it while Albyn kept reminding him he couldn’t swim. I can remember at the time, thrashing rye grass at home and seeing the glider cruising up and down, from the mill. Flying
Nov 2014–Jan 2015
49
MEMOIRS
Gerry van Asch in the red jumper
Sagitta glider on the ground
at that location was the first time we bent the glider. Someone landed short of the strip and hit a fence post with the nose of the glider the weekend before Christmas. Nothing else was damaged. Fortunately, Temple Martin had it back flying before the Christmas break. Flying was cheap at half a crown a launch and sixpence a minute for the glider. However, we weren’t making any money and were using member’s cars to retrieve the wire. I didn’t want to be CFI as well as President and thought we needed a lawyer as President and an accountant as secretary. With a few other members we jacked up the next AGM to bring in Ian Heath to take over the presidency. When I told him about it he said “You can’t do that”, but he agreed to come along and ended up accepting the job.
ANOTHER FLYING SITE FOUND This was John Joll’s farm under Te Mata Peak. The sea breeze really worked there. Geoff was the first to be launched and he flew straight up over the peak from a 600 ft launch. The strip was small, only about 500 yds long if that, and take offs and landings were nearly always with cross winds. But the lift was marvelous. Pupils could make as many mistakes as they liked and the instructor could always put them back into the lift to carry on. The landings had to be spot on, which made for good judgment. We never had any worry with any of the pupils flying at strange strips, they could land on a spot. Not so when other pilots who, used to big aerodromes came to fly with us and land on our postage stamp sized field. The only trouble was in a westerly. The curl over from the hill had our windsock on the strip showing an easterly. I realised that, when I could only get a couple of hundred feet off one launch and just got enough height to make a landing across the strip, finishing up starting to climb the hill. To rectify this, I made a windsock out of a petrol tank, counter balanced by bits of Bren Carrier and mounted up on the ridge above the strip. It was painted red on one side and green on the other. If the wind was strong enough to hold it level, as it often was, green was east and red was west. The red indicated that flying was not safe. After we
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left the site, the hang glider boys shifted it along so they could see it from the top of the peak. A hangar soon became necessary so that we didn’t have to rig the glider each day. In addition, several members were interested in acquiring their own gliders so the hangar had to be big. I designed the half circle corrugated iron building, making the frame of 6x2 timber, two pieces side by side, nailed together to form a shallow X, one leg long, the other short, so that a half length at each end made the complete truss, leaving room at the apex of each X to fit the longitudinal rafters. I took the design to John Scott the architect, for his approval. He said “Why don’t you use 6 by 1”. He must have been right, as the building is still there having survived the Wahine storm and another 45 years of weather. John Joll told me later that some people from Cambridge came to see it and that this resulted in their using this model for all of the round buildings you see about the country now. They used steel instead of the timber. The launches into the south usually gave us 600 ft and we were able to get onto the hill and strike lift over the top of the peak at 1300 ft in one sweep. If we were not above the bottom of the big rock we would come in to land from the south end.
MORE GLIDERS ACQUIRED Several members clubbed together and bought an Eon Baby. We also got a T31 GAW from Palmerston North. It had an open cockpit and we had to re-cover it as there were several places in the wings where the bracing in the ribs had come unstuck. Even with its low performance, it was okay on the hill from a winch launch. Wynn Craven joined us about this time, 1961, which meant we had another instructor later that year. It was about this time that we started the ‘Pig in the Barrow’ raffles and as a result it wasn’t long before we were able to start paying back the original loans. Very few accepted and they wrote off our debt to them. It wasn’t long before Geoff imported his K6 GCG and we replaced the T31 with a new K7, GDA. We made a trolley to pull each glider sideways into the hangar and we mounted the winch on an old 1926 Chev truck
MEMOIRS
Gerry with DO
to make it more self-contained. It only had to drive to either end of the strip. Later I took it to Geoff’s farm at Takapau. He cut out the middle of a shelter belt between two paddocks giving quite a long distance for the winch wire. This was underneath the rotor formed in the wave in a westerly. We hoped to get into it from a winch launch. I never did and don’t know about the others.
BACK TO JOLL’S FARM STRIP When the hill was working, there were quite a few gliders on it at the one time and we had to be strict with flying rules such as “Never overtake a glider on the outside in case he turns towards you” and “During launches, always be ready in case of a wire break. To land straight ahead, do a 180 and land down wind or complete a full circuit.” I believe we never damaged a glider from a wire break but we had plenty of practice. I remember taking my future sister in law for a flight. We didn’t get above 15 ft three times because of wire breaks. She stuck it out and the fourth one got us into the air.
THE SAGITTA By 1964, we had trained up a few of the better pupils to help out on instructing. These included Geoff White of Takapau, Alex Holdsworth and I, all ex Air Force, and one or two others. There were not many who had not gone solo so I had more time to fly myself. Bill Williams was keen to own a glider and he approached me about this. We decided to import a single-seater for Bill, Prue and myself. Geoff already had his K6, ZK GCG. Eric van Notten, of Christchurch, had a Sagitta GCW and we had seen it when we were flying at Waharoa with the Piako Gliding Club. They were Dutch gliders and Eric had the licence to import them. I tried out an English single-seater belonging to a member of the Upper Hutt club, but it didn't have as good a performance. The Sagitta was a new design and advanced for its time. CW was only the third Sagitta made, one of the last of the wooden gliders. Through Eric, we ordered one. It was number seven. Eric wanted to bring it out unfinished with only the painting to be done as that way we could get it cheaper. It was only £1200 pounds. We bought it in 1964, a few years before
the dollar came in. Fred Dunn in Christchurch did the work and when Fred had nearly finished it I went down and stayed with Eric. Fred was not keen to test fly it as it wasn't insured at that time. Eric had registered her as GDO and as I had a test flying rating I tested it at Wigram. It was sweet. I was told that the stalling habits were not nice, and Eric said most pilots flying his came in fast, but I couldn't find any fault with it. It stalled perfectly, only dropping a wing when the rudder was applied. I hired the Canterbury club PA18 and pilot to tow me home. We used two tow ropes for safety to cross the Strait. We had already built a trailer for it. We also had to put rubber sealing around the wings where they joined the fuselage as Fred hadn't done that. We needed an artificial horizon and turn and bank indicator to add to the instrument panel for flying in cloud. To do this, we had the fuselage in our living room at home, stretching the imagination as to what was appropriate for housing in a living room with a family of four. The family was very tolerant of my flying and with Prue on board as a pilot as well, I guess I was given liberties others would not have enjoyed. Most of the flying was done out of Bridge Pa. My wife Prue had earlier said ‘If you can’t beat them, join them’ and learnt to fly herself and she loved it. Herb Maxwell had taught her to do loops and stall turns in Tigers so it wasn't long before she was doing them in the Sagitta. I find aerobatics in gliders much more enjoyable than in powered aircraft. I could do barrel rolls in her as well. It had a very high never exceed speed of 159 mph and aerobatic rating so was good for that.
PRUE AND THE SAGITTA Prue took off in the Sagitta on a week day, in a strong easterly onto the peak at Jolls. She didn’t allow for the drift the easterly brought and when she got to the top of the launch, the wire came off the winch drum and jammed and she fortunately let go but the rope fell across the high tension wires on Joll’s farm. I was still on the winch and realised I would have to jump off the winch to avoid doing myself some damage. Where the wire fell it set fire to the paddock. Johnny Joll was shearing at
Nov 2014–Jan 2015
51
MEMOIRS
So after 32 years of flying in about 36 different types of aircraft
from VW powered Druine Turbulent to the 68,000 pd 6,600 hp Halifax 4 engined bomber, I gave up.
the time and they were not using that phase and didn’t know anything about it until the power board turned up. They were able to grab the winch wire with insulated drums and pull it off the wires. Prue, in the meantime, had gone straight onto the hill and up to 3000 ft. She saw the fire on the ground and didn’t know she was the cause of it. At another time, we had just come back from a championship and I forgot to replace the weights under the brakes on the floor near the rudder pedals. I put Prue in without a parachute so the Sagitta was very light. I was aerotowing her and as she came off the ground she couldn’t hold the nose down and lifted my tail up. As soon as that happened I realised what I’d done. I released her almost at the same time as she released me. It was the quickest circuit I had ever done and I came back and landed on the ground beside her. She had managed to hold the stick hard forward to just hold off the stall and had landed. We enjoyed the Sagitta very much. Unfortunately, Bill hit a plantation while landing near Dannevirke with the Sagitta while on a cross country trying for his Gold C Distance. The Sagitta was rebuilt and is still flying today. Tragically, Bill and Jan were killed on the Erebus flight.
TEST FLYING Temple was doing a lot of repair work on crashed gliders from around the country and he asked me to test fly them for him. Some had come in with completely broken wings. These he rebuilt by putting a piece in the middle, joining the two spars with two tapered, one in ten joints glued with Araldite in each spar. I had to load them up pulling at least 2 or 3 Gs. They wouldn’t come apart and were just as good as a new wing. We had perfect faith in the work that Temple did, as did the other clubs to which the work belonged. One glider, a Slingsby Dart which I tested, dropped the port wing badly in a stall, brakes open or shut. It took full rudder as well as stick forward to recover. I remember Geoff calling me on the radio as she stalled and I had to tell him to hang on as I was in a spin. Temple took a bit of incidence off the port wing which made it a lot better and didn’t enter a spin when stalled.
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Nov 2014–Jan 2015
By 1965 several factors brought about a decision to vacate the Peak strip. The owner didn’t want so many cars down on the strip. This, plus the difficulty of getting away from the strip in a sea breeze lift because thermals were not often present and the inability to fly when the winds came from the westerly quarter, eventually sent us back to Bridge Pa.
THE END OF MY FLYING By 1975 my hearing had deteriorated so badly I could no longer instruct. I was still flying and doing my share of towing, which wasn’t improving my hearing, but with the advent of the need to be in radio contact with other aircraft and the ‘tower’, it was inevitable I would have to stop. The only way I could do this was to let my licence lapse. So after 32 years of flying in about 36 different types of aircraft from VW powered Druine Turbulent to the 68,000 lb 6,600 hp Halifax four engined bomber, I gave up. I was proud of my record of never having bent any of them, although coming close on quite a few occasions. I took up another sport that required knowledge of wind and wind conditions – sailing.
MEMOIRS
GEOFFREY GORDON WHITE January 1920 – December 2013
Geoff went to Takapau Primary School and Nelson College. He played rugby for the Hawkes Bay Colts. The war started in Sept 1939 when he was 19 so in July 1940 he volunteered to join the Air Force. Despite never having flown in an aeroplane, he thought being a pilot might be a good idea. He was called up in September 1941 aged 21.
IN HIS OWN WORDS When I first joined up for the Air Force I did ground training at Levin for 6 weeks - playing soldiers marching round. It wasn’t much fun, just square bashing for two or three hours. From Levin I went to New Plymouth. I got myself into mild trouble. After I’d done 13 hours flying (Tiger Moths) I thought I had it sorted. I decided to go and look at Mt Egmont. It took longer than I thought and when I got back to the coast there was no New Plymouth. I found Hawera and followed the road up to the aerodrome. I landed and taxied towards the petrol pump, but 50 yards short the old Tiger Moth stopped, out of fuel. A bit embarrassing really. That was my lucky day – well, my first lucky day. There were to be a few more to follow. The Tiger Moth course was followed by the Hawker Hind. For aerobatic practice, we were instructed to go up and do a few hours practice. So I pointed towards Hawkes Bay and doing 140 mph, I’d soon find myself over home. That’s where I’d do my aerobatics (much to my parents’ consternation!!). I went to England in April 1942 and did an advanced flying course. From there I did a six week Spitfire course where we flew Mark 1 Spitfires. They were clapped out having been in the Battle of Britain but it didn’t seem to affect them too much. We did quite a bit of formation flying. Flying close was dangerous and we did fly fairly close. I don’t consider three feet too close but there was a bit of flying into each other and one week seven people were killed. The Wing Commander got all the pilots into a big room and told us, in Air Force style, to, “buck our ideas up.” I was posted to a Typhoon Squadron. On arrival the CO said he wanted Hurricane pilots, not Spitfire boys. Not wanting to end up on Typhoons I kept very quiet, not letting on I had flown Hurricanes, and he didn’t look at my logbook. So I ended up at Biggin Hill on Spitfires. It was a prestigious station and a prestigious squadron (611). One of my lucky days was when we were flying in formation. My position was line astern. We were told to keep a good lookout, so I was gazing around the country not realizing I was creeping up on the bloke in front. I suddenly looked out the windscreen and I was just about to chop the tail off the Flight Commander’s plane! I pushed the stick forward so violently that it upset the carburettor, which
resulted in the engine cutting badly, but I made it home. When I finally finished all the training I thought I would be set for a good long period at the squadron. I didn’t realize I was just a temporary bloke getting experience on the Spitfire 9. Instead I was only there four months. I was devastated when I was told I was to be posted overseas to Malta. I was the leader of six Spitfires to fly to Malta. The first aerodrome I came across there, I flew round and even on the second time round I couldn’t work out where the runway was. They had had a major thunderstorm. I went round three times hoping someone else would land first but they didn’t. So eventually I landed on what looked like the runway. It was 6 inches of mud. There I was ploughing through the mud, having done a threepoint landing. Then I noticed a truck parked at the end of the runway. What a stupid place to leave a truck. After a couple of us had landed there, someone on the ground called up and said there was a big concrete runway on the other side of town. So the rest of them landed there! Our task was to operate into Sicily 50 miles across the sea. One day just after taking off, I spotted a 109 and chased him for quarter of an hour through the hills of Sicily. I wasn’t making much headway in catching him, but eventually he bailed out - a satisfactory outcome from where I was sitting. One of my lucky days (23May 1943) was when I got hit in the right wing radiator by a 109. Two 109’s had gone past Malta and climbed to about 30,000 feet. I took off and was cruising along at 20,000 feet, obviously not looking out very well, and flew under them. Down below at 5,000 feet, I could see ammunition exploding and thought it was ground fire shooting up. But then I saw tracer coming past me from above and realized the 109 was firing down at me. I half rolled and dived straight down at the aerodrome. Unfortunately one of the explosive bullets went into the radiator. Another round hit the back of my armour plated seat! By the time I got down the temperature had gone right off
That was my lucky day –
well, my first lucky day. There were to be a few more to follow.
Nov 2014–Jan 2015
53
MEMOIRS
There was a pressing need to get close-up pictures not just of every inch of its shoreline so that the best landing beaches could be selected but also of the coastal guns embedded in the cliff face.
the clock. I lined up on finals and at 200 feet, with a bit of height to spare, cut the engine and landed. In April 1943 the invasion of Sicily was being planned. The Allies first planned to assault Pantellaria, the island between Tunisia and Sicily. Pantellaria had high cliffs and an airfield, and was well defended with coastal and anti-aircraft guns. There was a pressing need to get close-up pictures not just of every inch of its shoreline so that the best landing beaches could be selected but also of the coastal guns embedded in the cliff face. The task was assigned to Adrian Warburton with Geoff White as fighter escort for the photo-reconnaissance plane. Notes from the logbook of F/O GG White, Red2:“Escort to P.R.U. Spitfire taking photographs around Pantellaria. Flew around Pantellaria at 150’ and ½ mile from the shore. All sorts of flak were fired at us including coastal guns. A boat (1,000 tons) fired at us, and stood between us and the objective, so I attacked it with two canons for 4 to 5 seconds. It was damaged enough to have to beach. “Confirmed as beached off Pantellaria (Category II)”. In the event, Pantellaria surrendered in June before the troops had even landed. The part played by Warburton (and Geoff White) in disclosing so clearly every defence position, every gun etc was freely acknowledged by the Americans in particular. Warburton was awarded the DFC by the USA. Geoff was awarded the DFC by the British. July 1943: Feeling very unwell, Geoff made an appointment to see the base doctor. Just before the appointment, he was called into the CO’s office and told he had been promoted to Flt Lt. He ended up being late for the doctor’s appointment and got roundly chastised for being tardy. He was feeling so awful, he didn’t bother to explain. Fortunately the Doctor’s medical skills were better than his bedside manner and he quickly recognised how ill his patient was and diagnosed tuberculosis. Geoff was evacuated to Algiers and then transferred back to England. It was at the hospital there that he met his future wife Anne (commonly known in the Air Force and subsequently in NZ as ‘Paddy’, given her Irish heritage). They were married in November 1944. Geoff was evacuated back to NZ and Anne followed later. She arrived in NZ to the news that the Tuberculosis was back
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and Geoff had to go into a sanatorium. Despite all, they built a life together with three children. The family went to the beach every year. In the summer of 1958 Geoff told the family he had just seen a glider at Napier airport and would just pop over to have a quick look, while the family went swimming. And so the passion for gliding began. He went solo, became an instructor and in 1960 bought his first glider a K6CR Charlie Golf. Family holidays became trips to gliding competitions, Matamata, Omarama, Masterton, Alexandra as well as Waipukurau.
NOTABLE GLIDING EVENTS: Landing in the riverbed at Joll’s farm when a practice cable break did not go as planned. The student was a little slow to respond so the riverbed, 2 metres lower than the airfield, was the landing site of choice. There was no damage. They pushed the aircraft back up onto the proper strip and said “let’s try that exercise again.” Landing at Waimarama beach when the gannet he was thermalling with cheated and flapped its wings. Geoff was so enjoying flying with the birds that he hadn’t realised they had drifted so far off shore. The K6CR was followed by a K6E (FE, 1967); a Phoebus C (GA, 1968); a Kestrel 19 (HU, 1874); an LS3a (MG, 1980); and finally a Ventus BT (VG 1985) which he owned until 2003. Geoff taught and encouraged a lot of people to fly and many have stayed in the sport and contributed to it over a long time, both nationally and internationally. One of those would be Bob Henderson. When Bob was to marry into the family, Geoff wanted to know two things – was he strong enough to hold a glider wing and smart enough to be trusted with it. Having decided it was yes on both counts, he was allowed to join the clan. The following year Geoff’s son married one of Frank and Anne Gatland’s daughters, Lynette. The White/Gatland/ Henderson extended family provided four aircraft in the racing class for a few years. In January 1984 Geoff, Frank and Bob all achieved their 3rd diamonds (distance) in the Nationals at Alexandra. Geoff continued to fly until his early 80s when health problems meant he could no longer fly solo. He subsequently went up with others on a few occasions and his passion for all things aviation never diminished.
a question of safety STEVEN CARE National Operationals Officer
Incident Reports
guidance, refer back to me or your ROO.
Please keep them coming through. If your club is one of the many that have not made a report over the last twelve months and you have had an incident, please take the initiative to submit an OPS 10. It may lead to others following suit and positively change your club culture, so long as a ‘just culture’ is respected by everyone.
A-CERT TRAINING There are some exercises in the syllabus which have higher potential risk than others. It’s vital that the exercise does not become more dangerous than the problem or risk it is trying to solve. After the PW6 spin accident at Matamata in April 2009, the then Operations team decided that ‘aero-tow launch failure’ would be done as a ‘demonstration only’. This is very clearly marked on the A Syllabus Part 2. Personally I would also be very reluctant to do this exercise in anything other than ideal conditions i.e., being very current doing the exercise, a powerful tow plane, large runway, nil or very light wind conditions without turbulence, no other conflicting traffic and with a student who is towards the end of the syllabus and has
SOPS - STANDARD OPERATING PROCEDURES are a really important safety layer. Sometimes the causes of incidents and accidents can be traced back to either SOPs not being as well written as they could be, or not well read and understood by members. For any incident or accident, it’s a good idea to have a look at them and alter if needed. Refer to GNZ AC 1-02 but if you still need
had a full briefing on ‘all’ of the options available (land ahead, 180deg turn-back, land across or on another runway), the dangers of each of them and which option to choose in various meteorological conditions. The key to a safe 180° turn-back to land downwind on the same runway, is sufficient altitude and position near the runway, safe speed, co-ordinated and not overbanked turn and to turn into wind (as opposed to a winch launch failure where you turn down wind). If conditions are insufficiently safe for this exercise to be done, then it should not be done. The instructor can check the person’s competency, by asking (at a different session to the briefing) open questions: Tell me the sort of things you might think about during the pre-launch check ‘eventualities’? Tell me what you know about low level launch failures? What are the dangers? If conditions are safe for the exercise to be done, then it should be done. This exercise better prepares a student for what is an unlikely event, but one that, if it does occur, could have serious consequences.
GNZ awards & certificates
APRIL 2014 – NOVEMBER 2014
EDOUARD DEVENOGES GNZ Awards Officer
gnzawards@xtra.co.nz 40 Eversham Road, Mt Maunganui 3116.
QGP No Pilot’s Name Club Date 3248 Heidi Werth Whangarei GC 9 4 2014 3249 Thomas Werth Whangarei GC 9 4 2014 3250 Brett I. Cameron Taupo GC 1 5 2014 3251 Carter Apas – Cree Taupo GC 13 5 2014 3252 Nicholas W. Oakley Canterbury GC 29 5 2014 3253 Francois Ferenschütz Canterbury GC 31 5 2014 3254 Marc J. Edgar Nelson Lakes GC 4 6 2014 3255 Anthony B. Prentice Auckland ASC 11 6 2014 3256 Timothy J. P. Gordon Whangarei GC 3 7 2014 3257 Edwin R. Oude Vrielink Canterbury GC 31 10 2014 3258 Graham C. Johnson Canterbury GC 31 10 2014 3259 John Bongrain Auckland GC 31 10 2014 3260 Neil A. Walker Canterbury GC 31 10 2014 3261 Christina Keil Auckland ASC 11 11 2014 3262 Hans Peter Ueblacker Glide Omarama 14 11 2014 SILVER DISTANCE Jonathan Pote Nick White
Auckland ASC 30 10 2014 PW 5 Nelson Lakes GC 7 11 2014 Discus 2B
SILVER DURATION Jonathan Pote
Auckland ASC
SILVER HEIGHT Nick White
Nelson Lakes GC 7 11 2014 Discus 2B
GOLD HEIGHT Nick White
Nelson Lakes GC 9 11 2014 Discus 2B
30 10 2014 PW 5
GOLD DISTANCE Nick White
Nelson Lakes GC 7 11 2014 Discus 2B
DIAMOND HEIGHT Nick White
Nelson Lakes GC 9 11 2014 Discus 2B
DIAMOND GOAL Nick White
Nelson Lakes GC 7 11 2014 Discus 2B
AIR NZ CROSS COUNTRY CHAMPIONSHIPS Pilots Name Glider Northern Division No claims so far Southern Division Nick White
Discus 2B
OFFICIAL OBSERVERS 09-106 Brian Sharpe 09-107 Marc J. Edgar 09-108 Mark McCulloch 09-109 Charles R. Samuels 09-110 George R. Scott 09-111 Robin Whalley 09-112 Peter N. White
Wellington GC Nelson Lakes GC Nelson Lakes GC Nelson Lakes GC Nelson Lakes GC Nelson Lakes GC Nelson Lakes GC
Distance Points
303.90km 303.90pts 17 7 2014 17 7 2014 17 7 2014 17 7 2014 17 7 2014 17 7 2014 17 7 2014
GNZ FIRST COMPETITION AWARD 032 Neil A. Walker Canterbury GC 1 5 2014 033 Derek Wagstaff Tauranga GC 1 5 2014 034 Jonathan Pote Auckland ASC 30 10 2014 035 Nick White Nelson Lakes GC 7 11 2014 Nov 2014–Jan 2015
55
SAFETY Six years ago we published the following article in two parts. Every year people ask me what issue it was in and can they have a copy of it again please. So here, by popular request, both parts stitched together and just in time for summer study and use. SoaringNZ is delighted to bring you our first ever repeat.
An Idiot’s Guide to
TEPHIGRAMS WRITTEN BY AN IDIOT (DAVID HIRST)
Warning: The following article contains graphs. If dizziness, blurred vision or spotsbefore-the-ankles are encountered when viewing these, lie down in a dark room or read something written by Paris Hilton. If you can manage to do both, you must have the night vision of a possum. Well done.
M
ost sane types, when presented with a typical tephigram (or sounding) know not what to make of the seemingly random groupings of lines and numbers. This is because the people who decided on this particular graph format were Scientists and they like to make the conveyance of information difficult or arcane to the average glider pilot in the street. In the case of tephigrams, depicting the information this way is done for Very Good Reasons which escape me. I’ll try saying “potential temperature” a few times and see if the feeling goes away. Basically, a tephigram is two graphs in one. The first shows how the air temperature changes with height, and allows you to predict how pockets of warm air (like thermals) will behave. The second, overlaid on the first, shows how the humidity (or, more accurately, the Dew Point) changes with height, and allows you to predict how pockets of air with a fixed water content (like thermals – see a pattern emerging?) will behave as they rise.
You can use a tephigram to determine:
›› the presence or absence of any temperature inversions ›› how hot the day will need to get before thermals start to form
›› how high the thermals will rise ›› (roughly) how strong the thermals will be ›› (roughly) whether the day will be blue or not ›› the height of cloud base ›› the stability of the air (i.e. dead, slight convection, showers or thunderstorms)
›› the price of a curry. OK, I’m lying about the curry but you get the idea. To a glider pilot, tephigrams are useful beasties, so long as you know how to read them and know how large a grain of salt to apply to
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the resulting prediction. Enough preamble; let’s get cracking. Figure 1 shows a typical tephigram and, for the sake of clarity, I’ve removed all references to dew point or humidity – we’ll deal with that later. The first thing the Scientists have done to make things difficult is to use pressure (in mbar) for the vertical scale when they could just as easily have used height in feet. I ask you! Just remember that (if sea level pressure is 1013.2mb) 5000ft is about 850mb, 10000ft is about 700mb and 18000ft is about 500mb. If the sea level pressure changes, you’ll have to adjust things up or down accordingly. Now look at the red numbers lining the edge of the sounding. These are temperatures in °C and the red lines tilted to the right on the sounding are the corresponding ‘isotherms’. Any pocket of air that moves along one of these isotherms as it changes height is staying at the same temperature. The big red line shows the actual change of air temperature with height. At the bottom of the tephigram (sea level), it’s about 19°C. At 850mb (5000ft) it’s 9°C. At 10000ft (700mb) it’s about 4°C. Note that between 750 and 700mb, the air temperature stays fairly constant at about 4°C – this is an ‘inversion’ and it’s very good at stopping convection, for reasons which will become apparent later. You must develop the faculty of patient expectancy. Notice also the grey lines tilted to the left. These are the ‘dry adiabats’ (remember your QGP theory?). Any pocket of unsaturated air will expand and cool as it rises according to Boyle’s Law, and these dry adiabats show how a pocket of air at any given temperature will change temperature with height. Remember that a pocket of air will only rise if it’s warmer (and therefore less dense) than the air around it. If it’s surrounded by air at the same temperature, it ain’t going anywhere. Now look at figure 2 and imagine that you’re a mass of hot air – a windbag, if you will. You start off near the ground at 25°C and, because you’re hotter than the air around you (at 19°C), you begin to rise. Your temperature changes as you rise, according to Boyle’s Law, and your own plot of temperature against height follows the dry adiabats (look at the dry adiabat that started at 27°C at the ground). As a windbag, you’re not afraid of heights, which is just as well. You keep rising and expanding, and your temperature keeps following the dry adiabats until you’re the same temperature as the air around you. How high? Follow your imaginary dry adiabat until it crosses the air temperature line, and look at
SAFETY FIGURE 1
FIGURE 2
Air pressure (mb)
Air pressure (mb)
These red lines are “isotherms”. A pocket of air staying at a constant temperature would move along (or parallel to) one of these lines as it changed height.
18000ft
5) If the thermal started at 40°C it would reach this height. 10000ft
Air temperature stays at 4°C until 10000ft i.e. an inversion exists. At about 8000’, air temperature is about 4°C
5000ft
Air temperature on the ground is about 19°C
4) If the thermal started at 30°C it would reach this height.
These gray lines are “dry adiabats”. Pockets of warm air move along (or parallel to) these lines when they rise.
3) At this point, the air pocket is the same temperature as the surrounding air, so it stops moving. 2) The air pocket continues to rise, following the dashed line. 1) START HERE. A pocket of air starts on the ground at 25°C.
the height (pressure) where this meeting occurs – in your case about 6000ft (810mb). Well done, you old windbag. Now imagine that you were at 30°C when you left the ground and draw another imaginary dry adiabat to where it crosses the air temperature line. You’d now stop at about 9000ft, about where the inversion is happening. To get above this, you’d need to start off at about 40°C which, if the air temperature on the ground is 19°C, is not very likely unless you’re on fire. The inversion is therefore fairly good at ‘capping’ any rising thermals. What about if you started off at 20°C? Wouldn’t get very high, would you now? In actual fact, your chances of leaving the ground at this temperature are not very high anyway – a general rule of thumb is that air pockets need to be at least 2°C warmer than the surrounding air to get going. Once they’re rising, the closer they are to the surrounding air temperature, the slower they’ll move. Windbags at 21°C will rise a lot slower than windbags at 25°C. How much slower? Difficult to say. All sorts of factors begin to come into play here when trying to predict thermal velocity, so your best bet is just to take a guess based on experience. On the day this sounding was taken, the thermals were about 3-4 kts up to 4500ft. FIGURE 3
Now, have a look at the tephigrams (or soundings) from http://www.arl.noaa.gov/ready/cmet.html (Yes, it really is easier to copy the address into your browser than to try to explain how to get to the right place on the site by any other way – Ed.)
Start by entering in your latitude and longitude, click “Continue” then choose one of the options next to “Sounding”. Pick a date and time, type in the access code (I also select “Only to 400mb” and “120dpi”), then gaze in wonder at some real forecast soundings. Except they call them “Skew-T Log-P” plots. Scientists! Alternatively, to see what actually happened in your neck of the woods, go to: http://www.metvuw.com/upperair/ Note that the tephigrams here are of a slightly different format. Figure 3 should explain the essentials. OK, that’s enough blathering about dry (unsaturated) air. Now I want to introduce humidity into the picture and watch as everything gets very messy very quickly. If you handled the last lot okay and are looking forward to this next lot, then you need help. Remember, the first step to a cure is admitting you have a problem. So far I have ignored moisture completely. The presence of water can really confuse things but it also allows you to predict ›› whether the day will be ‘blue’ or not ›› the height of cloud base ›› whether the clouds will produce rain. First, I have a confession: I lied. I described the movement of ‘dry’ air in the atmosphere when in fact it wasn’t dry at all, just unsaturated. To explain: All air contains some water vapour. This is not the same as the visible steam you’d get out of a boiling kettle; it’s water in invisible gaseous form. The amount of water vapour dissolved in the air can be expressed as mg/m3 (mg of water vapour per cubic metre of air) or, more usefully %RH (Relative Humidity expressed as a percentage). At a particular temperature and pressure, a volume of air can only hold a certain amount of water vapour. If none is present, the humidity is 0 %RH; if the air is full of mist, the humidity is 100 %RH. Note that I said ‘a particular temperature and pressure’. Hot air can hold more water than cold air if the air pressure is constant. At constant temperature, low pressure air can hold slightly more water than high pressure air. Those ‘dry adiabats’ I talked about previously were not in fact dry, just unsaturated. Once a parcel of air with a certain amount of water goes from being unsaturated to saturated, Things Happen. Firstly, a small quantity of water will condense Nov 2014–Jan 2015
57
SAFETY
FIGURE 4
FIGURE 5
out to form mist (or dew if it condenses on a surface), leaving the remaining air holding as much water vapour as it can. Most of the time we see this effect when air cools down, so the temperature at which moisture or dew begins to form is called the Dew point. Surprise! Figure 4 shows a thick green line that meanders its way next to the red one. This is a plot of the dew point against pressure (i.e. against height). For example, the dew point at ground level is about 15°C. If the temperature line and the dew point line are very close to each other (or even touching), it means that there’s cloud at that height – if they follow each other very closely all the way up it means that it’s raining. A lot. You could have just looked out the window. Any rising (and cooling) parcel of air doesn’t dump all of its water when it reaches the dew point – just enough to maintain an equilibrium. If the air continues to rise and cool, it will continue to dump more and more water until eventually there’s none left to dump. This is why Cumulus clouds have fairly flat bottoms and a finite height – either the air stops rising or they run out of water. The other Thing that happens is that when water condenses, it gives up its Latent Heat of Condensation. It takes just over 2 kJ to turn 1 cc of water into vapour and that same amount of energy is re-released when it re-condenses – the reason why steam burns are so painful. So
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once condensation begins, the rising parcel of air warms up a bit, which makes it rise faster. Remember how the dry adiabatic lapse rate was -3°C per 1000 feet? Well once the air’s saturated the lapse rate halves. This ‘saturated adiabatic lapse rate’ is only -1.5°C per 1000 ft. What does this mean for your average tephigram? Now, if you’re pretending to be a rising windbag, instead of just tracing some imaginary line parallel to the dry adiabats until you reach the surrounding air temperature, you have to trace two (actually three but we’ll get to that – patience, young Jedi). You follow the dry adiabats until you saturate, and then you follow a whole other set of lines. Figure 4 shows a typical tephigram which includes these lines – the ‘saturated adiabats’. See how much steeper they are! Once you’re shedding water, you don’t cool down as quickly. All well and good, but how do you know when you’re saturated? This is where the third set of lines comes in (remember I said it’d get confusing). These show the dew point for a given moisture content and height. I’ll call these the ‘constant water dew point’ lines for lack of a better description; there probably is a better description but nobody’s told me. This is how you use them. Have a look at another figure which I’ve called, imaginatively enough, Figure 5. Start where the green dew point line starts at ground
SAFETY
FIGURE 6
level. Note which Constant Water Dew point line it’s nearest to. It’s between the lines marked ‘5’ (5 mg/m3) and ‘8’ (8 mg/m3), so we can say that at ground level, the water content of the air would be 7 mg/m3. Now draw an imaginary line up, parallel to the ‘8’ line (see Figure 5 again). Why? Because we’re going to consider what happens to parcels of air rising from the ground, and if they rise from the ground on this particular day, their water content will be about 7 mg for every cubic metre of their initial volume. Now imagine a parcel of air on the ground at 23°C. That parcel of air contains 7 mg/m3 of water vapour (as we read from the dew point line at ground level). As it rises, its temperature drops but is water content doesn’t. At some point (which is indicated on Figure 2), the dry adiabat line of the air parcel will meet the Constant Water Dew point line and that is where the water vapour will start to condense, in this case at about 800 mb (6000 ft). Our rising windbag has met its own dew point. Congratulations, you’ve now found cloud base. To find cloud base on any day, draw one dry adiabat line up from where the ground temperature is, and another constant water dew point line up from the ground-level dew point. The height where these two lines meet is where you’ll find cloud base. Simple, really. Have a look at Figure 4, and you can see here that cloud base wasn’t very high at all. (Go on, try it. Start at 22°C and you’ll reach 900 mb before your water will condense. How unfortunate.) On days that are ‘blue’, the dry adiabat line for the thermals will hit an inversion or just reach the surrounding air temperature before it encounters the relevant constant water dew point line. Figure 6 shows an example. Actually on this day, there was just the odd wisp of cloud at 3000 ft. An inversion stopped the thermals just before a normal cloud base would have formed, and momentum carried a bit of the air past the condensation height. Marginal days like this can be quite hard to judge and it really comes down to three options: definitely cloud; definitely blue; a bit iffy – plan for blue and hope for the best. OK, so now we’ve established that there is or isn’t cloud
FIGURE 7
forming. If there is cloud, how high will it rise? This is where the saturated adiabats come in. Once you’ve established cloud base from the intersection of those two lines, draw another line up from this – one which parallels the nearest saturated adiabat. See Figure 5. Wherever this new line hits the atmospheric temperature (red) line is where the cloud will stop rising, in this case at about 680 mb. If your saturated adiabat hits the red line at well below freezing, ice will have formed and will be growing from all the new water rising up towards it, so you’ll get showers of some sort. Conversely, in Figure 7, you can see that, even though cloud base was about 3000 ft, the clouds topped off at 700 mb, where the temperature was still about 4°C. Result? No rain. What if your saturated adiabat never hits the red line, but just keeps on going up? In that case you can be pretty sure that there will be heavy showers or thunderstorms. Beyond that, it’s anyone’s guess really. This is how Met people keep their jobs and why everyone else moans at them. As you can also see from figures 5 and 7, you can end up with an awful lot of lines on your tephigram. Just take it step by step and you can’t go too wrong, though people will still shout at you if you get it wrong. OK, that’s it. You now know as much as I know about tephigrams, right and wrong. Remember, they’re a guide only; use them with as large a grain of salt as you can get away with. They’re predictions of what’s likely to happen. A more accurate method is an actual sounding, taken on the day itself and compared with the prediction. An even more accurate method is often just to look out the window and go flying. See you up there.
Nov 2014–Jan 2015
59
Life before
GPS AND CAMERAS BY ROGER SPARKS
Roger Sparks, on left, with Terry Delore at the South Island Regionals in 1988. Not quite as young as he was in the article below.
I
started gliding while still at Christchurch Boys’ High School in 1965. In those days we had school cadets for the first two weeks of the school year in January. We all had khaki uniforms. The school regiment had three divisions: navy, air cadets, and the rest (infantry). Many of the schools masters were returned servicemen and took the two week episode very seriously. New Zealand would never be caught unprepared again! We in the ATC went regularly to Wigram and flew in Harvards, Devons and enjoyed bush craft camps overnight up the Waimakariri river gorge. The gliding came as a natural extension and I soloed at the Wigram Club in 1966. My first excursion to Omarama coincided with an early Regionals in the days before GPS and before cameras. I thought you might be curious how verification of flights was done. Firstly a clever start line comprising two horizontal wires was set up between two posts with a mirror positioned on the grass under the line. Pilots had to radio in, then begin their run from an IP (initial point) one mile from the line, accelerating to VNE to pass just under the virtual line at 3280 feet. Hopefully given a ‘Good Start’ they proceed off to TP1. Mean time, after briefing, a car with 3-4 crew was sent to each turn point, along with pickets, hammer and a few white strips of canvas. There was always great competition to get the TP that was on a pub’s back lawn. They would arrive around 1pm and lay out the marker strips in a particular shape, then on the hour, every hour the shape would be changed. eg.
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1pm V 2pm H 3pm T 4pm A and so on. The pilot flew overhead and wrote down the time and letter. Easy. However, contest pilots being contest pilots soon started carrying binoculars to allow an earlier turn. Markers then had to be moved to behind trees, buildings etc. to force the pilot overhead. Some of the TP crew were expected to lie on their back and record gliders as they passed overhead. That’s why all our older gliders have huge registration letters under the wing. As you can imagine those crews that won the pub TPs came home sunburnt and in those days, it was a sign of Kiwi manhood to be able to drive home when plastered. How times have changed! All of this required a vast army of volunteers to run a contest, added to by the necessity for every glider to have a retrieve crew (3-4) that usually hit the road with car and trailer as soon as their pilot started. They normally chose a road junction in the middle of the course to wait it out. Every now and then the crew borrowed a farmers phone to call in to base, using a code to check on their pilot. They would ring in collect asking for the pilot’s name. The call would only be accepted if the organization had news of an outlanding or completion. It worked remarkably well. Then along came cameras followed by GPS and nothing has ever been the same since.
GLIDING NEW ZEALAND CLUB NEWS
CLUB DIRECTORY
Link for club info www.gliding.co.nz/Clubs/Clubs.htm Auckland Aviation Sports Club Club Website www.ascgliding.org Club Contact Peter Thorpe pbthorpe@xtra.co.nz Ph 09 413 8384 Base RNZAF Base Auckland (Whenuapai) 021 146 4288 Flying Weekends, Public Holidays
Norfolk Aviation Sports Club Club Website http://www.geocities.com/norfolkgliding/ Club Contact Kevin Wisnewski wizzbang@xtra.co.nz Ph (06) 756 8289 Base Norfolk Rd Flying Weekends and by appointment
Auckland Gliding Club Club Website www.glidingauckland.co.nz Club Ph (09) 294 8881, 0276 942 942 Club Contact Ed Gray info@glidingauckland.co.nz Base Appleby Rd, Drury Flying Weekends, Wednesdays, Public Holidays
Omarama Gliding Club Club Website http://www.omarama.com Club Contact Yvonne Loader loaders@clear.net.nz Ph (03) 358 3251 Base Omarama Flying 7 days a week by arrangement
Canterbury Gliding Club Club Website www.glidingcanterbury.co.nz Club Contact Kevin Bethwaite kevin.bethwaite@airways.co.nz Ph (03) 318 4758 Base Swamp Road, Springfield Flying Weekends, Public Holidays
Otago/Southland (YouthGlide Omarama) Club Website www.youthglideomarama.org.nz Club Contact Tom Shields tom.shields@century21.co.nz Ph (03) 473 1721 Base Omarama and Dunedin Flying By arrangement
Central Otago Flying Club (Inc) Club Website www.cofc.co.nz Club Contact Phil Sumser phil.sumser@xtra.co.nz Base Alexandra Airport Flying Sundays, and by arrangement
Piako Gliding Club Club Website www.glidingmatamata.co.nz Club Contact Steve Care s.care@xtra.co.nz Ph (07) 843 7654 or 027 349 1180 Base Matamata Airfield, Ph (07) 888 5972 Flying Weekends, Wednesdays and Public Holidays
Glide Omarama.com Website www.GlideOmarama.com Contact Gavin Wills gtmwills@xtra.co.nz Base Omarama Airfield Flying October through April 7 days per week Gliding Hawkes Bay and Waipukurau Club Website www.glidinghbw.co.nz Club Contact E-mail: info@glidinghbw.co.nz, Ph 027 2877 522 Base Hastings Airfield (Bridge Pa) and Waipukurau Airfield (December & February) Flying Sundays and other days by arrangement Gliding Hutt Valley (Upper Valley Gliding Club) Club Contact Wayne Fisk wayne_fisk@xtra.co.nz Ph (04) 567-3069 Base Kaitoke Airfield, (04) 526 7336 Flying Weekends, Public Hols., Mid week by arrangement Gliding Manawatu Club Website www.glidingmanawatu.org.nz Club Contact Ron Sanders Resanders@xtra.co.nz Base Feilding Aerodrome Flying Weekends, Public holidays Gliding Wairarapa Club Website http://www.glidingwairarapa.co.nz/ Club Contact Diana Braithwaite Ph (06) 308 9101 Base Papawai Airfield, 5 km east of Greytown Ph (06) 308 8452 or 025 445 701 Flying Weekends, or by arrangement Hauraki Aero Club Club Website www.flyhac.co.nz Club Contact Ron Bergersen d.rbergersen@xtra.co.nz Ph (027) 277 4238 Base Thames Airfield Flying Weekends and Public Holidays Kaikohe Gliding Club Club Contact Peter Fiske, (09) 407 8454 Email Keith Falla keith@falla.co.nz Base Kaikohe Airfield, Mangakahia Road, Kaikohe Flying Sundays, Thursdays and Public Holidays Marlborough Gliding Club Club Website http://glide_marl.tripod.com Club Contact bmog@paradise.net.nz Base Omaka Airfield, Blenheim Flying Sundays and other days by arrangement Nelson Lakes Gliding Club Club Website www.glidingnelson.co.nz Club Contact Frank Saxton franksaxton@gmail.com Ph (03) 546 6098 Base Lake Station Airfield, St.Arnaud Ph (03) 521 1870 Flying Weekends and Public Holidays
Rotorua Gliding Club Club Website http://www.rotoruaglidingclub.blogspot.co.nz/ Club Contact Mike Foley roseandmikefoley@clear.net.nz Ph (07) 347 2927 Base Rotorua Airport Flying Sundays South Canterbury Gliding Club Club Website www.glidingsouthcanterbury.co.nz Club Contact John Eggers johneggers@xtra.co.nz 33 Barnes St Timaru Base Levels Timaru & Omarama Wardell Field Flying Weekends, Public Holidays & by arrangement Taranaki Gliding Club Club Website www.glidingtaranaki.com Club Contact Peter Williams peter.williams@xtra.co.nz Ph (06) 278 4292 Base Stratford Flying Weekends and Public Holidays Taupo Gliding Club Club Website www.taupoglidingclub.co.nz Club Contact Tom Anderson Tomolo@xtra.co.nz PO Box 296, Taupo 2730 Ph (07) 378 5506 M 0274 939 272 Base Centennial Park, Taupo Flying 7 days a week Tauranga Gliding Club Club Website www.glidingtauranga.co.nz Club President Alan Belworthy a.belworthy@xtra.co.nz Ph 0274 960 748 Base Tauranga Airport Flying Weekends and Public Holidays, Wednesday afternoons and other times on request Wellington Gliding Club Club Website http://www.soar.co.nz Club President Philip Milne milnelaw@gmail.com Ph 021 803 37 Base Paraparaumu Airport Bookings Ph 04 297 1341 (clubhouse) Ph 027 618 9845 (operations) Flying Weekends and Public Holidays 7 days a week December through to March Whangarei District Gliding Club Club Website www.igrin.co.nz/~peter/gliding.htm Club Contact Paul Rockell rockelkaym@xtra.co.nz Base Rockelkaym Ridge, Gibbs Road, Puhi Puhi Flying Weekends and Public Holidays
Guidelines for the compilation and contents of club news articles are now available on the new SoaringNZ website. Visit www.mccawmedia.co.nz for all you need to know. The club news is your chance to share with the rest of the country and abroad, some of what makes your club the best gliding club in the world. Club scribes, please watch the deadlines (but we'll make allowances for special circumstances so contact the editor before you panic) and likewise, the word count is supposed to be 300 words to allow everyone to have a say. If you need more words than that, you probably should write a real article about that special event. Deadline for club news for the next issue 31 January 2015.
AUCKLAND AVIATION SPORTS CLUB Our start to the soaring season saw excellent weather during the week and rain in the weekends. Not for long though and our annual Labour weekend deployment to Matamata gave us a great start. We got a thermal day on Saturday and a ridge day on Sunday with some great soaring, flights to stretch the legs, bragging rights (and some K6 owners went overboard here), an excellent Jan Mace and friends dinner and a rainy Monday where we all scuttled home early. Many thanks to the Piako club for once again hosting us for another most enjoyable weekend. While at Matamata our new CFI, Ray Burns, took advantage of the visit to collect a pile of CFI tips from Steve Care. Following the laws of unintended consequences, Ray, being a conscientious and thorough chap, took all this to heart and turned a fairly quick and practical BFR into a protracted talkfest and flying test. At least one club member was glad he got his BFR in before Steve Care got there. Our club has been lucky enough to be hosting Christina Keil from Germany. She has been hearing stories of our West Coast runs including a recent effort where Steve Wallace, Steve Foreman and Gary Patten all managed 750 to 800 plus km runs. This effort with over seven hours on the coast, added 2100 OLC points to the tally. This being the right time of the year saw another suitable day come up, this time a weekday. Now our Air Force hosts prefer we do not get in the way of their flying, and in truth gliders, Orions and Hercules do not mix that well. Being able to glide during the week is a rare privilege. We had a tow pilot and
Nov 2014–Jan 2015
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Nelson Lakes
instructor Steve Wallace ready so with much leave being taken, the Air Force was able to accommodate the launch and recovery around their flying. Christina grabbed the front seat of the twin to do the run with Steve Wallace and got to see our run first-hand. It seems her fellow pilots in Germany are also taking an interest. Jonathan Pote took the opportunity to take the PW5 onto the coast to do both the 50 km and 5 hr towards his Silver C in the course of a 6.5 hr flight. Steve Foreman in KP, Gary Patten in MP, and Ivor Woodfield in Libelle GIV completed the ensemble that also flew that day adding another 3000 plus OLC points. In between we have hosted ATC cadets and taken advantage of some good soaring days. We are truly looking forward to summer and making use of our new airspace, from Whenuapai airfield to the 30 nm arc north and essentially coast to coast all the way up to 4500 ft. This may not seem like much but those restricted to 3500ft will appreciate the change and we are most grateful to CAA and Airways for getting the idea through. GL
CANTERBURY The warmer spring weather has provided good soaring conditions on many occasions. Members have made several excellent flights covering large areas of the South Island. A very successful ab-initio course was held at our Springfield site a few weeks ago and those people are now enjoying the satisfaction of single-seat flying. Terry Delore and Mike Oakley have introduced many of the group to cross country soaring in their Ash 25s. I am sure that many of them will have learnt heaps, encouraging them to advance their own skills to become confident cross country pilots. Helping everything along is the cross country course being held at Omarama
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by Jerry O’Neill with help from other experienced pilots. The week long course will be followed by the South Island Regionals which will be run by the Canterbury Club. On the week before Christmas, Roger Read with skilled helpers will again have a Youth Soaring Development Course at Omarama and this will be followed by our own summer camp which will last for about three weeks. Kevin Bethwaite was again elected to be President and brother Wal is now the CFI. Yvonne Loader is continuing as Secretary. They have the help of other capable members making up the rest of the committee. Several sub-committees have been arranged to share the load of looking after the airfield and surrounding areas, plus hangar care, maintenance of the clubhouse and camping areas. The better weather has accelerated grass growth and the sound of mowers fills the air each weekend. Stewart
flat out, like a lizard drinking, as we have a keen bunch of students up every flying day. As well as that, Mike was out with his Youth Glide gang the other weekend. Ken Newkumet went solo and now is consolidating that. Nick and Marc, who both got their QGP’s earlier in the year, have been going great in toning up their cross country legs. Marc is exploring the hills in CX while he sands down his K6e and orders his lead paint at home. Nick is down in Omarama with YK, knocking badges off left, right and centre. Our cross country pilot numbers and goals are starting to swell with April, George, the Kerry’s, Mike, Ken, Pete and Frank all having good flights, chipping away at goals and collecting badges. Ken got up to 16,000 ft the other day in wave while others explored rotor. There is a big gang of Nelson yahoos currently down in Omarama doing Jerry’s course and some will go on for the Regionals. Have a marvellous summer flying. Captain Sink
NELSON LAKES
TARANAKI
It’s been a good spring. Sure, it’s been changeable but most weekends have been flyable and with jolly good turn outs flying has been happening. The club is in a good space and the kit in good nick. I was thinking last weekend, while I was sitting in the winch watching glider after glider be able to head right in the mountains off a $20 winch launch, that we have a terrific gliding site. It’s pretty darn cool. We have updated our SOPs and emergency procedures following a review over winter and we’ve also changed our weak link set up after an incident. It is great stuff to see a positive culture of thinking about safety and a willingness to help to make our operation safer and more efficient amongst the club members. The instructors and the twins have been
Activity has been a bit spasmodic during the winter and early spring with some good days and others rather so-so. The winch is going well with plenty of power going out on the line. It took a while to get things right but perseverance has paid off. A busy day on November 1st saw 18 ATC cadets given flights. Not only did they fly but they took turns at retrieving the Astir. Instructors Les and Tim did turn-about as the back-seat drivers. Everybody was happy at the way the day went. The co-operative flying with the two local ATC squadrons is good value to all concerned. I’m told that the Stratford No. 48 Squadron now has cadets travelling north from Hawera. Not least in this is the good work done by Julie Woods who will be known to many in the ATC world. At the moment we have four pilots down
CLUB NEWS
Nelson Lakes
at Omarama, three of whom are competing in the South Island Regionals. A great effort and they are doing us proud. We are looking forward to the arrival of our new Eurofox, due in early February next year. It has been interesting going through all the aspects of discussion, decision and definition of the detail involved - not all of it iterative. A substantial grant from The Taranaki Electricity Trust and a large-ish loan from the GNZ Umbrella Trust have made the whole thing possible. As I write this, the aircraft is but a few days away from completion and then being packed into a container for its journey here. PJM
a deal on Grab One for a reduced cost trial flight and it is hoped that this will achieve new membership within the gliding movement. As this article is being written, the Central Plateau Soaring Competition has kicked off the soaring season. To date, the weather for the comp has not been favourable with only one day of competition flying but it was
well launched anyway. There were a few land outs and the others returned home. Apparently there was trouble with lift! Although the competition may not be memorable, it will be a memorable competition for Tom Anderson. Tom achieved his 10,000th aero tow! We welcome a new member, Ronald Sasco’Labarca and he, along with our
TAUPO As we came out of winter, the club displayed Trevor Terry's Duo Discus on two domains in Taupo over a two day period in late August. This was to promote the club and included a free draw for a trial flight that we had listed on our Facebook page. The promotion attracted many visitors to our Facebook page, with over 100 new people liking the page and over 350 people entering the draw. At the domains there were a steady flow of people attracted by the unusual sight of a glider on the side of the road with many people astounded by the technology and beauty of the machine. The club also ran
Taupo: Trevor Terry's Duo Discus on display.
Nov 2014–Jan 2015
Hawkes Bay: Returning to Hastings.
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and an opportunity to catch up with other members not seen too often on the field. Otherwise, the fleet is pretty much ‘battle ready’ and the enthusiasm seems to be there too. Hopefully ATC will be obliging and not give us too much grief over local airspace access over the busier months coming up. Safe flying and have a good Festive Season from the Tauranga Gliding Club.
WELLINGTON
Tauranga:
Tauranga: Scott Wagstaff and James Graham doing Scotts Instructor Rating.
other students, has been progressing well. We have two members going to the cross country course in late November at Matamata and look forward to seeing them start cross country soaring. So – roll on the decent weather! Trace
TAURANGA The soaring season is upon us at Tauranga. There have been a number of good flights and attempts to get away, some culminating in land outs, but it shows some of the members are warming up for summer and ready to give it a go. We’ve had a few wave days, possibly not as good as last year, but productive enough and encouraging
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members into the seats for some altitude. The better gliders in the fleet are being booked up for the contests coming up over the next few months. It’s great to see this many pilots looking forward and with the drive to have a go. We have several members in Australia (at the time of writing this) competing in several competitions as well – broadening the experience. Our Duo will be spending some time prior to Christmas in the South Island on a mountain flying course and contest and it’ll be followed down by several other members, one for the Youth Glide Camp and another for the fun of it, in December. The Annual Dinner evening will be late November to recognize ‘those that do’
We are experiencing typical Paraparaumu springtime soaring weather – many days unflyable, interspersed with days of brilliance. On these days we’ve been seeing an increasing number of single-seaters coming out of hibernation with Vaughan Ruddick completing the season’s first 500 km flight last weekend. In keeping with both a growing club demand and GNZ initiatives to encourage the development of cross country soaring, we are fortunate to have Martyn Cook leading dedicated workshop sessions on the first Saturday morning of every month. Attendance is steadily growing from a starting base of nine as Martyn unfolds for us the rewards and challenges of this aspect of our sport. Finally, we are pleased to welcome back Ross Sutherland who will once again be managing our summer operations. The rest of Ross’ crew will be arriving over the next weeks and we expect to be back to a seven day a week operation by Xmas. If you happen to be passing our way, please do drop in for a chat, check out our simulator or better still, try out our airspace. You’ll find regular updates of our local flying conditions on Twitter @glidingwlgtn Let the season begin!! The Weathermen
Wellington
CLUB NEWS
10,000 AERO TOWS TOM ANDERSON
Well known Taupo identity Tom Anderson added another milestone to his gliding record. Tom, a tow pilot, ‘A’ Cat Instructor and a stalwart of the Taupo Gilding Club, has achieved the significant milestone of 10,000 glider aero tows. Tom has been a tow pilot for 25 years and is one of the most senior tow pilots operating today. It is possible that he is the only 80 plus year old pilot still towing in NZ. Tom started towing on the 23rd July 1989 at the age of 56 and he flew his 10,000th aero tow on Saturday the 1st November 2014 at the age of 81 years young. His 10,000 tows represents more than one aero tow per day since that first tow flight back in July 1989 and a cumulative total of more than 41 days in the cockpit. There are other pilots in New Zealand that have completed more tows than Tom but few would have reached the milestone in as short a time or with such dedication. His expertise as a tow pilot means he has been much in demand for National and Regional Gliding Contests over the years and is one of the contributing factors to making the Taupo Gliding Club a seven day a week operation. When Tom turned 80 he was given another two year PPL having passed the medical with flying colours, so we can expect to see Tom flying the club’s Piper Pawnee for many more tows.
Taupo: Tom receiving recognition from Club President Tim.
Tom admits that he would have never achieved this milestone without the support of his partner Lois and the support that the Taupo club has given him over the years and continues to do so. Well done Tom and congratulations! TGC
Nov 2014–Jan 2015
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F OR S A L E • WA N T E D • S E R V IC E S • E V E N T S
We take our classifieds list from the GNZ website and from ads detailed with us personally. To update your ad, please go online or advise Hadley Bognuda, our webmaster. Ads notified to me will appear on this page but we are unable to make changes for you on the web page. Please contact the webmaster if your item sells.
GLIDERS Libelle 201b, GIU • #579 out of 601 made. 2358 hours 1688 launches (20 August) O2, Transponder, 6 channel Tait radio, Borgelt B40 vario, Chute, Trailer. Good original finish. Annuals currently underway. $18K. Phone Paul 021 331 838 P_Marshall@xtra.co.nz Cobra 15, ZK-GJE • In good condition with a refurbished trailer. Easy to fly and fully aerobatic with a 38:1 glide ratio, comparable with a Libelle or Standard Cirrus. Includes tow out gear, Borgelt B40 vario and a parachute. Price now dropped to $9,995! Contact Russell Jones on 09 575 9788 or email:prismconsult@gmail.com ASW15, ZK-GGO. S/N 15069 • Microair radio and transponder. Cambridge 302 DDV and 303 nav screen. $15,000 ono. ph 027 497 2723, g_ gaddes@xtra.co.nz. DG 300 Elan • GOZ Full panel. Road trailer. Excellent full capacity water bags made in the USA bring glider up to all up weight of 250kgs. Near new electronic oxygen system and good sized bottle. 750 channel Dittel Radio. Very good with 4 pre-set channels. Borgelt Vario with average and glide computer. Winter Vario and Altimeter and excellent compass.$45,000 or near offer. Apply to Errol Shirtliff. Phone 03 526 8724 or email shirtliff@ xtra.co.nz Ventus CT – GTX • TT approx 1700hrs, Engine 38hrs, flies like a dream, very straight glider, new Trig transponder fitted, new parachute, Dittel Radio, Borgelt vario, trailer tows well, recently overhauled, price $100,000 negotiable, phone Conal on 021 183 9359, email conal@rcsed.ac.uk Lak 12. ZK-GRR • 20m Glider. $35,000. Open/18m class flapped glider. 50:1 performance with a wide range of wing loadings. A nice glider to fly with no bad vices. Always hangared, no crashes. Price includes trailer, Australian Parachute, Tow out gear. Just had 1000 hr and 20 year check done and came through perfectly. Contact Bill Mace Phone: 027 541 0948 Ventus ct $115,000 • Excellent condition. C302/PNA , EDS oxy , 4 x sets of tips from Maumuer 15m winglets to 18m wingtips with winglets. All towout gear. Good trailer. Contact Patrick Driessen Phone: 027 486 6441 patdriessen@clear.net.nz DG 400 • Self launching glider ZK - GOM first flew in December 1984 and has completed 1,793 hours and 247 hours on the engine. Comes with 15 and 17m tips, tow out gear, wing and tail plane hangar covers, canopy cover, EDS and A8A oxygen with quick connect refill. Cambridge GPS and Winter mechanical vario. Dittel FSG60M radio and Terra transponder. Trailer incorporates cobra fittings with hydraulic ramp, interior lights and ability to charge batteries via an external socket while glider is in the trailer. This glider would be ideal for a syndicate, finance can be discussed if necessary. $95,000. Contact Mark Aldridge 0274 508 505 mda@308.kiwi.nz Libelle 201-B, ZK-GGK • Removable factory winglets (interchangeable with included original tips). Winter vario plus Tasman V2000 electric with backup battery. Transponder and near-new Microair M760 radio. Oxygen,
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parachute, GME PLB, SPOT Satellite Messenger, full tow-out gear and tidy trailer. Annuals and biennial instrument test will be completed prior to inspection by potential buyer. $19K. Contact Rob on 03 355 4194 or 021 036 2199, email rob.ggk@gmail.com. Janus ZK-GSH. Very tidy two seater training, cross country, completion glider. 3164 hrs. Built 1977. Retractable undercarriage, water ballast, winch or aero tow. Tow out gear, wing covers and trailer. Reluctant sale due to lack of use. For sale from the Hauraki Aero Club, gliding division. $50,000.00 Ph 027 470 8915. Hauraki-ac@xtra.co.nz Grob Speed Astir 2B, ZK-GUB • Flapped 15metre; 40:1 glide ratio; approx. 2300hrs; oxygen (A8A); Terra Transponder; 2 varios; good trailer plus tow-out gear; gelcoat in amazing condition; slim-pack parachute; excellent first glider and competitive club-class machine, hangared Omarama, reluctantly selling her after 20+ yrs of fun, best value per LD point glider in the country. $25,000. 03 3181331 (evenings) paullinda@xtra.co.nz JS1C • Due to a cancellation I have an extra delivery position available in 2015 for a JS1C at a special price. Or buy my new, highly optioned JS1C which is arriving NZ in November 2014. Has both 21m and EVO 18m wingtips and jet options, and I will take a 2015 slot for myself. Contact Brett Hunter for further details. 021 927 626. hunter.b@ihug.co.nz
HANGARS: Two adjacent 18m hangar spaces • in the Omarama Hangar. $ 30,000 each or near offer. Contact Mike Hamilton Phone: 03 9621530 email: mike.hamilton@hamjet.co.nz. Hangar space, 15m • east hangar at Omarama. Asking $1500/m or reasonable offer. Contact Linda vindaloulou@gmail.com, 033487009 or 021 071 8402. Hangar Space • right to occupy, for sale. A space in the Canterbury Gliding Club’s new Springfield hangar. This state of the art hangar is in a prime position on the field, giving easy access to the main vector. Springfield has been developed as the long term home of the CGC and provides access to some of the best soaring in NZ and is active all year round. The purchaser will need to maintain membership of the club, one of the strongest and most progressive in NZ. Contact John 021 2234 911. Hanger Space • 15mts, for sale at the Taupo Gliding Club. $4000. Our tow plane here operates on all flyable days, membership required on purchase. The hanger space is yours from now until contract expiry date 2022 when it is renewable. Price includes insurance, power and water. Contact Colin Deeker 07-3784862 codeek@xtra.co.nz Omarama Hangar space • 15m hangar space available in the western hangar on the side near the terminal building Long / short let available Annie Laylee / G Dale annlaylee@aol.com
OTHER FOR SALE Pawnee Pawnee PA25-235 ZK-RWS S/N 25-2161 • Engine 250HP out of hours (can be ground run), total airframe hours 5558, fuselage stripped, repainted and rebagged September 2010, as is located at Stratford. $15,000. For any further details contact Les Sharp 06 753 4227 lesue@ ihug.co.nz.
GNZ members are eligible for one free non-commercial classified advertisement per issue. Deadline for receipt of advertising for our March issue is 20 February 2015.
Cambridge 302 and 303 set • Both instruments are in great condition. GPS Antenne, handbook, and all cables included Price $2300 including postage R.Drake@inbox.com
Volkslogger 1.0 • Make an offer. Contact Laurie Kirkham. laurie.kirkham@ xtra.co.nz
Nelson Lakes GC land out books • covering airstrips north of Hanmer, $30 ea. Contact Nick – Nick7k (at) Outlook.com. Winter Variometer • Bought new in 2000. Model 5 St VM 5-3. This Winter vario has the small hole diameter of 57mm. Complete with capacity flask and is in perfect working condition.The face is in pristine condition and it’s about half replacement cost. Top right corner modified to fit a tight panel. $490.00 Roger Sparks 0274956560 r.sparks@xtra.co.nz Flight-computer upgrade for older glider • LXNAV V7 digital speed-tofly vario and final glide calculator along with LXNAV Nano IGC-approved flight recorder and 'Jerry O'Neill' sunlight readable PNA with LK8000 and XC Soar software installed. Includes all interconnecting cables. $2500. Contact Rob on 03 355 4194 or 021 036 2199, email rob.ggk@gmail.com.
FOR SALE
Blood Oxygen reader • A little finger tip one. Take the guess work out of hypoxia. A modern must-have for wave flying. This one is a hard to get Liquid Crystal Display unit which means it is really easy to read in bright sunlight. Runs off two AA batteries. See pictures at http://tinyurl.com/ nx2lwtt Bran new. $80 incl gst and freight. Contact Frank at: franksaxton@gmail.com
DG 400 SELF LAUNCHING GLIDER ZK - GOM first flew in December 1984 and has completed 1,793 hours and 247 hours on the engine. Comes with 15 and 17m tips, tow out gear, wing and tail plane hanger covers, 2 canopy covers, EDS and A8A oxygen with quick connect refill. Cambridge 302/303 GPS and Winter mechanical vario. Dittel FSG60M radio and Terra transponder. Trailer incorporates cobra fittings with hydraulic ramp, interior lights and ability to charge batteries via an external socket while glider is in the trailer. This glider would be ideal for a syndicate, finance can be discussed if necessary. $95,000. Contact: Mark Aldridge 0274 508 505
NOW AVAILABLE FOR SALE
LATEST TECHNOLOGY Sunlight Readable PNA Device
Photo Geoff Soper
> Suitable for running SeeYou, XC Soar, LK8000 and other soaring software. > Latest GPS technology – precision less than 2.5m > 5" Sunlight readable LCD touch screen Brightness 800 - 1000 nits. More than twice as bright as the best PDAs or Oudie > Operating system: windows ce 6.1 Or 6.5
Will be supplied ready to use fully loaded with software and maps Contact Jerry O'Neill jerryo@xtra.co.nz for more information
Nov 2014–Jan 2015
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