SoaringNZ Issue 44

NEW ZEALAND’S PREMIER SOARING MAGAZINE

MULTI-CLASS NATIONALS WORLD AIR GAMES YOUTH SOARING DEVELOPMENT CAMP JUNIOR WORLDS • CLUB NEWS i s s u e 4 4 F e b r u a r y – A p r i l 2 0 16

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contents february–april 2016 features 10 2016 Multi-Class National Gliding Championships

16

22

36

16

Junior Worlds

22

Youth Soaring Development Camp

26

Matamata Soaring Centre Cross Country Course

28 32 36 . 39 40 43 46

Third Enterprise Omarama Contest

50

Obituary – Brian Chesterman

A champion pilot retires – Ian Finlayson Glider match racing – The World Air Games North Island Regionals Flying the European Alps Human factors Glider Tug towing performance comparison project update

regulars 6 Log Book 48 GNZ News 49 A Question of Safety 51 GNZ Awards & Certificates 52 Airworthiness 53 Gliding New Zealand Club News 57 Classified Advertising

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ISSN February–April 1178-4784 2016 3

from the editor february–april 2016

R

ichie McCaw is New Zealander of the Year. How about that? And, in the New Year’s Honours he was appointed our highest honour, the New Zealand Order of Merit (which he was pleased didn’t come with the title ‘Sir’ attached.) Richie is the glider pilot we all like to claim as one of us; and he is. Gliding and aviation are his passion, just as much as they are to everyone who reads this magazine. He’s a humble man who has become great as a rugby player and leader of the All Blacks, the team that at least 75% of the country is passionate about. I’m not saying the whole country, because I’m pretty sure that our readership contains a few who actually buck the national trend and couldn’t give a toss about rugby. There is something wonderful about Richie though, because regardless of your interest in and opinions on the game he played professionally, you’ll still be pleased that Richie has won national awards and recognition that go beyond sport.

Because to me he is family, I’m just pleased that he’s come out of fourteen years of professional rugby undamaged and ready to move on to the next phase of his life.

Richard (because that’s the name I know him by) did a damn good job that epitomised the new breed of professional sportsman. He gave his heart and soul to the game and put his body on the line, over and over again. He bagged that World Cup that meant so very much to people after the Christchurch earthquakes, spent another four gruelling years to bag the second one and then gracefully retired from rugby while arguably still at the top of his game.

It can’t be easy choosing to stop doing what you love while you’re still capable of doing it, even if you know that your performance is starting to decline. What Richard has done in retiring as he did is nothing like, and yet very similar to the decisions we need to make as pilots as we age. Are we still safe to fly? One of our longest competing pilots made this very decision last year. Ian Finlayson has been a fixture in the NZ gliding scene for fifty-four years; and he’s been flying competitions for most of that. It can’t have been an easy call to give it away, but that’s what he’s done. I commend Ian for taking that decision and going out gracefully. Ian’s been part of my life, through gliding, for over 30 years (longer than Richard has been since I didn’t meet him until 1988 or so when I started going out with his uncle). It is with great pleasure that I accepted Peter

New Zealander of the Year – Richie McCaw

Layne’s idea to write a tribute to Ian. You’ll find it on page 32.

Decisions to stop flying don’t have to be permanent. Sometimes you just need to take a break. You don’t have to walk away completely. Two-seat flying can be a lot of fun and you can still be part of the community. This is actually the course I took this season. I had so many stresses and distractions happening this summer that I nearly gave gliding away all together. I knew I didn’t have the energy, let alone the mental facilities to allow me to remain current. I’ve become very cautious in my middle age. There was no way I was going to fake my way through it. I wouldn’t feel safe. It was just all too hard.

Early-ish in the season I went for a flight in the Twin with a favourite instructor. We had great fun and I realised I didn’t have to give away the joy of soaring. I could fly this summer, I just had to do it with someone else in the glider with me. When

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Next Issue: Central Districts Contest MULTI-CLASS NATIONALS WORLD AIR GAMES YOUTH SOARING DEVELOPMENT CAMP JUNIOR WORLDS • CLUB NEWS i s s u e 4 4 F e b r u a r y – A p r i l 2 0 16

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Tilo Holighaus shows off Schempp-Hirth’s Arcus Mi at the World Air Games in Dubai Photo World Air Games

February–April 2016

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I told my CFI he was extremely supportive, but he also wasn’t going to let me off lightly. I wasn’t going to be spending the summer as an eternal passenger, I had to work on my cross country skills and learn everything I could from my back seat driver/s. It was a great idea and I can’t recommend it enough to anyone who, for whatever reason, feels that maybe their flying skills may not be quite up to scratch.

Enjoy your flying and stay safe.

Jill McCaw

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logbook february–april 2016 Up Coming Events Auckland Aviation Sports Club, Whenuapai, Gliding Division 50 Year Anniversary, 19-20 March The format is perfect weather, two days of flying (with an informal competition), two days of line-shooting about 'the good old days' and a 'Nosh Night' on Base on Saturday evening. A (mostly true) booklet of members stories of old is being compiled - contributions very welcome.

All those with an interest are warmly invited. Prior contact via Jonathan Pote jonathanpote47@gmail.com is essential.

Paraparaumu Last Hurrah, 18-20 March Wellington Gliding Club have finalised our departure from Paraparaumu after 55 years and we invite all those interested to the ‘Last Hurrah’ final weekend flying. Final Dinner and Fundraising night Saturday 19th March We would love to see any ex members and our many friends from around the country come along and help celebrate. Contact President Brian Sharpe +64272481780 or bwsharpe@xtra.co.nz

FIVE NEW ZEALANDERS FLEW AT THE AUSTRALIAN NATIONALS (OZ GLIDE) IN JANUARY

Project GLoW becomes Glowfly In our October issue we reported on the prototype light glider GLoW by ProAirsport Ltd. Since then they have completed the prototype and changed its name to Glowfly. The prototype is now UK registered and insured.

Runway testing of the electric drive to the wheels has proved that it will reach the speeds necessary for take-off. Testing of the jet/electric wheel drive combination will begin soon.

Ventus 3 Test Flown

Mike Strathern, Alan Belworthy, Steve Wallace, Tim Bromhead and Brett Hunter flew in the Pre-Worlds contest at Benalla in Victoria. There was a large international contingent.

The Open Class managed only seven flying days with Brett Hunter, flying his JS1C placing 8th overall. The 18m and 15m classes had eight flying days. Alan Belworthy came in at 11th place in 18m while the others gave it a darn good try in 15m. It is worth noting that 15m was won by Australian Matthew Scutter, fresh from winning Standard Class at the Junior Worlds a month earlier.

Jonkers Celebrated the 100th JS1 with a party on the 4th of February

Schemmp-Hirth test flew the new Ventus 3 on the 29th of January and report that it is harmonious, balanced and very agile. They are very pleased with it.

The glider can be fitted with an electric or jet sustainer engine but other than that there is very little information available about this glider. It was displayed at the AERO Trade Fair at Friedrichshafen last year but it was hanging from the ceiling so no-one could get a close look at it. A translated interview with Tilo Holighaus and Bernd Weber in the OLC magazine suggests that the whole glider, fuselage, wings, rudder, have been completely redesigned using the latest data from actual gliders in flight. SoaringNZ has asked Schemmp-Hirth for some details and hope to bring this to you next issue.

SCHLEICHER’S ASG 32 MI TYPE CERTIFICATED

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February–April 2016

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February–April 2016

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logbook february–april 2016 DLR to build replica of Lilienthal’s glider on 125th Anniversary The German Aerospace Center (Deutsches Zentrum für Luft und Raumfahrt; DLR) plans to build a realistic replica of the world's first series-produced aircraft and study it scientifically. The project intends to honour the work of aviation pioneer Otto Lilienthal who, 125 years ago, became the first person to pilot an aircraft. In addition, the researchers hope to acquire insight into the cause of Lilienthal's fatal crash.

Lilienthal's endeavours formed the basis for the first motorised flight by the Wright brothers in the United States and for the work conducted later on by aviation pioneers such as Hugo Junkers and others. This was enabled by Lilienthal’s scientific publications and by his – at times – sensational photographs, which received considerable attention both in Germany and abroad.

The DLR Institute of Aerodynamics and Flow Technology in Göttingen will conduct the scientific analyses. Andreas Dillmann, Head of the Institute, sees Lilienthal as the father of all modern aeronautical research: "Lilienthal was the first aerodynamic researcher to proceed according to scientific principles. Until then, there had only been hobbyists."

Of all the designs that Lilienthal left behind, the 'normalsegelapparat' or conventional glider, is the one that will be reconstructed. This was the world's first series-produced aircraft, of which nine were sold worldwide. It was in this type of aircraft that Lilienthal suffered a fatal accident.

This is the first time that a historically accurate replica will be constructed. A series of preliminary analyses and research work will be conducted for this purpose. For example, rigorous testing will be carried out on the fabric covering of preserved, original Lilienthal gliders to determine its properties. "Our aim is to comprehensively understand its flight mechanics and aerodynamic performance," says Dillmann. "How far could he fly, depending on the take-off elevation? In which areas was he able to maintain stable and safe flight?"

Unleaded Avgas – An Update

BY OUR AMERICAN CORRESPONDENT JIM HERD

I am not a fuels engineer and I am not on the inside with the fuels industry, but I do keep my ear to the ground in the USA through attending a bunch of aviation conventions each year and reading extensively. I sense that the avgas fuel question has moved from ‘will we be able to remove lead?’ and a certain amount of obstructivism, or at least foot-dragging, to ‘when and how will it be implemented?’ The challenge of transitioning the aviation industry to unleaded avgas is vastly more difficult than doing so in the auto industry. And make no mistake, this has global implications, so listen up.

There is only one global source for TEL – tetraethyl lead – which is the form of lead in 100LL avgas. That source is in Britain, and most assuredly they are already planning to close their production line over the next decade or so. Beyond that, any TEL that is made will become extremely expensive due to low volume production. Remember, the USA consumes well over half of the current TEL production. This dynamic will cause NZ and all of the world to consider following the path of the USA with a new unleaded avgas, because there may be no commercial alternative. And let’s face it, the USA will have done most of the necessary homework. Regarding the environment, it would be the right thing to do. So, I will offer a summary update for you here.

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February–April 2016

The joint project between U.S. government and commercial fuels interests and pilot groups (called PAFI – Piston Aviation Fuels Initiative) has completed the phase of laboratory evaluation and testing real engines in a lab environment for the four ‘semi-finalist’ fuels that were selected - submitted

by Shell, Total, and Swift (2 fuels). Two of them, we don’t yet know which two, have been advanced to the very extensive phase of flight testing and operational testing throughout the delivery chain. This will begin in a few weeks and continue (in secret) for at least two years. Then one or both fuels may be approved for the marketplace – or not. But all the back-chatter is sounding very encouraging so far.

Of course, it is yet to be proven that 100LL avgas has a measurable and significant negative effect on humans.

Though there is an on-going environmental test project by the U.S. Environmental Protection Agency (EPA) that is not yet complete, but it has shown some data that suggests lead may be a measurable contaminant around certain airports under certain conditions.

The Federal Aviation Administration (FAA) charter is to protect, preserve and grow aviation in a safe and workable fashion. It is a complex industry, but in general the FAA is on our side. So there is inevitable conflict between EPA and FAA, as there should be. I am encouraged that the cost of any new

logbook february–april 2016 Adam Czeladzki flies 1126 km FAI triangle with his Duo Discus XLT In December disabled Polish Pilot Adam Czeladzki, who was mentioned in our editorial in October, flew a 1126 km FAI triangle from Gariep Dam in South Africa. His Duo Discus is equipped with rudder hand controls. His flight placed him 4th on the OLC rankings in December.

It’s only in the event of a

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that you really find out who has the best policy!

Unusual Lenticulars over Ngatea, Hauraki Plains

Contact your broker or ring 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.

fuel, and the cost of transition, has become front and centre.

The practical flight testing will take at least two years, followed by evaluating the data, reaching a formal proposal, public dialogue, a final decision, then an implementation and transition phase that will likely be a decade or longer. So, in the USA, I expect 100LL will be given a death sentence in 2018 but will not die until after 2025. But that is just a guess. More important perhaps, the new fuel will start to have a significant impact by around 2020. That is, a whole lot of public chatter (pro & con) will follow as the reality and inevitability will set in, detailed implications will emerge, budgeting for needed capital spending, planning for the transition, and a lot of worry for those charged to make it all happen.

The implications for the soaring community obviously include the wide variety of tow plane operations, and the wide variety of motor glider operations. These needs are not entirely generic to the rest of the piston aviation industry. It might be reasonable to expect that PAFI will consider and accommodate all these special needs, perhaps driven by the soaring community in the USA. My advice to NZ soaring – trust but verify!

On a positive note, the last few years have been remarkable in terms of declining oil prices on the global market, the virtual explosion of global oil/gas reserves, and production rates in

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excess of global demand. Diesel aircraft engines are becoming available – no lead issues there, and some really attractive operational considerations. Batteries and electric motors are emerging that make electric gliders an attractive proposition.

Heck, even electric tow planes!

I hope your NZ fuels industry and related government agencies are on top of all this. As I see it, NZ government should already be starting to plan for new regulations for a new avgas fuel. Note this – it is likely that any new fuel would be illegal in NZ, as it will be in the USA, unless and until government enacts new legislation. This will be a really big deal. And the NZ fuels industry should be starting to look at the transition also – a transition period/plan, transportation, storage, retail handling, FBO/pilot/mechanic training, etc. And the NZ soaring community should contemplate any special needs that may be critical, and seek to inject those needs into the U.S. PAFI project. Perhaps most urgent is an in-depth review of what is happening in the USA, with special attention to any different circumstances and needs in Kiwi-land.

February–April 2016

9

2016 MULTI-CLASS National Gliding Championships

BY DAVID HIRST

We came, we flew, we waited for the weather to behave, we flew some more. Many were the tales of derring-do and adventure; some were even true. The following few pages make some attempt to describe the fun and frustration we had in Centennial Park, (Taupo) this year.

W

e started with a fleet of 23 gliders and 26 pilots and that's how we finished; no accidents; only a few problems and any absences were due to work and family commitments. Result? One very happy Safety Officer and one very happy Contest Director. Herewith the merry cast and crew.

PILOTS Patrick Dreissen, Auckland, Ventus Ct 17.6m; Campbell McIver & Arnulf Snekvik, Auckland, Duo Discus X; Peter Cook, Taupo & Taranaki, Discus A; Ross Gaddes, Auckland, Discus B; Tony van Dyk, Wellington, LS 8; Nigel McPhee, Auckland, ASW 27; Lindsey Stephens, Auckland, ASW 27; Tim Bromhead, Piako, DG 300; Steve McMahon, Kingaroy, Mosquito; Trace Austin, Taupo, Discus B; Steve Foreman, Aviation Sports, LS-4a; Hugh de Lautour, Taupo, Ventus Ct 17.6m; Yves Gerster, Aviation Sports, Libelle; Brett Hunter & David Jensen, Tauranga & Piako, JS 1 Revelation 18m; Keith Essex, Omarama, ASG 29Es; Russell Thorne, Auckland, ASG 29; Mark Tingey, Tauranga, JS 1 Revelation 21m; Terry Jones, Clutha Valley, LS 8; Conal Edwards, Auckland, Arcus M; Maurice Weaver, Tauranga, Duo Discus XT; Bob Gray & Steve Care, Piako, Duo Discus; Trevor Terry, Taupo, Duo Discus T; David Hirst, Wairarapa, Ventus Ct 17.6m.

VOLUNTEERS Contest organiser: Trev Terry Contest Director: Rob Lyon Safety Officer: Bill Kendall Admin and Contest Secretary: Tom Anderson Tugmaster: Iggy Wood Tow Pilots: Iggy Wood, Neil Dunn, Hugh de Lautour, Bill Kendall, Martin Jones and Tony Davies Grid marshall: Gordon Griffin Grid runners: a Cast of Thousands

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February–April 2016

Catering: Lois Anderson, Jenny Healey, Bill and Mary Kendall, Kathy Gorman Cleaning and General Mirth: Sid Gilmore Radio: Mavis Oates and Ivan Booth Scoring: Tim Bromhead Weather: David Hirst Task Setting: David Jensen, Tim Bromhead, Trev Terry, Rob Lyon, Ross Gaddes and whoever else got roped in.

Sponsors: Trev Terry Marine and Sailplane Services.

THE NEW SYSTEM As per the new rules for contests, entries were opened up to Novice, Racing and Open classes. There were no novice entries.

Both Racing and Open classes used handicapped distance for scoring. It was decided that Racing-class tasks would be initially set for a mid-range handicap, with a maximum handicap of 106. Open-class tasks were initially set for the maximum handicap (116, JS1 21m) glider, with a minimum allowed handicap of 96. This left some competitors with a choice of which class to enter. The name "Racing Class" had some historical association which meant that what was intended as an intermediate competition level was populated by a lot of very experienced pilots who either didn't want to fly JS1 tasks or wanted to fly against their traditional competitors. No harm in that, as it gave many new entrants to the 'intermediate' level a good challenge and many gliders to follow (or not) as they disappeared ahead into unknown conditions.

Tasks were refined as the days progressed according to the typical maximum speed of the Open Class (100+ km/h), or the average speed of the Racing Class (around 90km/h). What often determined the performance of a particular class was the launch time (whether they were at the front or back of the grid), which was determined by the available number of tow planes and pilots to fly them (thanks, Hugh). There were problems with both but we

Photo Tim Bromhead

The grid on day three

usually managed to get the grid launched within 45 minutes to an hour.

RACING TASKS VS. ASSIGNED AREA TASKS Contest rules stipulated that 1/3 of contest days must be either racing tasks or AATs. Given the vagaries of the local terrain and the rapidly-changing weather during the contest, most days lent themselves to AATs. In other words, you don't set racing tasks on marginal days unless you want mass landouts. The contest was dominated by marginal days, so there was much head-scratching amongst the task setters about when to set the compulsory racing tasks. In the end, to nobody's surprise, the racing task days mostly turned into (fanfare here) massed landout days; if it had been possible to set more AATs, most of the fleet would have had better runs. The SRC Pilots' Meeting, held during the contest, included this subject as an agenda item and some good recommendations to the SRC resulted. Watch this space for results.

THE TRANS-TASMAN TROPHY This year, this was informally called the "Steve Trophy"; the NZ competitor was Steve Foreman (Aviation Sports) in an LS4 while the Aussie pilot was Steve McMahon (Kingaroy) in Steve Wallace's Mosquito.

"So who's winning today? Is it Steve or Steve?"

"It's Steve, but he's in Steve's glider."

"Oh, OK, I thought it was Steve."

Did we laugh! And laugh. The hours just flew merrily by, I can tell you.

THE CONTEST DAYS All the tasks, speeds, traces and placings are on Soaring Spot (http://www.soaringspot.com/en_gb/nzmcc2016/results) so I won't go into all the gory detail here but the following should give you a good idea of the fun we had.

DAY 1 – MONDAY 25 JANURARY OPEN CLASS

1 2 3

David Jensen Keith Essex Conal Edwards and Tony Noble

92.2 km/h 86.1 km/h 86.1 km/h

RACING CLASS

1 2 3

Ross Gaddes Tony van Dyk Yves Gerster

92.7 km/h 89.8 km/h 89.5 km/h

Some good convergences east of Tokoroa made for a good run north and those who went off-track and used it again for the run south got the best times. The western clouds on track promised much but delivered slow speeds. Yves in IV decided that since he'd followed the convergence all the way back to Taupo, he would use Swiss ingenuity and attack the southern turnpoint from the east of the lake.

DAY 2 – TUESDAY 26 JANUARY OPEN CLASS (330 KM)

1 2 3

David Hirst David Jensen Keith Essex

188.6 km 90 km 33.8 km

RACING CLASS (307.4 KM):

1 2 3

Pat Driessen Yves Gerster Steve McMahon

300.9 km 83.3 km 72.4 km

February–April 2016

11

MULTI-CLASS NATIONALS

Photo Trevor Terry

Bennydale

Cloudbase ru

Kaingaroa airstrip

Solid, gloomy mid-level cloud over the first turnpoint made for slow going.

Heading over the forest is all very well but not much fun below 4000 feet; a lot of pilots didn't get the climbs they needed so stayed out in the landable areas and either landed out or landed back, knowing that the day would be heavily devalued. UC completed the task but a GPS freeze meant a missed turnpoint 1. TX got to Te Kuiti by 5 pm and (mostly) back, knowing that there weren't any points in it but wanting to see Te Kuiti from the air anyway. OP bagged all the racing task turnpoints but had to light up close to the airfield. A zero-point day.

WEDNESDAY 27 JANUARY – NO TASK The rain stopped around 11 but it stayed murky for too long to set any reasonable task. A couple of people made trips to Auckland for work or family and reported wonderful conditions in the Waikato. Yay! We finished the day with a BBQ at Trev's place and watched the towering cumuli rain over the ranges.

THURSDAY 28 JANUARY – NO TASK It was still raining at morning briefing and stayed non-flyable all day. Some chose to go fishing. A couple of decent thunderstorms passed overhead late afternoon in vain attempts to cleanse Taupo of its sinners.

DAY 3 – FRIDAY 29 JANUARY OPEN CLASS

1 2 3

Keith Essex David Jensen Conal Edwards and Tony Noble

87.8 km/h 87.5 km/h 84.5 km/h

RACING CLASS

1 2 3

12

Lindsey Stephens Yves Gerster Pat Driessen February–April 2016

89.6 km/h 85.2 km/h 80.8 km/h

The task started under a 3800 feet cloudbase (2300 feet AGL) so the first leg was very slow for those starting early but conditions got better the further west we went. A few innocent-looking translucent showers needed avoiding as they had the potential to suddenly increase in strength and wash gliders out of the sky, as TX found out. Once the ground had some heat in it, the bases lifted to 5000 feet and good runs were had under some good convergences. Centennial Park was looking pretty dark, under the edge of a towering Cu, for those on the final leg and, sure enough, it rained heavily but waited until an hour after everyone had landed. Nothing if not considerate.

DAY 4 – SATURDAY 30 JANUARY OPEN CLASS

1 2 3

Maurice Weaver Keith Essex Mark Tingey

104 km/h 97.1 km/h 96.8 km/h

RACING CLASS

1 2 3

Pat Driessen Tony van Dyk Arnulf Snekvik and Campbell McIver

A scrappy run through Atiamuri (the "valley of land-out opportunities" according to Tim) but once onto the Kaimai ridge, most elected to duck under the sea-breeze front north of Tokoroa and run as far as Te Aroha in ridge-induced thermals. Most then tip-toed through the broken thermals west of Kinleith, then got under the dark stuff again to touch the bottom circle and use the higher dark

100.8 km/h 93.3 km/h 90.8 km/h

Looking down on TX over Kaingaroa Forest

Photo Yves Gerster

Bennydale

Photo David Jensen

Photo David Jensen

MULTI-CLASS NATIONALS

Cloudbase run Bob Gray and Steve Care

Trevor Terry and Delia

TK Friday retrieve

runs of cloud to get home. Maurice Weaver in XT (with Doug Henry as P2 and human vario) posted the fastest speed of the contest at 104 km/h.

DAY 5 – SUNDAY 31 JANUARY OPEN CLASS

1 2 3

David Hirst Steve Care and Bob Gray Mark Tingey

95.4 km/h 93.3 km/h 90.3 km/h

RACING CLASS

1 2 3

Pat Driessen Campbell McIver and Arnulf Snekvik Tim Bromhead

91.1 km/h 84.1 km/h 84.0 km/h

There was a lot of luck in the day as to whether the right convergences were developing at the right time in the right position for pilots to make use of them.

There wasn't a lot of wind on deck so the humidity and instability combined to generate short-lived convergences over a lot of the task. The lake breeze was pretty effective at wiping out a lot of turnpoint 3. Some had no option but to struggle from low altitude out of these blue holes while others had good runs without a lot of turning.

MONDAY 1 FEBRUARY – TASK DECLARED BUT ABANDONED Cloudbase never lifted off Tauhara until mid-afternoon, making the CD have conniptions trying to think of ways to get 23 gliders and four tow-planes into 1500 feet of available air.

DAY 6 – TUESDAY 2 FEBRUARY OPEN CLASS (310.4 KM)

1 2 3

Keith Essex Mark Tingey Brett Hunter

216.4 km 210.9 km 130 km.

RACING CLASS (283.1 KM)

1 2 3

Yves Gerster Campbell McIver and Arnulf Sveknik Tony van Dyk

233.6 km 124.5 km 123.5 km

High cloud moved in midmorning but was thicker in the west so we went for the sun out east. By turnpoint 1, the high cloud had moved back in and killed the thermal strength, just in time for the areas still in sun to overdevelop and start raining. Many pilots had a good run to turnpoint 1; those who had stayed high then managed to trickle their way to turnpoint 2 along the top of the ranges in weak thermals, only to be met by a wall of rain. The challenge then was to get back home across the forest. Others faced a long glide in weak and patchy ridge lift to either a landing or a motor run at Murupara. Meanwhile, as if to rub salt in, the western area which had stayed clouded over promptly opened up, with the late afternoon sun making everything out west look lovely and developed, and giving a tormenting view to those heading home from retrieves. Hadleigh Bognuda had the task of having to put out the fire on YF's trailer's brakes and showed true dedication to the cause by sacrificing the beers he was bringing to the retrieve. Apparently the smell of Heineken and boiling brake fluid adds that certain je ne sais quoi to any social occasion. Peter Cook and Yves Gerster landed at Waikato River Lodge and whiled away their hellish wait for their aerotow retrieve with beers and a game of petanque.

February–April 2016

13

MULTI-CLASS NATIONALS

to fly in weak, scratchy conditions.

Boy, has it delivered!”

KEITH ESSEX

Looking over Turangi and Tokaanu

DAY 7 – WEDNESDAY 3 FEBRUARY

Overall Results

OPEN CLASS (376.2 KM)

OPEN CLASS OVERALL

1 2 3

Keith Essex Brett Hunter Bob Gray and Steve Care

75.9 km/h 370.4 km 175.5 km

Pat Driessen Ross Gaddes Yves Gerster

81.2 km/h 76.2 km/h 367.4 km

A slow start over Kaingaroa and then for some of leg 2 but then speeds picked up under some convergence lines, which turned blue the further south you went. Around National Park was the only place during the contest that pilots were able to thermal higher than 7000 feet. However, the slow start meant that the day finished before most pilots. UC finished the task with one last 1 knot thermal at 7 pm from the river valley near Wairakei, so it looked to everyone watching from the airfield as if he'd thermalled away from zero-feet AGL. Campbell and Arnulf (in DX) submitted their final "ops normal" message (after landing out) in the form of pictures of the dinner they were having with the local farmer.

THURSDAY 4 FEBRUARY – NO TASK We waited and waited under the anti-cyclonic murk for some sun to appear and it eventually did, two hours too late. It was a warm, sunny late afternoon but not a day that we could have tasked in. Most people looked at the forecast for Friday and chose to de-rig.

FRIDAY 5 FEBRUARY – NO TASK The sun appeared briefly through the high cloud. We thought for one hopeful moment that we should re-rig. Then the high cloud thickened again and the Cub BKJ returned, having tried to get through to Tauranga and encountered cloud and clag down to 300 feet AGL. One final morning briefing and then we all scattered to engage in Fruitful Activities before the evening prize-giving.

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February–April 2016

Hunter & Jensen Keith Essex Mark Tingey

NZ Open Class Champion

RACING CLASS OVERALL

RACING CLASS (332.6 KM):

1 2 3

1 2 3 1 2 3

Yves Gerster Patrick Driessen Ross Gaddes

NZ Racing Class Champion

AWARDS

Tasman Trophy: Steve Foreman Continental Airlines Trophy: Keith Essex – Winner of the Longest Speed Task, Day 7 Hansells Trophy: Patrick Driessen – Most Meritorious Flight, Day 7 Richardson Cup: Maurice Weaver – Highest Speed Unhandicapped Hookings Trophy: Ross Gaddes – Most Meritorious Non Triangular Flight, Day 7 Mike Rix Memorial Trophy: Yves Gerster – Highest Placed Junior Pilot Court Trophy: Ross Gaddes – Highest Placed FAI Standard Class Glider Broadlands Trophy: Lindsey Stephens – Highest Placed FAI 15m Class Glider Georgeson Trophy: Hunter & Jensen – Highest Placed FAI 18m Class Glider Wills Trophy: Hunter & Jensen – Highest Placed Unhandicapped Open Class Glider Swiss Trophy: Yves Gerster – Second Placed Glider in the Largest Class Bill Walker Trophy: Patrick Driessen – Racing Class Champion David Speight Trophy: Hunter & Jensen – Open Class Champion

Photo David Jensen

“I came to the North Island to learn how

MULTI-CLASS NATIONALS

SOME METEOROLOGICAL CHALLENGES.

Photo David Hirst

For a twelve day contest with two practice days, we lost a total of 5 days to the weather. The combination of passing lows, occluded fronts, unstable upper air, humidity, high cloud and anti-cyclonic murk made many of these task days a definite challenge to make sense of, let alone fly in. Hopefully the following synoptic charts give some idea of the challenges that we faced.

25 January 2016

26 January 2016 – zero-point day

27 January 2016 – no flying

28 January 2016 – no flying

29 January 2016

30 January 2016

31 January 2016

1 February 2016 – no flying day

2 February 2016

3 February 2016

4 February 2016 – no flying day

5 February 2016 – no flying day

February–April 2016

15

JUNIOR WORLDS

JUNIOR WORLDS Narromine, NSW, Australia 1–12 December 2015 INTRO BY JILL MCCAW

In December 2015 59 pilots from 17 countries competed in Club and Standard Class at the Junior Worlds. While this was a Junior world championship there is nothing 'junior' about the competitors. The age limit was 25 and most were somewhere not far below that. But that's not the point. These pilots were skilled, competent, 'professional' (which is completely the wrong word because this is not professional sport, but the implication of the word, of taking things seriously and doing the best job possible, is what I'm trying to capture) contest ready, contest pilots.

There were a couple who seemed quite young. James Nugent, the Aussie, day four Club Class winner, was the youngest day winner of an international contest ever. He doesn't yet have his driver's licence. Mateusz Siodloczek from Poland, day six Std Class winner, also looked quite young, but their age doesn’t actually count. They are all serious competitors at a serious competition and it was a real honour to be there and watch them compete.

When I posted the above observation on Facebook during the contest, Kiwi pilot Ross Drake who has flown competitively in Europe and Germany replied: When you think that the Germans have a junior qualifying program just so that they can fly the Junior Nationals it helps you

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February–April 2016

understand where this professionalism comes from. There were more than 100 that tried to qualify just for the Std class, so Germany had roughly 200 competing junior pilots to choose from for the five pilots they have at this contest. It is a good healthy base for the future of gliding.

It is also a real indication of the talent of our two pilots who both managed podium day places. Alex was right up there with potential for a final placing right until the end while Nick, who had a very unfortunate land out on day one within spitting distance of the line, simply never gave up. In any other contest he may well have made the placings. It was an indication of the high skill level of pilots at this contest that he didn’t.

Photo John McCaw

Photo Alex McCaw

Graham Hennesey

Photo John McCaw

Photo John McCaw

Photo John McCaw

Photo John McCaw

The fire that saved the day

Australian pilot, Ailsa McMillan

BY ALEX MCCAW

Photo John McCaw

Photo John McCaw

A

fter four years of practice and preparation, Nick Oakley and I finally had the chance to fly at the 2015 Junior World Gliding Championships. As the competition is being reported on by others on the ground I thought I would give a brief report about what it was like to actually fly in this contest, giving an account of the highlights for me, including my flight on day seven which put me into third place, even if I was only there for one day.

The first highlight for me was on day two when I managed to get a podium position, my highest day placing. The day was mostly blue with climbs going to between 7 and 9 thousand feet.

Not a bad day, with a 500 km task set; although a late start meant we wouldn’t be able to start until well after 2 pm.

In the blue conditions the gaggles played the normal start games until someone was brave enough to start and the rest followed. As much as I hated it, most of the time you had to stick with the gaggle; the sheer number of gliders meant that February–April 2016

17

JUNIOR WORLDS

The vario was gusting well over 20kts while I hung on for dear life, eventually being spat out the top of the smoke at over 9000 feet into the smooth air above the inversion.

Photo John McCaw

Contest Director Adam Webb (centre) with Chief Steward Rob Moore an

Winner Std Class, Matthew Scutter

the gaggle would always find the best climb and hence have a much faster average speed. The times we tried to break away from the gaggle would normally end up with the gaggle catching us up after a few kilometres, or worse still, flying overhead as we scratched for the thermal.

On day two the first two thirds of the task were mostly uneventful; just playing the gaggle game, leading out occasionally when I felt we should be picking up the pace. The day was getting on and I was worried we were running out of time to get around.

The excitement happened on the second to last leg, 100 km out.

The day was beginning to die, with thermals weakening and being capped at 5000 feet. In the distance Nick and I spotted a small billow of smoke beginning to rise which quickly turned into a huge plume as the farmer’s burn off swept through his large stubble field. After discussions that went along the lines of, “Is this a stupid idea,” we decided that this was our chance to make a break and made a dive for the smoke, which was getting larger and larger; you could actually watch the thermal bubble rising up inside the smoke. I was the first to enter the terrible visibility of the smoke but into one hell of a strong and turbulent thermal. The vario was gusting well over 20 knots while I hung on for dear life, eventually being spat out the top of the smoke at over 9000 feet into the smooth air above the inversion. Below me

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February–April 2016

The nail-biting landout

at least 20 gliders were flying around in the smoke; thank god I got there first! That was about the only time we got the jump on the gaggle.

Day six was a day I will always remember. The day was predicted to be good and the competition organisers were clearly hoping someone would be able to fly 750 km when they set a 5 hour AAT with a maximum distance of 760 km, probably doable considering the previous day we flew 600 km at over 150 kph. On the grid it was becoming obvious the forecast wasn’t correct as the high cloud didn’t clear and the predicted CUs never developed. We took off into a rather dead looking sky with the task reduced to 4.5 hours. The gaggle played the normal start games as everybody waited for the day to improve. Finally we started well after 2 pm; it was obvious that it was going to be a challenge to get around the task but conditions improved and we pushed on into the end of the first sector in okay blue conditions, making reasonable speed. This good fortune carried on until around the second turn point when the high cloud thickened and the day really began to get weaker.

There was now just time to clip the turns and make it home.

Easier said than done! The thermals became very weak and broken and the gaggle inevitably became broken up. Nick and I, flying together as a team, worked everything out of every last

Photo Jill McCaw

Photo John McCaw

JUNIOR WORLDS

The female competitors: Annemiek Koers, Netherlands; Ailsa McMillan, Australia; Hana Treslova, Czech Republic

Photo Jill McCaw

Photo John McCaw

Photo John McCaw

ith Chief Steward Rob Moore and FAI Jury President Max Stevens

thermal until we managed to get to 60 km out from Narromine where we ran into a 1 knot thermal, which we worked and worked until it finally died at 5800 feet AGL. “Nick, do you think we can make it from here?”

“I’m not sure, I’m 200 feet under glide on a 0 knot, MacCready.”

We had no choice, we set off on a very, very skinny glide, with team captain Dane doing a great job of telling us the optimum speed to fly and how much water we should keep to maximise our glide. The sky was really dead now and silky smooth. It was going to be a real push to make it! But we knew we only had to get into the 3 km finish ring to finish the task and get a reasonable amount of points for the day.

Dane did a great job at looking on Google Earth to see what the paddocks were like short of the runway, while Terry Delore and Mike Strathern jumped into Terry’s rental car and valve tapped out into the country side to find us a suitable paddock. As we edged our way closer to the airfield we began to see gliders scattered in paddocks at varying distances from the airfield. We were told that there was a good paddock short of the field but inside the 3 km finish and Mike and Terry were there to vector us in. As we got lower and lower we still couldn’t see the paddock we were aiming for but there were good paddocks ahead so we kept on pushing.

Photo John McCaw

Photo Alex McCaw

Alex collects his day prize for third place on day two

Nick and I worked great as a team, pointing out good paddocks, power lines and generally helping each other out as we finally managed to sight our ‘selected paddock’. It was still very skinny! Nick pushed ahead and managed to squeak into the paddock while I realised I wasn’t going to make it and was going to have to go into the paddock further from the airfield and possibly outside the finish ring. I floated for as long as I could, before “ping”; never have I been so happy to hear the GPS tell me I was in the finish ring. I pulled the brakes and landed to much relief, 200 metres inside the finish ring. And that’s how I managed to get into third place, even if I was only there for the day. It was great to be greeted by Terry and Mike. It really showed how much of a complete team effort it was to get us to the finish; especially when our crew and trailers arrived minutes after landing. A big thank you to everybody who helped get us there.

Results

1 2 3 12 19

Matthew Scutter Robin Smit Sebastian Nagel Alex McCaw Nick Oakley

Discus 2a LS 8 Discus 2a LS8 LS8

9,070 8,815 8,701 8,400 7,654

February–April 2016

19

Photo John McCaw

Photo John McCaw

JUNIOR WORLDS

Photo John McCaw

Photo John McCaw

Family photos, Alex with his parents Jill and John

And Nick with his parents, Kate and Michael

A BIG THANK YOU

SPONSORS:

On behalf of the whole team we would like to do a shout out to our sponsors and people who have made donations and given us help and support that has helped to get us to the contest.

Our team and crew: • David and Lynette Tillman • Dane Dickinson • Graham and Neryl Hennessy • Michael Strathern • Michael and Kate Oakley

Gliding NZ Pro-Drill Rock and Soil Consultants Youth Glide Kathmandu: sponsorship of gear and clothing Richie McCaw: hosting and speaking at our fundraising breakfast.

Peter and Neta from Narromine Tourist Park And others: The late Bill Walker and David Speight who gave support, encouragement and financial help before their deaths.

Many glider pilots who gave donations, raffled their underwear or helped us in other ways, thank you everyone, it meant so much.

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February–April 2016

Photo Jill McCaw

JUNIOR WORLDS

TEAM CAPTAIN’S REPORT

BY DANE DICKINSON

T

he Narromine JWGC was my first time as a Team Captain, and one of the few competitions I have attended as a ground bound spectator. By and large Team Captains are unimportant, except in times of dispute and protest when the role can rapidly become an enormous responsibility. Fortunately, we never faced such a situation and I was able to instead spend most of my energy coaching Alex and Nick, being their tactician and weatherman.

Overall I was impressed with Alex and Nick and the entire team for their conduct and skill throughout the entire competition. Despite some trying situations, we avoided any technical issue impinging on the results: happily we confined our flat-tyres, power failures, land-backs, busted undercarriage doors, and instrument problems entirely to the practice period. Even thirdparty damages to our gliders before and during the competition were dealt with quickly and successfully. Domestically, the pilots and crew were well fed and looked after with group spirit and cooperation as good as any I have seen.

Although two thirds of the race days were blue, on the whole the competition enjoyed very good weather, in particular the two 600 km at 150+ kph days which were nothing short of epic (a torture to watch first hand and made me question why I agreed to the job!). While providing support and advice via the radio to the guys in the sky, on the ground it was great fun to be able to watch 15-minute delayed tracking and to place wagers about winning speeds (yes, I am in-debt).

Not so great was seeing the consequences of daft IGC rule making and the utterly incessant safety preaching. While the

New Zealand only had two pilots but one of the biggest support teams

competition was well organised, I felt the disposition towards rule worship and nannying put a damper on the vibe of the competition. In addition, the ridiculously circuitous demands of moving about the airfield and its dustbowl character effectively killed any decent après scene from developing. Despite that, I think I speak for all of Team NZ in saying the whole experience was thoroughly enjoyable and valuable. Personally, it was a pleasure to be part of a well-organised team and I give thanks to everyone involved.

My proudest and tensest moment of the competition came on day six when Alex and Nick were together on a long marginal final glide in a dead sky after 7pm. Full kudos goes to Mike Strathern’s initiative and Terry Delore’s lightning fast rental car mobilisation (even though Terry had already started on a rum & coke) to go paddock possibility spotting short of the field, giving the boys the extra confidence to push the finish ring at treetop height. It was a critical moment in the competition and without that team support the guys may well have aborted and landed short.

Alex and Nick both flew very well at their first Worlds, with good confidence and authority in their skills and decisions. As a pair, they are particularly capable, flying with excellent rapport and communication. Had it not been for Nick’s very cruel and unfortunate land-out on the first day and the pair being on the wrong side of luck in an AAT lottery on day 7, both Alex and Nick would easily have been contemplating top five placings.

Nevertheless, with this valuable learning experience under their belts, they are set up for great success. I very much look forward to seeing them fly at future World Championships and perhaps someday, I will get the opportunity to fly alongside them.

My proudest and tensest moment of the competition came on day six

when Alex and Nick were together on a long marginal final glide in a dead sky after 7pm.

February–April 2016

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YOUTH SOARING Development Camp

Twenty-four young pilots attended the best Soaring Development Camp yet with a few “honorary youth” flying alongside the camp. It was a huge success in all measures as the stats show.

UMA TUFFNELL

YSDC ACHIEVEMENT STATISTICS 360 hours total glide time 36 hours average glide time per day 4 FAI Diamond Height achievements 3 FAI Gold Badge Achievements 3 FAI Silver Badge Achievements 17 Glider Type Conversions 6 First Solo Flights 4 GNZ A Certificates Issued 2 GNZ B Certificates Issued 2 GNZ Qualified Glider Pilot Certificates Issued All participants made outstanding progress at the camp, all managing to soar 10,000 feet plus. Youth Soaring Development Camp Omarama 2015 was the most successful camp ever.

Total Hours Gliders Total Tows

342 Hours 347

Uma with Ray Burns

The 2015 Youth Glide Soaring Development Camp in Omarama was a wonderful experience; one which has encouraged and inspired a love of gliding and set me in good stead for future learning. The camp went for a duration of ten days, weather conditions were variable and we experienced a fair amount of 'extremely hot' weather interspersed with the odd 'absolutely freezing' day, as well as the occasional plaguing swarm of non-biting midges which proved rather entertaining.

My instructor Ray Burns was equipped for such occurrences with his zippable, length altering, flying trousers.

Flying in Omarama was rather different to what I had expected. I found the topography and apparent 'hillyness' rather daunting at first, especially after flying at Drury, but came to enjoy it as it became more familiar. Each day Ray and I would work through sections of my A certificate, focusing on areas which needed more attention, namely feeling more comfortable with take offs and landings. On days with stronger thermals we went for longer flights, practiced stalls and spins and did a bit of ridge soaring. On one of the wave days I went for my first

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February–April 2016

oxygen flight and climbed to 18,000 feet. It was particularly helpful to be able to consolidate my learning and also receive consistency in training, making it easier to progress.

Ray was a wonderful instructor, and I am thankful for his patience, support and ongoing encouragement especially in the initial phases where it often feels at times that you are moving backwards as opposed to forward. I can only say positive things of my experience of this camp, and am sure that it is one I will remember for a long time. On the last day of the camp I set out, with bucket hat in hand, for my first solo flight.

It is an almost indescribable feeling to fly solo for the first time, a concoction of excitement, adrenaline and a little bit of dread that soon led to recognition of the realisation that 'Ray seems to be rather quiet in the back'… then 'it's just me in the glider'... eeek! …. and then full focus on the task at hand. It was wonderful to be able to learn in an environment of likeminded young people who are equally excited about flying gliders and I am very fortunate to have been a part of it. I look forward to more camps in the future.

YSDC

JACK FOOT

My name is Jack Foot. I live in Auckland and fly out of Whenuapai. I started gliding when I was 13 and am now 15 and have been looking forward to the Youth Soaring Development camp in Omarama for a long time as it looked like an awesome place to fly and it would be lots of fun. This is my experience at the Youth Glide camp last year from December the 6th to the 17th.

The first day of my trip to Omarama started off with a rush to the airport and to then find out I that I needed photo ID before getting on the plane to Christchurch??? I soon had that problem sorted with my school ID that seemed to do the trick. My family said goodbye and I settled into what I thought was going to be a 40 minute wait before boarding the plane. Five hours later I boarded after being delayed four times from 1230 to 1730 departure. Once I arrived in Christchurch I met Peter Town, who I stayed with for the night and drove to Omarama with the next day. Peter did a great job of looking after me and was the official time keeper at Omarama.

We had a great drive down to Omarama with some pretty amazing scenery. Once I arrived at Omarama I met all the people I would be seeing for the next 11 days and we rigged up all the gliders, ready for the next day.

First day of the camp. I woke up in my caravan and learnt pretty quickly how cold it can get down here (1°C first thing). Ray Burns and I went up for an area familiarisation flight in one of the Twin Astirs and climbed up on Mt Cuthbert (aka Mt Horrible).

Next thing I knew we are at 9,500 feet, which I was pretty stoked with and found out it was quite normal here. We then flew up to Lake Ohau and I had a good look around and was amazed by the views. We landed after 1 hour and 22 minutes.

Day two: I did a 1000 foot check flight with Ray and then

got rated in the single Astir and had a nice evening flight of 56 minutes, just around the local area.

Day three: I went up in the single Astir and hit 8 knots of lift so I released 500 feet early on tow. As I continued the turn all I got was -10, so I was down after 21 minutes. I was a bit gutted but was still happy there were plenty of days to come. That evening Phil Southerden and I went up for some mountain thermalling practice but struck the same problem as before and landed after 12 minutes.

Day four: Phil and I went back up in the Twin Astir to see if we could give this mountain thermalling another go. It worked very nicely as we got into a strong thermal above Mt Horrible to 8,000 feet. Once we were that high we pushed out into the leading edge of the wave cloud and were greeted with a constant +6 all the way up to 11,000 feet. We couldn’t go any higher because we didn’t have any oxygen but it was still amazing how easy it was to go up in the wave.

Day five: I went up in the single Astir and got to 7,000 feet over Mt Horrible then saw a nice looking cloud on the other side of the airfield so I went there. I got heavy sink the whole way there and had to land after 53 minutes of flying. It was a nice flight and really showed me the importance of lookout on the ridge. The gliders look quite far away and then suddenly they whiz by you.

Day six: Started off looking quite nice so we got the single Astir out and on the grid but after 30 minutes of waiting there. the wind picked up. It was gusting 30 knots and showers were coming through so I canned the idea of flying.

Day seven: No flying for me because the weather was the same as the day before. There were lots of lessons instead including towing a trailer and exploring Omarama.

February–April 2016

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YSDC

Day eight: That morning I met the instructor I was to be flying with that day. He came over and told me I would be flying with him in the Duo Discus that day and we would be taking off around 1700 hours. I met him out on the grid and we prepped the glider for an awesome flight. We released at Mt Horrible and flew down to the Omarama saddle before climbing up into the wave.

We blasted along the wave at 110 knots and flew all the way up to Mt Cook at 20,000 feet. I was amazed at the view from up so high and felt like I was on top of the world. I could see Mt Cook for a bit until it was obscured by cloud. The next thing I knew my fingers and feet started tingling and I started feeling pretty weird.

We figured out that earlier the battery in the EDS had gone flat so I had to replace it. When I replaced the battery, one of the battery clip wires came out and I hadn’t realised. Luckily the instructor did – we made a rapid decent down to 14,000 feet where I came right and we carried on with the amazing flight.

As we neared Omarama we did a few wingovers before joining the circuit to land. I watched as the instructor did a perfect approach and round out. As we touched the ground the noise was deafening and we stopped pretty quickly. I heard the instructor swearing up the front then realised we had landed gear up. The glider was alright after an inspection in the morning. Even with the two dramas, this flight was amazing and by far one of my favourite flights.

Day nine: I went up in the single Astir in the morning and got 1 hour 45 minutes flying in thermals and got up to 9,000 feet which was heaps of fun. That night Roger Read told me I could fly the LS4 tomorrow which I was pretty excited about.

Day ten: I read through the flight manual of the LS4 then went up for a nice 30 minute flight which ended because the rain was coming. I really enjoyed flying the LS4 as it was so agile and awesome to fly. That night was the final dinner and I won the Dick Georgeson prize which gave me $500 towards my flying which was really appreciated.

It was an amazing camp – I met some really great flying friends and learnt a lot about gliding. I also got to do some amazing flights. Thanks to Roger and Kim Read for organizing the camp and making it possible, and to all the instructors and helpers, and Glide Omarama for the opportunities and guidance. I can’t wait until next years camp!

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February–April 2016

YSDC

KIM AND ROGER READ REPORT It was great to have six young women at the camp and we had participants from all around the country which bodes well for getting some "Mini Camps" organised at a number of sites in the year ahead.

Thanks to those members who loaned their caravans for use by attendees from the North Island and to the hangar owners who allowed us to use their spaces. This sort of support is what really makes this camp possible.

A huge WELL DONE to all involved in making the camp the great success it was.

SPONSORS AND SUPPORTERS Air NZ Mt Cook Airlines CAA Z energy Pak’nSave Hornby (Foodstuffs SI) GNZ Glide Omarama Canterbury GC South Canterbury GC Omarama GC Omarama Airfield Limited Omarama Soaring Centre Air Safaris Helicopter Line Milford Sound Scenic Flights NZ Association of Women in Aviation (NZAWA) Ballooning Canterbury Oakleys Premium Fresh Vegetables Meadow Mushrooms Watties Heinz TipTop Icecream The Original Smoke and Spice Company Avon Technical Solutions

February–April 2016

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Matamata Soaring Centre

CROSS COUNTRY COURSE 22-27 November 2015

BY DAVE MCIVER

The notice of a Cross Country Soaring Course at Matamata appeared in Auckland Gliding Club’s weekly newsletter. Needless to say I and a number of other keen participants eagerly awaited the end of November and the anticipation of acquiring some skills that would push us beyond our present limits.

T

he course began with dinner at the Matamata Clubrooms followed by a comprehensive briefing on paddock landings conducted by Steven Care, our National Operations Officer. There was a lot of information to digest here.

The most valuable message to be taken away was preparation, preparation, preparation, since the chances of landouts on a course such as this were quite high. Both local pilot Will Kamp and Auckland Club member Jason Williams experienced landouts whilst flying singles and both successfully accomplished their first landout during the course of the week.

Monday's format was a morning lecture on thermalling technique delivered by Bill Mace, then a weather briefing by David Moody. Course participants were then matched up with experienced instructors for a taste of real cross country flying

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February–April 2016

Course Participants Noel Bailey, Will Kamp (Piako), Dougal Wickham (Taranaki), Tony Prentice (Whenuapai), Brian Ruddel (Kaikohe), Matt Williams, Jason Williams, Jason Smith & Dave McIver (Auckland).

Instructors Bob Gray, Steve Care, Bill Mace, Tim Hardwick-Smith, David Moody, Glyn Jackson, Adrian Cable, Paul Schofield and Tim Bromhead.

and task setter for the week Tim Bromhead set and delivered the day’s task. Weather was another important aspect of the preflight briefing and this format followed for the remainder of the week. Logistical problems with instructors and aircraft meant not everyone was able to fly the first day, so those on the ground were roped into running the grid and getting everyone launched safely.

The day’s task of 140km saw pilots flying Gordon-KerepehiTe Poi-Matamata. Bob Gray and student flying a Duo Discus (YL) took the day’s honours followed by Paul Schofield and Jason Williams in Auckland’s PW6 (XY). Conditions were challenging with sparse lift and broken thermals hence only two crews completing the course.

Tuesday was a better day and the morning lecture on

Will Kamp after nailing his first landout in textbook style.

Above: Marion and her team cooking up a storm, one of many during the week. Left: Noel Bailey approaches the Piarere turnpoint in PW-5 ZK-GSN on Thursday’s task.

“Speed to Fly” was delivered by Adrian Cable, followed by a weather briefing. Instructors/students were once again mixed up in order for students to get as much exposure to different instructional techniques. A shorter task of 111km was set for the day: Wardville-Awaiti-Hinuera-Matamata. Bob Gray and student once again took the day’s honours with Will Kamp taking 2nd place in a single Astir, a very creditable performance for a solo flight. David Moody (Duo Discus DX) and Tim Bromhead (PW6 PK) with their respective students filled 3rd and 4th spots. Adrian Cable and student Jason Smith also got around the course in Tauranga’s Janus (NN), but didn’t have a functioning data logger and hence weren’t scored for the day.

Jason Williams experienced his first landout and handled it well despite having a fair bit of cow dung to clean off the underside of Auckland’s PW5 XF. Instructor Tim Hardwick-Smith and I spent a couple of hours locally so I could work on my thermal centring technique. This proved a very useful exercise for me later in the week.

Despite forecasts to the contrary, Wednesday shaped up to be soarable although not forecast to be one of the better days, hence no task was set. Morning lectures consisted of badge flights and associated requirements, conducted by National Awards Officer Eduoard Devenoges, and a session on human factors by Jonathan Pote. An exercise in short field landings was the other alternative with some participants

opting for singles and others dual with instructors to perfect their paddock landing techniques. A simulated hedge using a row of toi toi's was placed along the threshold of runway 28 to make the exercise more realistic. I opted for a local flight in Auckland’s single Astir (NO) to practice the previous day’s thermalling exercise and was well pleased with a duration of 1.5 hours, and finished off with a short-field practice landing.

The expected approaching front had still not made landfall on Thursday, so following a morning lecture on ridge flying

by Bob Gray, a task of 124km was once again set by head taskmaster Tim Bromhead: Wardville-Morrinsville-PiarereGordon-Waitoa-Matamata. Paul Schofield and student Dougal Wickham took line honours, with David Moody and I being 2nd followed by Bob Gray and student. Thursday was an excellent soaring day and despite finding it fairly challenging, I was well pleased with being able to complete the course. Jason Williams accomplished another successful landout after struggling in weak lift over the Cambridge hills.

Approaching bad weather on Friday meant no task was set.

Morning lectures were delivered by Air NZ Captain Russell Thorne on navigation techniques and map reading, plus an introduction to XCSoar, followed by a continuation of Thursday's lecture by Bob Gray, this time focusing on wave flying.

Wave lift is frequently experienced over the Kaimais in favourable weather conditions and a number of height gain awards have been achieved here. Tim Bromhead also gave an excellent presentation on hardware/software devices for X-Country navigation and flight logging and the different capabilities of each device. Lunch followed and participants began the inevitable derig/packup etc for their respective trips home.

A course such as this can offer many different aspects to participants and if your flying is at a stage where you are ready to make that quantum leap to venturing beyond the comfort of your own home field, this may well be for you. Another very useful aspect of such a course is the knowledge that can be gained from simply mixing with other participants. They may well have a solution to a problem that is currently plaguing you.

A big thanks goes to the organisers & instructors Bob Gray, Steve Care, Bill Mace, Glyn Jackson, Adrian Cable, Tim Hardwick-Smith, David Moody, Paul Schofield and Tim Bromhead together with Marion Moody and her team of helpers who provided excellent cuisine during the week to the participants.

February–April 2016

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Third Enterprise Omarama

CONTEST

BY MAX STEVENS

Enterprise Omarama has its origins in the British “Competition Enterprise” that was conceived by the late Philip Wills, in 1974. The British contest has been held every year since at a variety of gliding sites and is very popular. Gavin Wills was inspired to bring the event to Omarama after competing in the 40th anniversary contest in England, the first Omarama event being in the 2013-14 season.

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avin says, “It’s called Enterprise because it encourages pilots of all levels of ability to make enterprising flights, which is similar to what Glide Omarama does every day.

You look at the day and try and do the most enterprising flight you can. It extends you in a way that FAI racing can never do.”

The whole idea is to have innovative tasks that are both challenging and fun. All types of gliders are encouraged, competing in one class under the GNZ handicap system. There are few rules and simple scoring. Points are allocated at one per kilometre, sometimes with bonuses for landing back at Omarama, finishing before a certain time, achieving certain heights or even flying over the sea!

Whatever the task, you need to sit down before the flight and work out a strategy. It is the only way you can take what the task setter throws at you and make the most of it. Pilots who like to extend themselves find Enterprise is a way of putting some discipline into that endeavour.

Once the launch grid is open, pilots can choose their own launch times and where they go so there are no gaggles. The idea is to achieve the most enterprising flight of the day. In conventional FAI races, the pilot who wins is usually the one who has done the least flying on the day. In Enterprise, the winner is often the pilot who has done the most flying.

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Clive Geddes directed and Lemmy Tanner set the tasks with a little ‘help from his friends’. Philip Plane did the scoring.

It was huge fun! Thanks guys.

DAY 1 – COMPASS ROSE Starting from Omarama, get any turning point (from the official list) in any of the 4 compass quadrants. Each TP must be more than 25 km from Omarama. 50 point bonus for landing back at Omarama. 50 point bonus for crossing the coast.

Blue thermals to 7 or 8,000 feet with some convergence Cu. Winner Max Stevens with Keith Essex close behind.

DAY 2 – SWARM OF BEES Fly to any four of the six listed TPs names beginning with ‘B’, 5km beer-cans. 50 point bonus for landing back at Omarama. 50 points bonus for getting Brewster.

Cu with thermals up to 11,000 feet in the West – “best Omarama thermal day for years” said many. Won by Keith Essex with Max Stevens close behind and Mark Wilson in his little Libelle a close third!!

DAY 3 – THE EDGE Go to two compulsory and three optional TPs in listed order.

Thomsons (5km) compulsory first TP, then 20 points bonus

Photo John McCaw Photo John McCaw

Photo John McCaw

Max Stevens

for each optional 5km TP (Roxborough, Kakanui, Two-Legged Stream), followed by Meikleburn (50 km) compulsory TP before returning to Omarama. 50 point bonus for landing back at Omarama. 50 point bonus for crossing the coast.

Large areas of overcast but some good convergences to 9,000 feet as well. Gavin Wills the winner followed by Keith Essex.

DAY 4 – EVER DECREASING CIRCLES Six concentric circles of 20, 40, 60, 80, 100 and 120 km radius from Omarama. Fly in any direction to cross the furthest circle you can, return to Omarama, fly to a closer circle and return to Omarama, then repeat until you run out of weather or daylight or whatever!

A complex ridge and wave day with lots of wave cloud to dodge at times as the conditions changed. Keith Essex was the only one to clock up the maximum 840km in his brand new ASG 29. Max Stevens almost managed the same but was cut-off by rain and rapid collapse of the lift before completing the last 20km circle in his Ventus 2C-18. Mark Wilson again ran a close third in his little 35+ year-old Standard Libelle by clocking up 640km!

DAY 5 – 5 CIRCLES 15 km radius circles around Alexandra, Kakanui, Two Legged Stream, Minaret Peaks, and Arrowsmith. Fly to any circle. To return to a previous circle, visit two other circles first.

50 point bonus for landing back at Omarama. Task time 5 hours from takeoff after which distance accumulation stops.

Blue with wisps of rotor. Very turbulent above 8,000 feet, which made for pretty tiring flying as the lift generally stopped at around 11 or 12,000 feet. Won by Gavin Wills followed by Keith Essex and Max Stevens Final results of the 3rd Enterprise Omarama (not all pilots contested every day): 1 Keith Essex ASG 29 2762 2 Max Stevens Ventus 2C 2558 3 Gavin Wills Duo Discus 2201 4 Mark Wilson Std Libelle 2121 5 Warren Dickinson LS8-18 1795 Discus 2c 1520 6 Yugi Higuchi 7 Gavin Wrigley Discus 2b 1499 8 Murray Philpott ASH 31Mi 1058 LS4 909 9 Daniel McCormack 10 Martyn Cook Ventus 2Ct 757 11 Roland Van Der Wal LS6c 359

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Junior World competitor Fredderik Noddelund, Denmark.

Photo John McCaw

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A CHAMPION PILOT RETIRES – a glimpse at Ian Finlayson’s passion for flying.

BY PETER LAYNE

At the prize giving of the Central Plateau contest at Taupo in November 2015, Ian Finlayson ‘Fin’ announced that he was retiring from competition flying and putting his beloved ASW-27 ZK-GZO on the market. Fin has 54 years on the gliding scene and has been a consistent pilot in the competitive gliding for 40 years. He has an excess of 7000 gliding hours. After the initial shock of his news it was decided that we needed to reflect on and celebrate his distinguished gliding career.

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an ventured onto the aviation scene in 1956, joining the Waikato Aero Club at Rukuhia (Hamilton Airport) where he learnt to fly Tiger Moths under the watchful eye of the legendary Ken Fenwick. Ian recalls Ken instilling in him the maxim, “In an emergency, land straight ahead.”

An advert caught his eye in 1962 calling for expressions of interest in forming a gliding club in Hamilton. He wasted no time in signing up and a T.31, ZK-GAI, was bought from the Upper Valley Gliding Club in early 1963. Fin was keen and he eventually bought Tiger Moth, ZK-BRB, from the New Plymouth Aero Club. He proved an invaluable member as he gained his tow rating and had a tow hook installed on ZK-BRB. The decision was soon taken to find a site away from Hamilton Airport and the club relocated to a raw peat swamp (Clark Field) at Gordonton near Ngaruawahia, north east of Hamilton.

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Other gliders started appearing on the scene including Kookaburra ZK-GAV owned by the Te Kuiti Gliding Club and Olympia ZK-GAA. Fin, Mitch Begley and Barry Morris bought a high performance two-seat K7 glider ZK-GDS from Robin Reid of Ohakune. Operations went well and more members joined including two well-known identities, school boys Godfrey Larsen and Roger Brown. They were sent to a training camp at Matamata Aerodrome (Waharoa) run under the critical eye of Lou Cadman.

Operations went well through until early 1965 when two accidents wrote off the T.31 on 1 February and the Kookaburra on 20 March. The club folded and some of the membership including Fin and the Tiger Moth transferred to the Piako Gliding Club at Waharoa. On one occasion he double towed Brian Kosoof and Tony Fowke, each in a K6, from Waharoa to

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He recalls that there were about a dozen enthusiastic pioneers of cross country flying at Matamata and he taught himself thermalling skills as he realised

it was key to successfully flying cross country.

Ian leaping from Tiger Moth ZK-BRB

Hamilton Airport to participate at an air show. A highlight for many attending war veterans was to see a Tiger Moth perform a double tow!

His fascination with gliding continued to grow and he became smitten with cross country flying. He recalls that there were about a dozen enthusiastic pioneers of cross country flying at Matamata and he taught himself thermalling skills as he realised it was key to successfully flying cross country. He entered his first contest, flying Olympia ZK-GAA, and gained satisfaction in nearly getting home on the first day but hastens to add it took many flights to actually complete a task. Over the next forty years Ian was to complete many cross country flights, setting three national records and representing New Zealand overseas in the process.

In the late 1970s John Roake instigated a series of derbies sponsored by Air New Zealand. Ian considered them fun; they were designed to bring cross-country flying to some of the smaller clubs. The pilots’ crews followed by car and stayed over-night at many small towns. Ian reflects, “We arrived at Raetihi on one occasion and went to the local hotel seeking accommodation. The publican was going away for the night but invited us to use the bedrooms and help ourselves to the

kitchen!” With a big grin on his face, Ian remembers, “Ralph Gore came to my room at 3am and provided me with a slice of cheese cake!”

He considers his great passion in gliding was trying to understand the complexities of sea breeze convergences, which ultimately led to some of his most stimulating flights. His perseverance in learning to work convergences to his favour led to success and he proudly notes that on several contest days he was the only one to get home. He notes AAT tasks are particularly good for reaching the circles by a devious route. He utilised the convergences to set the first New Zealand 28% 500 kilometre speed triangle. Flying his majestic ASW-17 (which he owned twice) he took three hours to fly 200 kilometres to Raetihi and a further three hours getting home via Ruatahuna, 18 miles north west of Lake Waikaremoana. Real tiger country!

He utilised the convergences in the Urewera and Kaimanawa ranges.

He recalls winning a gliding contest day at Chinchilla in the Darling Downs area of Queensland, Australia. On that day he backtracked along a fabulous sea breeze convergence, which had penetrated 250kms from the coast.

Through his long tenure with the gliding movement his February–April 2016

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CHAMPION PILOT RETIRES

ASW-17 ZK-GKO

Dave Speight and Ian

Shirley and Ian

experience has seen him serve on the committees (up to President’s position) of the Piako Gliding Club and also the Matamata Soaring Centre. He became an instructor and attained his ‘A’ category rating and served as Piako’s Chief Flying Instructor. His experience was recognised by the NZ Gliding Association and he became Safety Officer for the entire country. He sold his Tiger Moth to George Sisterson but carried on as a tow-pilot, flying the club’s Piper Pawnee ZK-BZA. In all, he completed over 6000 aero-tows.

His considerable flying experience paid off on 17 October 1987 when the Pawnee suffered an engine failure just after becoming airborne towing K-13 ZK-GFN, flown by Sandy Norman. Although the glider had sufficient height to complete a safe 180 degree turn for a down wind landing, a flash back image going back 30 years, of Ken Fenwick appeared in front of the Pawnee, stressing, “In an emergency, land straight ahead.”

Fin duly obeyed and as a result relatively minor damage occurred.

Many years of club instructing and cross country courses at Matamata convinced Ian that you cannot create cross country pilots. He believes they must be motivated by an inner desire for success. He discovered that small tips about thermalling skills were the best way to help. His best memories of instructing were when pupils from decades past would remind him that the best gliding lessons they ever had was his helping them with thermalling skills in the K-13. He also noted that speed flying equated to minimising climbing time and maximising glide time. “It means keeping your eyes outside the cockpit and often diverting from track to the best part of the sky.”

In 1978 Ian was selected to represent New Zealand at

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Châteauroux in France, finishing a respectable 7th in his ASW17. Again he was able to put his considerable understanding of convergence to good use on several occasions.

Through his regular involvement in competition flying he also became a highly respected task setter and with the late David Speight was selected to be task setter for the World Gliding Championships held at Omarama in 1995. Along with Bob Henderson serving as a meteorologist, the team put together a task each day. He recalls, “Dave and I would wander around outside gazing vacantly at the sky then consult with Bob before setting each task. The tasks must have been generally okay as no complaints ever got to our hearing.” He adds, “The compliments came from unlikely sources, namely the overseas teams!”

Ian was also chairman of the old Contest Pilots’ Committee and encouraged the late Trevor Atkins to submit a proposal, which became the basis of the current contest scoring system.

No account of Ian’s flying career would be complete without a reference to his wife, Shirley, who has loyally supported Ian and the sport of gliding so well over the years. Not only has she helped as Ian’s crew chief she has typically served as a willing helper in the Matamata Soaring Centre kitchen during countless competitions and training camps. In the 1993/94 season she won the club’s Colonel Tom Martin Trophy. It is awarded to the Piako club member who has provided outstanding friendship and service to the club in the past year. At the 1995 World Championships she helped work on the finish line.

Ian has owned many gliders over 50 years; he considered the ASW-17 ZK-GKO and his last glider, ASW-27 ZK-GZO to be his favourites along with his Tiger Moth.

CHAMPION PILOT RETIRES

ACHIEVEMENTS Gliding New Zealand records show Ian has won seven New Zealand titles as follows:

Wills Cup for the Open Class 1979, 1982, 1992, 1993, 1996, 2000

Broadlands Cup for the 15m Class 1984 Gliding New Zealand records show Ian has set three New Zealand records as follows:

Speed around 500 km Triangle 24 December 1977. Matamata - Raetihi - SH 38 / Mimha Stn – Matamata ASW-17 ZK-GKO 83.71kph

Speed around 300 km Triangle 30 January 1979. Matamata - Bombay X Roads - Oparure School – Matamata ASW-17 ZK-GKO 100.25kph

Speed around 200 km Triangle 19 February 1973. Matamata - Ohinewai - Otorohanga D/F – Matamata Standard Libelle ZK-GGJ 88.63kph Acknowledgments: Ian and Shirley Finlayson, Jill McCaw, Max Stevens, Edouard Devenoges, Roger Brown, Russell Thorne, Arthur Gatland and Julia Reed (CAA Registrar).

NZ Agent: Roger Sparks 0274 956 560 r.sparks@xtra.co.nz

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Glider Match Racing at The World

AIR GAMES Dubai, 4–8 December 2015

BY JILL MCCAW

D

ubai is a city of excess. From following the press releases and watching the incredibly scenic photos and videos of the many air sports disciplines at the World Air Games, it appears that the whole thing was an excuse to get lots of sport aviation enthusiasts in one place and have an enormous air show. Yes, there were competitions, some of them even took skill, but the new glider match racing didn’t seem to involve much of it.

Six of the best pilots in the world were competing over five days: Giorgio Galleto, Rene Vidal, Roman Mracek, Werner Armann, Sebastian Kawa, and Tilo Holighaus.

The following is the official version of how the racing works.

In a Match Race, a pair of gliders will fly simultaneously over a predefined course, and whichever pilot completes the course first, without exceeding a specified speed limit (VNe – Ed.), is the winner of the match. The winner will be the pilot who can follow the course more accurately, control the glider more precisely, make more precise turns, and control the speed more effectively, all with the goal of being the first across the finish line.

After a qualifying round in which all the pilots will be paired

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against each other once, the winners will face each other in a single-elimination finals round.

Two identical Discus 2c 18m gliders were used with their weight and CoG adjusted before each race so they were identical.

But then it all falls down. No thermals are expected in Dubai in December, part of the reason this racing format was developed. The ‘tasks’ the pilots were racing were from a start line in the centre of the runway to a northern turnpoint, then a southern turnpoint within a 5 by 10 kilometre rectangle contest area. And then back to the start. What we have is essentially two pilots racing identical sledges from a 3000-foot start over a 20 kilometre course. This sounds like a fun mock competition to add to the club’s midwinter toilet paper cutting and spot landing contest, but to my mind it is not a glider race. From the comments made on their Facebook pages, the pilots involved didn’t think so either. They did however all have a great time.

Sebastian Kawa was the eventual winner of this inaugural event – another FAI World Championship to add to his extensive collection.

Photo Tomasz Kawa

Photo Sebastian Kawa

Photos World Air Games

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WORLD AIR GAMES

What we have is essentially two pilots racing identical sledges

Photo Tomasz Kawa

from a 3000-foot start over a 20 kilometre course.

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North Island

REGIONALS 29 November – 5 December 2015

Contest Director: John Griffin Tug master: Ian Woods, Weather and Task setting: Tim Bromhead/Maurice Weaver Safety officer: Steve Care Radio: June Ritter Admin: Joan Wine Kitchen: Marion Moody and helpers.

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here were eighteen full day entrants with another five pilots on various day entries. The weather outlook for the week was broken and mostly had a northerly component, not a good direction for Matamata.

SUNDAY – DAY ONE Open task: AAT - Waharoa, Rotoaira (30k circle), Atiamuri, Matamata, 227-359 km.

At launch the sky was soft and difficult. Mark Tingey in GOB (JS1) was the only one to complete the task with 275 km.

Racing class: AAT – Wardville, Otway, Wharepapa Sth, Atiamuri (20km circle), Matamata. Starting was difficult with most landing out or returning back. Yves Gerster had the best distance of 139 km. However the day scored out as a no contest day for the racing class.

MONDAY No contest day – as were Tuesday and Wednesday.

THURSDAY – DAY TWO The weather was good and AAT were set for a good thermal day. Open class – Walton, Meremere, Otway, Wharepapa Sth, Matamata. Trevor Terry in GTT was first with 237km.

Course participants: Jason Williams, Maurice Weaver, David Jensen, Mark Tingy, Steve Wallace, Trevor Terry, Russell Thorne, Tim Bromhead, Ellison & Wagstaff, Hugh de Lautour, Steve Care, Yves Gerster, Bob Gray, Lionel Page, Graham Player, Dave Muckle, Dion Manktelow, Glyn Jackson, Steve Foreman, Tony Davies, Campbell McIver, Andy Mackay.

Racing Class – Walton, Maramarua, Otway, Tirau, Matamata. Yves Gerster in Libelle was first, 235km for 1000 points.

FRIDAY Alas another no flying day.

SATURDAY – DAY THREE A great Matamata Ridge day. Open class – Wardville, Te Puru, Okoroire, Flaxmill, Matamata. Tim Bromhead was first at 123 kph.

Racing class –Wardville, Thames, Wardville, Awaiti, Te Poi, Matamata. Steve Care was first at 120 kph.

So both the Thursday and Saturday were good flying days with everyone getting round. However, the Racing class only had two contest days and while the Open class had three contest days, there were not eight gliders in the class, therefore no Champion prize could be awarded. The winner in the Racing class was Bob Grey and the winner in the Open class was Trevor Terry. No trophies were awarded.

The most meritorious flight was awarded to Mark Tingey as the only one to complete the task on day one.

Champion Volunteer trophy was awarded to Tim Bromhead.

Most improved pilot was Tony Davies.

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Flying the

EUROPEAN ALPS

BY SUE WILD PHOTOS CHRIS BURKETT

Imagine receiving this call: "I have a two-seater for ten days flying in the Alps and need a back-seat passenger. Interested?"

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Ben in the back seat

Ben's friend Chris Burkett

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efrain from shouting across the wires “YES Please! Ben.” So, I joined a group of ten pilots: my son Ben Flewett, Dane Dickinson, John Gorringe, Andy Perley and friends at the airfield near Serres in south-eastern France. The venue is the alpine soaring centre, 'Quo Vadis', run by German pilot of renown, Klaus Ohlmann. The accommodation is the airfield self-contained chalets.

If your dream is to be totally confident and relaxed when wing-tipping crags, turning hard against a rock face in turbulence, flying through a cloud barrier or sweeping toward a mountain saddle that's above eye level, then my advice is ... find your own world-class pilot and take the back seat. Admittedly, one of the group commented to Ben, "Your Mum must be hard as nails!” I sat in total relaxation and loved every second of every six-hour day of exploring the Alps.

These guys have been meeting in Serres for ten days flying each year for ten years and have never been bored. They are delightful, accomplished pilots with hard hitting humour and hearts of gold. Each listens out for the rest and reacts

immediately if required. They are capable of wicked practical jokes. One moonlit night, a nameless team adhered Coleman's Mustard stickers to every surface nook and cranny of one glider and replaced the covers, so the crime was not discovered until just before hook-on next morning.

How does the flying compare with a good day among New Zealand’s Southern Alps? The flying area is vast. The weather is comparatively reliable and constant, a result of continental stability as opposed to isolated island changeability. Pilots expect to fly every day. There are the crags, chasms, ice-fields, glaciers and tarns seen from the cockpit in New Zealand, but you are more likely to see signs of humanity amongst them. There are spectacular rock formations. The terrain, being older than ours, has been ravaged by weather into twisted and scoured shapes.

Most wonderful is the Vercors arc, the eastern edge of a massif, with summits of 6,600 feet that tower above the city of Grenoble.

There is romance in launching the Duo Discus with a flight plan to ridge-soar Mont Blanc (4,810 metres) or the Matterhorn, to cruise above Italy or Switzerland as well as France. A particular

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Photo Sue Wild

joy for me was looking down on many a little isolated mountain village with church spire and spotting the winding pathway over a saddle that has connected villagers for centuries, at least in the summer. In the Briançon Valley we found ourselves flying among hundreds of parapentes – a veritable cloud of colourful butterflies. Occasionally you fly close over a famous ski-resort, its buildings and lift towers stark without snow. An eerie moment was looking into the bowl where the German Wings aircraft crashed three months previously.

The flying was not all easy, partly as the team selects challenging tasks. We pushed far into the mountains, edging below the beautiful cumulus and returned as the shadows lengthened. Sometimes the turbulence on base leg, which runs against a magnificent curve of craggy rock, rattled the teeth.

For three of the ten days Ben's friend, Chris had the back seat. A brilliant aerobatic power pilot, he had never flown a glider and was completely entranced with the experience, snapping many a wonderful photo, some of which I have borrowed to share here. During that time I took my paints and explored the locality, chatting with locals, sharing an apple juice, walking the hills and sketching. I could have spent another month on the ground in complete happiness … and more in the air! Each morning a merry toot heralded the bakery van and sleepy pilots emerged to purchase fresh warm croissants and pain au chocolat to start the day. Evenings were joyful. We wandered across the grass to the café by the launch area, enjoyed the local food, eaten en plein air when the temperature was balmy and we were occasionally treated to a local band entertaining as the sun set. On one or two days we took a five minute drive into Serres to the local pub restaurant.

Photo Sue Wild

The moral of the story is simple, if you get the chance to fly the European Alps, take it.

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HUMAN FACTORS

BY JONATHAN POTE

Scrambles Amongst the Alps

Gliding New Zealand’s website holds links to INTRODUCTION “There have been joys too great to be described in words, many documents of value to all members. Sadly, and there have been griefs upon which I have not dared to dwell; it is suspected that not many people who have and with these in mind I say: Climb if you will, but remember passed their QGP actually bother to read them. that courage and strength are nought without prudence, and that a momentary negligence may destroy the happiness of a The Human Factors syllabus for QGP has lifetime. Do nothing in haste; look well to each step; and from recently been extensively updated by Auckland the beginning think what may be the end”.

Aviation Sports member Jonathan Pote MRCGP, EDWARD WHYMPER, SCRAMBLES AMONGST THE ALPS Intermediate Certificate of Aviation Medicine, These are the words of Edward Whymper (1840 – 1911).

Royal Auxiliary Air Force (Retired) and QGP. What he said of mountaineering could very well apply to SoaringNZ will be printing an abridged version of gliding with minimal rewriting. He was the first to conquer the Matterhorn (in the European Alps) in 1865; on the descent, four this document over the next several issues. We of the party fell and died. Had Whymper lived in our times, he recommend that you go to the GNZ website to view would surely have been a glider pilot. the document in full. ‘Human Factors’ comprises Again: three sections, namely aviation medicine, aviation “Aviation in itself is not inherently dangerous but to an even greater degree than the sea it is terribly unforgiving of any psychology and ergonomics (or the human/ carelessness, incapacity or neglect” machine interface). In this issue we’ll give you a CAPTAIN AG LAMPLUGH, an aviation insurance specialist of the 1930s taste of what is to come with the introduction.

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The content that follows may seem excessive for a student glider pilot but the cause of 75% of aviation accidents is contained within this text.

Aviation medicine and “Human Factors” may seem complex and irrelevant to gliding but nothing could be more incorrect.

Whilst you are learning to glide, under the watchful eye of an instructor even when solo, little of what follows will be apparent. You may experience nausea or a little positive ‘g’ but not a lot more. The time comes when you proudly earn your QGP certificate and burst out of the ‘training tunnel’ to become an independent pilot. Perhaps you mistakenly think you are ready for anything but in reality the structured progress of the ‘training tunnel’ has to be followed by ‘learning on the job’ for as long as you glide. There will be surprises, but hopefully fewer if you study this text well. Once you are into cross-country and competition flying, as I hope you will be, the boundaries start getting pushed.

Sadly, incidents occur regularly and there is on average about one fatality a year amongst the eight hundred or so glider pilots in this Country. Interestingly, the Royal Air Force (which operates on “as low as reasonably possible” basis for aircrew deaths and has had frequent injury-free years recently as part of the improving trend) would consider one in a thousand deaths per year unsustainable and take action to further improve the status quo. In a very high percentage of the events, Human Factors play a part and in well over half, it is the major factor.

Almost all gliders are fully serviceable up to the point of impact and the weather is such that other pilots are flying that day in complete safety. It is with that pilot that the cause lies.

One should not use the word “blame”, for it is neither deliberate nor (usually) reckless. Sadly, human factors have successfully set a trap for the unwary. Hopefully what follows will make you wary enough not to fall into such traps. Design, maintenance, meteorological forecasting and all other factors related to safety are improving, yet the accident rate is rising. Glider pilots must continue to show themselves to be a responsible group of pilots who can be trusted to keep themselves safe in the air and a good knowledge of Human Factors is essential to achieving this.

‘Human Factors’ comprises three sections: aviation medicine, aviation psychology and ergonomics (or the human/

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machine interface). Of these, aviation medicine looks at the physical functioning of the healthy body (with a brief look at those illnesses or diseases that affect flying ability) whilst aviation psychology looks at the function of the NORMAL mind and its function in the alien environment of flight. There is a tendency to think of psychology as covering the abnormal (“you need to see a psychologist....”) but the word literally means ‘study of the (normal) mind’. The abnormal mind is covered by psychiatry, which has no place in this document.

To write this document I have drawn on over twenty years as a medical officer in the RAF, both full and part time, and the formal aviation medicine training available to me in that capacity. However, I have learnt a great deal more from personal experience, and from talking to others, usually over a beer but at times over a strong coffee whilst debriefing a pilot after a close call or actual ‘event’.

I am also extremely grateful for the many aviation medicine specialists and gliding instructors who have commented and contributed so that what follows is the product of several hundreds of years’ experience in the subject. These include Ray Burns, Steve Care, David Hirst, Gareth Iremonger, Lionel Page, David Powell, Roger Read, Max Stevens, Peter Thorpe and Steve Wallace.

Human Factors is not a subject to learn by rote; rather it is a subject to understand and to experience in your flying. Whilst doing aerobatics, for example, think about what your body is undergoing with the changing ‘g’ forces and revolving horizon.

In a spin, thinking about more than just a safe recovery is difficult, but it is worth the extra sortie, especially when at QGP level and looking to further expand horizons, to sit passively through a spin entry and recovery by an instructor and note the sensations. There are aerodynamic events to observe and learn from too.

THE EVOLUTION OF MANKIND As with all species, humans have evolved in order to survive efficiently in a certain environment. That environment was the plains of East Africa some six thousand feet above sea level, where pre-humans were hunter gatherers, largely by day.

Thus we have eyes which are very good at orientating us in our surroundings and sensing movement around us; movement

HUMAN FACTORS Never forget that man was never intended to fly, but that very fact is what makes it so much fun:

“The danger? But danger is one of the attractions of flight”.

TopFly

Dancing with the wind

Jean-Marie Clément

that could warn us of danger or show us food. In poorer light, the inner ear gave confirmatory information about orientation.

Proprioceptors (position, pressure and stretch-sensing nerve endings, located around our joints and in our skin) inform the brain and told us the position of our limbs if we could not see them clearly. We were unable to experience significant linear or angular acceleration as we were physically unable to exceed running speed or to change direction very rapidly. Our environment was always a one ‘g’ environment on the ground; it was not the gliding environment we now enjoy. Only six generations ago, the Industrial Revolution had yet to happen and horse riding was the ultimate experience. Now humans successfully fly in fast jets at speeds up to a thousand miles an hour, at up to ten ‘g’, and climb to 100,000 feet.

All of the information received by the brain of early man via the senses contributed to one picture, a picture usually without contradictions or conflict. Thus the brain was able to relegate this function to levels well below consciousness and leave the higher centres clear for thinking or decision making. It is interesting how electronics has mirrored the brain in this, with the same disadvantages. Early radars gave an unprocessed

Dancing with the wind

image derived directly from the radar returns received by the aerial. This was a fuzzy black and white image looking like broken stratus cloud at night, and it took great skill to interpret it correctly. One method was to lay an acetate sheet with an outline of the area to the correct scale on it and find the ‘best fit’ before relying on the image to navigate the aircraft. This worked well most of the time, especially where coasts gave good outlines. Modern processed radars do away with this skilful input by the operator and give a perfect outline complete with spot heights, place names, airspace limitations and so on.

This is excellent and requires less skill to interpret, but occasionally is totally wrong; the radar ‘brain’ has chosen the wrong area as the ‘best fit’. The brain sometimes does this, the result being an illusion. Illusions figure prominently in accidents and therefore in this text, but if you are aware of the possible illusions (landing on sloping strips for example) they are more easily avoided.

Never forget that man was never intended to fly, but that very fact is what makes it so much fun: “The danger? But danger is one of the attractions of flight”.

So said Jean Conneau after his team mate was fatally injured flying in the 1911 ‘Circuit of Europe’. Jean himself died of natural causes many years later.

In chapter two next issue: Personality and the brain

– the perfect pilot

– airmanship

– the learning process

– the ageing pilot

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• Will remain in the history of the literature, perhaps more so than Reichmann.

Volo a Vela (Italy).

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February–April 2016

45

Glider Tug towing performance comparison

PROJECT UPDATE

BY GLYN JACKSON

I did not set out on a tug performance comparison project, nor to write this article, but a very interesting discussion about tug performance on the grid at Omarama in November 2014 got me thinking. This article follows on from the initial data presented in 2015 in SoaringNZ issue 41.

T

he initial set of dry 15m glider (GVV) data has expanded to 56 data points with 19 NZ tow planes now represented. A second data set of club two-seat trainers flown two up has been started, and already has 98 (Twin Astir and Twin II) data points with 14 NZ tugs represented (plus numerous other data points of other types of two seat training gliders).

A wide selection of New Zealand’s active glider tugs is now represented, and several tugs now have enough data points to allow a meaningful analysis of standard deviation to be made.

When presenting this data, I am conscious that it is inevitable that some tugs will appear at the top of a table and

46

February–April 2016

others at the bottom, which could please some and displease others. This is in no way an attempt at tug endorsement or tug bashing, all the tugs are great. Please read this article in the spirit that it is intended, that being the academic sharing of data, and perhaps inspiration for further research and study.

Many thanks to all the people who are contributing data to the project.

It has been pointed out (by several people including the Aviation Sports Club) that combination climb rate on tow is only part of the story, tug descent rate is also important as this also has a significant effect on tug cycle time. The next stage of the project is aiming to capture combination ground roll and

The second table is an updated table of tugs towing the same dry 15m glider, GVV. The all up weight of glider and its pilot = 330kg (exactly).

Tug Registration

Tug Aircraft Type

TPO

Pawnee

Climb rate feet/min 929

Standard Deviation

Number of data samples

161

5

CIG

Pawnee

867

31

2

CEB

Pawnee

854

50

3

OMA

Fatman Gippsland GA200

817

88

3

CNG

Pawnee

803

99

3

TZB

Robin DR400

799

68

3

BZA

Pawnee

774

84

3

BKJ

Cub

740

0

1

CPD

Champion 7ECA

685

0

1

PPA

Pawnee

674

21

2

RDW

FK 9 Mk IV

666

48

2

LJW

Tecnam P92 Echo Super

614

0

1

TGC

Eurofox

591

35

8

BNM

Cub

571

0

1

MAV

Cessna R172K

558

0

1

TUG

Eurofox

555

46

4

JTA

A22 Aeroprakt (Foxbat)

555

41

7

BFV

Cub

521

56

4

LFB

A22 Aeroprakt (Foxbat)

469

78

2

Tugs with less than three consistent tows to average are shown with greyed out background.

tug descent rate data as well as the associated combination climb rate data.

The first table is of tugs towing a variety of club two seat Twin Astir and Twin II training gliders containing two pilots.

Typical all up weight of glider and its two pilots = 570kg (approximately).

Tug Registration

Tug Aircraft Type

Climb rate feet/min

Standard Deviation

Number of data samples

RWS

Pawnee

646

11

2

BZA

Pawnee

625

52

2

OMA

Fatman Gippsland GA200

613

0

1

CIG

Pawnee

576

0

1

PPA

Pawnee

555

0

1

DYT

Dynamic WT9

544

21

2

CPD

Champion 7ECA

507

36

3

PZL

Wilga

490

0

1

RDW

FK 9 Mk IV

477

28

4

LJW

Tecnam P92 Echo Super

400

34

6

TGC

Eurofox

386

52

65

ERW

Cessna 172N

386

60

4

PNE

Pawnee

373

0

1

JTA

A22 Aeroprakt (Foxbat)

303

52

5

Tugs with less than three consistent tows to average are shown with greyed out background.

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February–April 2016

47

gliding new zealand news KAREN MORGAN GNZ President

I would like to acknowledge the recent loss of some of our long serving members Brian Chesterman (Tauranga), John Curtis (Taupo) and Tom Orr (Taupo). It is always sad to see our long term operations people, tow pilots and instructors pass away.

Even sadder in many ways is the very recent fatal accident involving one of our newer members, Murray Philpott. Gliding New Zealand extends our condolences to Murray’s family. The death of another gliding mate while taking part in our sport is tragic and the loss is also felt by his fellow club members, operations team, searchers, officials and those of us who have to deal with the media and CAA. Although loss of life is not a common part of our sport, we must acknowledge that such events do occur most years and it takes significant effort by many to identify a clear picture of what happened so we can learn and improve our activity.

However, there are several comments I want to say about accidents in general.

Our ops team would say other things but these are just my observations. Please do not underestimate the risks of what you are doing by gliding. You need to manage the risks and be careful. Keep an eye on the activities of your fellow members too.

It is not just up to our instructors and CFIs to watch out, as any knowledgeable member should make prompt comment if they see something risky or thoughtless. If the comment is made to you, please do not brush it off or get angry; think hard about why someone has raised this with you.

Lastly, if you don’t fly often, or you are not ‘current’, or you may be ageing (as we all are), think about how you want to end your time flying solo or instructing in the sport.

Stop flying before your skills become too rusty, or have more regular check flights, or get into a decent two-seater with someone more current. It’s all about being responsible while still being able to enjoy the sport.

Some accidents might seem to be out of the blue, but many other times things simply creep up with a series of mini events. May I stress how important it is that all incidents and accidents are reported correctly and promptly? A very long term

48

February–April 2016

member expressed to me a couple of weeks ago that it is pointless completing forms as they never see any results. On the contrary, they do not just disappear into our files! We use them to track the various ways that you, our members, find to damage or potentially damage your aircraft or yourselves.

Sometimes there seems to be a series of one type of thing, but without the reports we can make no analysis nor make any improvements in training or procedures to reduce the likelihood of others having similar problems. This is important, so please help us here.

Training is one way that we can reduce risks. I acknowledge here the fine quality of the training provided to our younger members through the Omarama Youth Soaring Development Camp held in December.. I wish that you could all experience this type of camp. It is fun but safety is always emphasised. Please note that the accident rate among our younger members is exceptionally low. The camp saw 360 hours of flying by 24 Juniors, and they achieved 6 First Solos, 4 A Certs, 2 B Certs, 2 QGPs, 3 Silver Badges, 3 Gold Badges, 3 Diamond Goals, 4 Diamond Heights, 17 new type conversions, many new Official Observer ratings and oxygen ratings.

If you are training very young juniors in your club, please make yourself very familiar with the extra criteria in Appendix 2-B of the MOAP on the GNZ website (it’s about 20 years old so may have been forgotten).

Staying with Juniors, Alex McCaw and Nick Oakley represented New Zealand at the FAI Junior World Gliding Championships in Narromine, Australia, and our Executive Officer Max Stevens was also there as President of the FAI Jury. All three did us proud so well done, gentlemen. The pilots were assisted by Dane Dickinson as the mentor/coach, Mike Strathern was kept busy with unexpected engineering, they had very capable crew members and Lynette Tillman took care of everyone.

The GNZ selectors have made initial choices for the team to fly the World Champs in Benalla next January. We

will be represented by John Coutts, Brett Hunter, Tim Bromhead and Steve Wallace, with up to another two taking part, yet to be confirmed. We may also have a small team in Lithuania flying the Club Class this July.

Several of us met with our Australian colleagues in January, and one change that we are pleased about is that Tasman Trophy pilots will be able to fly the challenge in both Australia and New Zealand.

Steve Foreman capably flew to win the trophy against Steve McMahon in Taupo in February, and he has the right to defend his win at the Australian Nationals in the spring.

The Sailplane Racing Committee commissioned new trophies to mark the beginning of the new two class format this summer. The trophies are named in honour of two great South Island contributors to gliding. The Open Class trophy is shaped as an albatross and is named for David Speight. A gannet is used for the Racing Class trophy and Bill Walker is remembered on this. I was pleased to be in Taupo recently to present the trophies to the racing community and in particular to the inaugural winners, David Jensen of Tauranga (Open) and Pat Driessen of Auckland (Racing).

Take a look at the latest version of the MOAP on the GNZ website. A new coaching section has been introduced, this being part of Steve Wallace’s efforts to improve the way we proceed from being students to being cross country pilots, by building in another level of training and oversight in the form of club and regional coaches. A coaching manual is being adapted from the Australian manual, and should be available, this winter.

We put a huge amount of work into our application to SportNZ last year. We currently receive $15,000 which we have treated as a core part of our operational funding for years. SportNZ have changed all of their criteria and all funding is contestable, so now we have to compete against all other sports. We had to put up a list of projects (in effect, a wish list) and

a question of safety This column is intended to give readers an ongoing insight into the activities of the GNZ Executive and its Committees. Rather than a detailed report on matters currently under consideration, here are some recent items of significance.

provide indicators and budgets for them all. With so many other sports codes doing the same, SportNZ must have been overwhelmed – and we ended up with exactly the same amount as before, guaranteed only for four years. Sadly, if we were to go ahead and do the various projects on our list, it would cost about $40 per member per year. We would like to start some of this work, but we will have to pace ourselves!

Word may be sneaking out that there is something fantastic happening in Greytown, in the Wairarapa. The Greytown Soaring Centre has been formed, and the Wellington Gliding Club will be joining Gliding Wairarapa on their site later this year. There is a new hangar and a lot of development under way, and personally I am looking forward to flying in the Wairarapa wave again.

GNZ is pleased to advise that new ‘volunteers’ have been found to give existing office holders a rest, or in some cases, a change of job. Mike Tucker is taking over as Central ROO, and Peter Thorpe is the new northern ROO. Graham Erikson became the new Southern ROO last year.

Tom Davies is the new NZAF Councillor, and Terry Jones is now Quality Manager.

Thanks to the retiring or redeployed people, Ross Anderson, Steve Care (remaining as NOO though), Jerry O’Neill, George Rogers and Peter Thorpe. If someone asks you to do a job, please be like these guys, and say yes!

In particular, we are looking for one or two people to take charge of the content of the webpage and Facebook.

Our webmaster Tim Bromhead is looking after the IT side of things and has some great innovations underway, but he can’t do that and find the content as well. If you are tech savvy or get out gliding a lot, please contact Tim at info@gliding.co.nz to find out about the jobs.

This has been an exhaustive report, but it is summer and there has been a lot going on. Please make an effort to come to the annual AGM weekend this year; no disrespect to my old friends but there is room for new faces around the tables.

STEVEN CARE National Operationals Officer

Safety If you ask ten different glider pilots for their attitude on safety, they would all say that they are very safe. Many would cite the fact that they have never had a major accident. It would be the same if you asked car drivers, who would vow that they are very safe and it is only other drivers who are dangerous.

Even those who have had accidents, regularly speed, drive impaired or had their driver’s licence suspended, would say that other people break rules all the time and they were just unlucky to have been caught. They might even consider themselves more skilled than other drivers and therefore safer.

To understand safety, the first step is to accept that you may not be as safe as you think. It’s a good idea to identify all of the possible threats that could affect you and do what you can to mitigate those threats. It doesn’t mean that you should look at everything around gliding in a negative manner, but it does mean that you need to consider the ‘what if’s’ and do what you can to avoid/mitigate those threats. Look carefully at the consequences and likelihood of those risks. If for instance a pilot does a glider wheel up landing; on its own the consequences are not very serious. I haven’t known anyone to hurt themselves doing a wheel up landing, but the likelihood is quite high. It is one of the highest reported incidents we have. The risks to be really aware of involve paddock landings, stall/spin recognition and recovery, mountain flying hazards and collision avoidance (to name but some).

OPs 10 Forms I have been constantly advocating completion of these forms, but it is not just about completing them and filing them away. They serve a big purpose and that is finding out the root causes and trying to finds ways of preventing others from having a more serious incident or accident. In a no blame environment, it’s the club culture, training and

procedures that should be carefully looked at. Often pilots are only reacting to the environment and it is quite easy for someone to say we don’t need this safety system, but if incidents are saying otherwise, then a simple change in process can make a very positive impact.

The responsibility for finding a solution for incidents rests with the club CFI and Instructors panel. The ROO and NOO should also assist where possible.

I am occasionally finding that OPs 10s are not being sent on to the ROO in a timely manner. There can be reasons for this, but ideally they should be with the ROO, within a couple of weeks at the most. I have had one presented to me almost a year after it happened.

It’s still valuable for the club but unfortunately I cannot add it to my stats.

BFRs If a pilot has less that the minimum currency requirements as per AC 2-05 (20 launches/15hrs) there should be comments on the back of the BFR form.

It might be that they are also doing some other form of flying or have really good depth of experience or flying skills. I frequently find that a lot of BFR forms are just tick box and sign, when really it is an opportunity to inspire, guide and educate. Comments are a good way to help make the experience an informative and positive one.

Recent Accident at Omarama My sincerest sympathy goes out to Murray’s family, club mates and friends.

We had been having a record year of low accidents, but this tragedy is a reminder that the unimaginable can sometimes happen. The team at Omarama (including Graham Erikson) did an outstanding job of searching and finding the glider. CAA are investigating and I am sure that they will be very thorough.

February–April 2016

49

OBITUARY

BRIAN CHESTERMAN – Aviator

BY ADRIAN CABLE

Brian second from right

I can only write about the Brian that I knew, the aviator.

He was a glider pilot, A Cat instructor, instructor trainer, tow pilot, competition pilot, aerobatic display pilot, CFI, NROO the list of Brian’s roles with GNZ is extensive by any definition.

Within these roles is another list, even more impressive: leader, teacher, role model, innovator, enthusiast, motivator, pioneer, mediator, negotiator, advocate, inspiration.

Brian and I joined the Tauranga gliding club about the same time. Brian had already been the CFI of the Waipukurau club so he had a wealth of knowledge and experience when he took over the role of CFI at Tauranga. When I took over from Brian I was very aware that I had very big shoes to fill, but Brian’s generosity with his time and experience helped me enormously. I was to rely on Brian’s wisdom and Mana many times over the years.

Brian was an innovator and forward thinker. He introduced the policy of rotating CFIs to ensure the club always had a depth of experience. He pioneered night school classes, teaching gliding to bring in fresh blood and women only courses to introduce balance into the membership. He promoted cross country flying, competition flying and aerobatic instruction to challenge and motivate.

Brian was an advocate of the then new training syllabus at a time when it was not universally popular.

At that time I was the NOO and Brian the NROO. We would visit clubs in my little plane in the course of our business, be it issuing a rating, mediating a dispute, carrying out an audit. At one club, I remember we were met by a delegation unhappy with the training syllabus and determined to have their say. Brian

50

February–April 2016

Brian (left), Syd Salek and Gavin Meadows

with his wonderful manner asked them to sit down with him and show him which exercises on the syllabus did not need to be taught. They visibly deflated before my eyes.

Once, I was sure there was no solution to a minor but intransigent dispute. Brian was safety officer at a Matamata competition and the dispute was over an experienced pilot taxiing his glider up the slight rise to the fence line by the club house where there was a power point he needed to use. The contest director took exception to this and the experienced pilot took exception to the CD’s exception. Brian firmly stated that there was to be no taxiing up to the fence - unless you had 8,000hrs. Everyone's dignity was preserved and calm restored.

How many instructors has Brian trained? How many careers in aviation has he launched? I don't know but it is many. Brian passed away in December and will be greatly missed.

Brian Chesterman, the best gliding instructor I ever met.

GNZ awards & certificates

NOVEMBER 2015 – FEBRUARY 2016

EDOUARD DEVENOGES GNZ Awards Officer

gnzawards@xtra.co.nz 40 Eversham Road, Mt Maunganui 3116.

QGP No 3301 3302 3303 3304 3305 3306 3307 3308 3309 3310 3311 3312 3313 3314 3315 3316 3317 3318

Pilot’s Name Cristoph Holl Lukasz Kolek Jake Brattle Laszlo Paszternak Alan J. Robertson Dave Shorter Karl I. Ridgen Jason S. M. Williams Anoki Jacksch Benjamin Richter Andy Smith Arnulf Snekvik Peter J. Tayor David Rhys-Jones Sam J. Tullett Hans Raschke Stefan Dahlgren Harry Fox

SILVER DISTANCE

Krishna Pillai

David Palmer

Anoki Jacksch

Club Glide Omarama Omarama GC Wellington GC Wellington GC Kaikohe GC Glide Omarama Canterbury GC Auckland GC Canterbury GC Taupo GC Glide Omarama Auckland GC Canterbury GC Glide Omarama Taranaki GC Glide Omarama Glide Omarama Glide Omarama Auckland ASC Canterbury GC Canterbury GC

Date 19 11 2015 1 12 2015 1 12 2015 1 12 2015 3 12 2015 10 12 2015 10 12 2015 19 12 2015 22 12 2015 24 12 2015 5 1 2016 7 1 2016 11 1 2016 27 1 2016 27 1 2016 7 2 2016 7 2 2016 9 2 2016 25 10 2015 11 12 2015 14 12 2015

Astir G102 LS 4a Astir G102

SILVER DURATION

David Palmer Canterbury GC 11 12 2015 LS 4a

Anoki Jacksch Canterbury GC 9 12 2015 Astir G102

Jonathan Wardman Canterbury GC 11 12 2015 Discus 2b SILVER HEIGHT

David Palmer

Anoki Jacksch

Canterbury GC Canterbury GC

11 12 2015 9 12 2015

SILVER BADGE David Palmer 1173 1174 Anoki Jacksch 1175 Jonathan Wardman

Canterbury GC Canterbury GC Canterbury GC

6 1 2016 6 1 2016 11 12 2015

GOLD DURATION

David Palmer

Anoki Jacksch

Jonathan Wardman

Canterbury GC Canterbury GC Canterbury GC

11 12 2015 9 12 2015 11 12 2015

LS 4a Astir G102 Discus 2b

GOLD HEIGHT

Daniel McCormack

Karl Ridgen

Jake Brattle

Fraser McDougall

Patrick Richardson

Anoki Jacksch

Joel Garris

Glide Omarama Canterbury GC Wellington GC Glide Omarama Gliding Manawatu Canterbury GC Omarama GC

22 11 2015 14 12 2015 14 12 2015 14 12 2015 14 12 2015 14 12 2015 23 1 2016

LS 4 Discus 2 Club Astir LS 4 Jantar Astir G102 Discus 2

GOLD DISTANCE

Karl Ridgen

Fraser McDougall

Jonathan Wardman

Canterbury GC Glide Omarama Canterbury GC

11 12 2015 14 12 2015 11 12 2015

Libelle 201 LS 4 Discus 2b

GOLD BADGE Karl Ridgen 330 331 Fraser McDougall 332 Jonathan Wardman

Canterbury GC Glide Omarama Canterbury GC

6 1 2016 6 1 2016 11 12 2015

LS 4a Astir G102

DIAMOND HEIGHT Daniel McCormack 417 Anoki Jacksch 418 Patrick Richardson 419 Fraser McDougall 420 Jake Brattle 421 Karl Ridgen 422

Glide Omarama Canterbury GC Gliding Manawatu Glide Omarama Wellington GC Canterbury GC

22 11 2015 14 12 2015 14 12 2015 14 12 2015 14 12 2015 14 12 2015

LS 4 Astir G102 Jantar LS 4 Club Astir Discus 2

DIAMOND GOAL Karl Ridgen 335 336 Fraser McDougall 337 Jonathan Wardman

Canterbury GC Glide Omarama Canterbury GC

11 12 2015 14 12 2015 11 12 2015

Libelle 201 LS 4 Discus 2b

NZ RECORD 500 km, Triangle, Speed, D15, General Terry Delore ASW 27b

14 11 2015

185.10 km/h

WORLD RECORD 500 km, Triangle, Speed, D15, General Terry Delore ASW 27b

14 11 2015

185.10 km/h

AIR NZ CROSS COUNTRY CHAMPIONSHIPS Pilots Name Club Points Northern Division Piako GC 1026.46 David Muckle Wellington GC 844.86 Jevon McSkimming Taranaki GC 832.40 Glyn Jackson Tauranga GC 776.98 Michael Cooper Hawkes Bay GC 600.82 Jason Kelly Taranaki GC 536.91 Dougal Wickham Piako GC 398.59 William Kamp Piako GC 385.99 Noel Bailey Gliding Hutt Valley 375.85 Craig Stobbs Wellington GC 360.58 Alain Marcuse Auckland ASC 252.71 Andy Mackay Auckland ASC 250.87 Ian Keefe Tauranga GC 238.83 Karl Barry Wanganui Manawatu GC 232.61 Robert Laskey Taupo GC 221.63 David Austin Piako GC 219.08 David Dennison Auckland GC 145.58 Jason Williams Taranaki GC 51.53 Will Hopkirk Southern Division Ken Montgomery Nelson GC 1060.90 Sam Tullett Taranaki GC 1004.70 Brian Savage Otago GC 474.92 Senior Official Observers 09 - 079 Ray Burns Auckland ASC 8 1 2016 09 - 115 Gerrard Dale Glide Omarama 8 1 2016 Official Observers 09 - 114 Lemuel Tanner Glide Omarama 19 12 2015 Glide Omarama 22 12 2015 09 - 115 Gerrard Dale 09 - 116 Ann Laylee Glide Omarama 22 12 2015 09 - 117 Keith Essex Glide Omarama 27 1 2016 09 - 118 Deb Essex 27 1 2016 Glide Omarama 27 1 2016 09 - 119 Martin Katschner GNZ FIRST COMPETITION AWARD 044 Krishna Pillai Auckland ASC 045 Anoki Jacksch Canterbury GC 046 David Palmer Canterbury GC

24 11 2015 12 1 2016 12 1 2016

February–April 2016

51

airworthiness MARTYN COOK National Airworthiness Officer

When you check your brakes pre-take off, how hard are they to lock?

A new meaning to "Cracking the Air-brakes" What would a glider pilot do if the air-brakes kept popping open during a bumpy take-off or in severe turbulence?

Might he (or she) ask the Club engineer to tighten up the linkage, so the air-brakes required more effort to close, but at least they stayed closed?

And would the engineer do that?

There's been an on-going issue with cracks appearing in air-brake linkages extending over many years. Glider engineers will recall Airworthiness Directives referring to different parts of the air-brake linkage, and on different gliders.

A recent one applied to the Duo Discus, where the funnels which allow automatic connection of the controls were found to be cracking and needed to be reinforced.

Older ADs have identified cracks in the air-brake torque tube in the fuselage or imposed a service life limit on the balls where the control rods connect. The weakest link was giving way in each case.

The other day I was asked to give a second opinion on a fine crack noticed under the rear seat of a two-seat glider,

52

February–April 2016

where the bulkhead meets the fuselage.

At first glance it looked like a fairly harmless crack, possibly arising from a wheel-up landing. But this glider had a fixed undercarriage, so that clearly wasn't the cause. Another thing I noticed was an old repair in the same location - the crack was penetrating through a repaired section of fibreglass and glue! A repair had been made but the cause of the crack may not have been fully identified.

It wasn't until I closed and locked the airbrakes that the mystery resolved. The thin crack gaped open in a frightening way! Two other cracks then became visible, and all three cracks were converging from different directions on the bracket carrying the air-brake linkage. Left alone, the air-brake bracket and associated linkage could eventually have broken away from the fuselage. To make it even more interesting, on this glider the elevator control linkage was anchored to the same bracket as the air-brake so the elevator linkage would also become unrestrained!

What can we learn from this? Firstly, every crack has a cause but it can take a bit of diligent investigation to find it. Secondly,

an apparently innocent corrective action (tightening up the air-brake locking action) can have unforeseen consequences elsewhere (over-loading another part of the linkage). Thirdly, don't ever assume you know the whole story.

We never know what we don't know!

A competent glider engineer naturally adopts a cautious approach to aircraft structures and is always willing to obtain another opinion. The crack described above was first spotted by a Class 2 glider engineer, who realised that he didn't have enough knowledge to decide whether the crack was serious or not, and asked for some help. Good for him!

The glider was immediately grounded and sent off for a proper repair, with an additional instruction to measure and reduce the air-brake closing force.

The maximum closing force is usually specified in the Maintenance Manual.

Do not just repair damage without looking for an underlying cause.

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

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

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

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

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 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 Masterton Soaring Club Club Contact Michael O’Donnell modp@missionkayaking.com Ph (03) 473 1721 Base Masterton Aerodrome Flying 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

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

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 11 April 2016.

AVIATION SPORTS CLUB Our summer has not had the great soaring days we have all so wanted. Most of our days have been somewhat indifferent or days where the lift was small narrow and weak while the sink was broad and strong. We have not even had a proper coast run day (sob).

The good days have been greeted with relish with most of our local gliders in the air enjoying the conditions. We were pleased to be able to host 3 Squadron ATC over a full weekend giving 21 cadets a chance to fly both days.

It is always a pleasure to be associated with keen, helpful and polite young folks.

Jack Foot finally accumulated enough solo hours and got sent off in the PW5. He subsequently attended the Youth Soaring Development Camp at Omarama and got type ratings in the Astir and LS4.

Tony Prentice attended and enjoyed the Cross Country Course at Matamata. He came away having thoroughly enjoyed the course, learned a great deal and had his first land-out.

Steve Foreman, Andy Mckay, Lionel Page and Yves Gerster, our visitor from Switzerland, all attended the Northern Regionals. The weather did not cooperate and only two scoring days were managed. Steve Foreman also attended the Central Plateau Contest, Steve Wallace went to the Australian Sports Class Nationals while Steve Foreman and Yves Gerster went to the Taupo Nationals. Yves disappeared to Omarama for an enjoyable Christmas.

Club Captain Ian O'Keefe has been on the lookout for a glider of his own. He finally located a very nice ASW28 in Australia and then got to spend ages gazing at her lovely form while he waited for CAA to do their business and give it an Airworthiness Cetificate. He finally got his clearance and has been getting to grips with her wiles and abilities. He even tried a coast run but the wind was too far round, despite what RASP said, and he landed out at the top of the Muriwai hill. He got the Pugsy trophy and the farmer got the beer.

Graham February–April 2016

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CLUB NEWS

Aviataion Sports Club: Jack Foot at the Youth Soaring Development Camp in Omarama.

AUCKLAND We have enjoyed a busy start to 2016 which is fortunate because the last months of 2015 were very slow. Deterred mainly by weather, the club required and still requires some action to make ends meet. We have resolved some difficulties in regard to keeping our fleet insured to an extent we can accept, and are now in the full swing of summer.

Some members supported our regular Christmas camp at Matamata and had a great time – thanks to those involved from both clubs.

Our young instructor for the summer from Norway (Arnulf) has been busy helping since Christmas with instructing mid-week and it is not uncommon to see him helping out during the weekends also. Arnulf has been able to assist by doing occasional trial flights but also (and most importantly) he is in the position to accelerate the learning curve of

our newer pre-QGP pilots. This has worked quite well and for those able to slip away from work mid-week he has been able to assist immensely. In fact, three of our members have managed to solo largely because of Arnulf’s efforts. The urge however to compete in the Nationals at Taupo was too great, so he also partnered Campbell McIver (another 20 year old AGC member) in our Duo. He was also able to take two more members (Jean Bongrain and Greg Balle) for some memorable cross country flights. In fact, only a few days ago he and Rahul Bagchi took the ASK 21 to Matamata and almost got back – so Rahul got the excitement and experience of an out landing near Kaiaua.

At the Taupo Nationals, our club was well represented and although weather conditions were light and unseasonable, we all had a great time and more than a few trophies are with our members for this year.

Congratulations to Pat Driessen who is now

the NZ Racing Class National Champion.

Our number two winch is almost complete, largely due to the huge personal efforts of Paul Knight and Hein Kroef who have been slaving away to rebuild the old Mark Ford winch. As often is the case, these guys have toiled away unnoticed by many members and deserve our thanks and recognition. This launch system is on a road legal trailer and will enable our winch operation to be far more portable and usable at strips such as our West coast airstrip.

Some of our members even ventured to Raglan to have a bit of West coast fun, courtesy of the Piako operation.

Now we are well into February, the weather is still a little fickle but we were treated last weekend to those great west coast conditions that we enjoy so much. Many of our pilots got down to Raglan and Kawhia harbours and soaked up the scenic vistas.

Well, the summer has been late to start so we hope it lasts a bit longer this year, and as always we welcome all visitors.

Ross

CANTERBURY Congratulations to our President Terry Delore for achieving a World Record (and NZ) 500 km triangle speed record at a speed of 185.10 km/hr in his ASW27b. This has been the result of considerable planning and is a wonderful effort.

The Christmas camp at Omarama was well attended with some great weather at the start of the camp with late starts, but great thermals up to 11,000 feet. The Dynamic tow plane has performed very well and special thanks to the tow pilots who spent many hours in the Omarama heat. Quite a few members attended the Youth Soaring Development Camp and congratulations go to: David Palmer for completing his Silver Badge, Karl Ridgen and Johnathon Wardman who achieved their Gold Badges, Diamond Goals, and Karl who completed his Diamond Height. There has been some great flying at Springfield over the last week or two and we have had the Vintage Kiwi group visiting for a week. These guys flew their gliders into the wave, with a K8, BG12 and others soaring up 9,500 feet. We had a successful week with a BBQ and dinner social. We hope they visit again. Frank Saxon flew down to Springfield in his Discus for a quick visit from Nelson Lakes before flying back the next day (a great effort).

On a sad note, we lost a very valuable and popular member Murray Philpott over Waitangi Weekend and he will be missed.

Some members are at present visiting Nelson Lakes for their flying week.

John

Canterbury:

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February–April 2016

Hawkes Bay: Returning to Hastings.

CLUB NEWS CENTRAL OTAGO The early part of summer offered up some great soaring weather with the Christmas holiday period being especially good. Club members flew at Alex and Omarama with some very good thermal flights that ranged from east of Central Otago and westwards beyond the Southern Alps. What spectacular and varied scenery we have here. Of course, we stretched things a few times resulting in two or three land-outs…. all part of the fun.

Our two newer members are making good progress. Wills Dobson went solo at the Omarama Youth Glide Camp in December (thanks to Roger and all the crew). Nick Sherlock drives up from Dunedin every weekend and has had a diet of long soaring flights. As a result, he can thermal really well and just needs more flights to fully master the air-ground interface!

JR

GLIDING HAWKES BAY AND WAIPUKURAU The second weekend of November saw the club have its busiest weekend for many years with nearly 50 flights logged. ATC cadets were given trial flights in ideal calm and flat conditions which were followed with a number of trial flights and potential new members having an introduction to gliding.

Near the end of the school year a number of Havelock North High School students were introduced to the joy of soaring. Early morning low cloud slowly burnt off to reveal lines of cloud with silky smooth two to four knot lift. Students had great views of the local area and clouds while climbing up and above the clouds. A video made by the students can be viewed at https://www.youtube.com/ watch?v=P6YemtPAMRk Graham White and Allie Thompson took GHB, the club’s self-launching Grob 103C III SL, to Omarama for the annual Youth Camp and had some fantastic soaring.

Gliding Hawkes Bay and Waipukurau:

Central Otago:

The club instructors have been run off their feet some days with students and trial flights taking every opportunity to fly. Wayne Golding completed his first gliding solo in December and completed his A Certificate flying requirements in January. Wayne has purchased a Phoebus which he is currently working on to get back into the air. Allie Thompson has progressed to the PW5 while Ryan Maney has also fulfilled the A Certificate requirements and will be looking to move on to the PW5.

Club secretary Jason Kelly had a challenging wave flight in the LS4. After launching he quickly found strong lift to 15,000 feet just west of the airfield before finding even stronger sink. Large areas of over 25 knot sink were evident and this, combined with a largely blue sky and the wave randomly rolling forward, made staying aloft a challenge at times.

There have been some good flights by Graham White in his LS8 and Brian and Jason Kelly in the ASH25M using thermals and convergence lift to fly around Hawkes

Bay and to and along the ranges with cloud bases on excess of 8,000 feet.

The auto engine powered Skylux continues to move slowly along. The latest news from the owner is that he hopes to have the test flight regime completed by the end of this year.

NELSON LAKES The summer, for the most part, has been tougher than the norm. It has though, in the past week or so improved back to ‘normal’ gorgeous Lake Station days. Previously with the higher El Nino winds it has been tougher to get out of the valley and away from the winch for many of us mere mortals.

But Frank has racked up some handy OLC kilometres. Marc took Lars on a jolly to Single Peak in a Twin Astir which was a great effort around Xmas. We had a successful Ab-Initio course in December which was run

by Ken and Marc. We did it over two long consecutive weekends. It worked a treat and the weather played ball until the last day. Ben Tilly went solo and since then Lars, a Youth

Gliding Hawkes Bay and Waipukurau: Blue wave over Hawkes Bay 22 November 2015.

February–April 2016

55

CLUB NEWS for two weeks and had reasonably good weather which allowed lots of club flying.

David Jensen and Doug Henry turned up and did a west coast blast on one of the days. We also had a visit from Roger Read.

Our most significant news is that gliding legend Ian Findlayson has now sold his ASW 27. As Life members, I am sure he and Shirley will still keep a keen interest in club activities and we look forward to seeing them on the airfield in their gliding retirement!

SC

Photo Dougal Wickham

TARANAKI

Taranaki: Green and Les Sharp in Twin Astir WZ on tow, the PW5 TE having just landed.

Glide member, has also gone solo.

We have had good club days and February is always a big flying month for us.

We have had a good year so far, the coffers are getting more robust and we have been keeping our costs down which has been a great effort by the members. We dropped our flying per minute price for the members and re introduced the old bulk fee of $1500 to fly yourself silly for a year which has been well received. So we’re ticking along.

Captain Sink

PIAKO

Photo Tim Hardwick-Smith

We have had some occasional good flying, although our farming club members are happier than most with their season.

Our annual Cross Country course was well attended with some good cross country flights and several out-landings. The course, run by MSC, was well organised by MSC President Dave Moody. The following week was the North Island Regionals with 22 entries. The Open Class managed to get three days flying, but racing class only two.

There was a week break and then the ATC held their National Gliding course. It seems that this time of year suits better, so very likely we will see that held in December from now on. Our Christmas camp was well attended, but like the Regionals, the weather was a little indifferent. It was well attended

by Auckland GC. We had our usual migration to Raglan

Taranaki: Dougal Wickham, just after completing his first solo.

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February–April 2016

We have missed a few contributions because I was out of sync with the deadlines but I think we are OK this time.

The season has been a mixed one with some good days and other not so good when it has been better to stay in bed.

Dougal Wickham who re-joined the club back in August has made meteoric progress, picking up where he left off, gone solo, cleared to fly the PW5, went to the Matamata Cross-Country Course and flew all around there. Back here, he has had some good flights in the PW5, adding to the demand now for this aircraft. Back from glider retirement is John Spence, a former CFI, Secretary, newsletter editor and peerless fundraiser of former years who is now looking to getting back solo and some good flying without the pressure of all the other jobs he had before.

Sam Tullett, freed of exams, went off to the Youth Soaring Development Camp at Omarama. He did that and stayed to do some more flying. One pilot, now coming to grips with his Ventus, had a crack at the Auckland Regionals and came sixth and then trotted off to the Central Plateau Comps along with Peter Cook. Peter achieved 8th place there and is currently at Taupo for the Nationals where an umbrella may well be de rigueur together with achieving some good land-out practice on good days, we are told!

We’ve had a couple of busy days recently in reasonable to good conditions.

Papa Mike

WELLINGTON The summer team of Jake Brattle and Laszlo Paszternak have been very busy since December for our final season here at Paraparaumu. Micheal Jahn and his two German friends have now also joined the team for the last two months of operating (and heavy lifting!!) prior to the big relocation to Papawai. As at writing, a tentative final hurrah ‘last week’ celebration is scheduled for the week leading up to Easter, with departure for a new start at Papawai on 1 April.

CLUB NEWS

F OR S A L E • WA N T E D • S E R V IC E S • E V E N T S

Wellington: Ian Johnston celebrates going solo.

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 Tim Bromhead, 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.

We are very sorry, but due to technical difficulties the GNZ Website classified page has not been updating. If you have been advertising on the website, please go online and check that the ad is there and the details are correct. SoaringNZ is reprinting the classifieds from the last issue, updated to the best of our ability. We can’t guarantee that an item listed here has not been sold.

GLIDERS

Wellington: The new hanger.

This should all be at the same-ish time as the arrival of our brand new Skylaunch Evo winch, so it’s pretty full on for the next few months.

As anyone who has moved houses after nearly 50 years can attest, we have accumulated a mass of memorabilia, essentials and a ton of junk!

Multiple trips to the tip and skip delivery has started to make a dent in it but that pile of ‘could be useful’ doesn't seem to be reducing much.

The new hangar is progressing well (see the photos from 28 Jan) and we expect to have lockup stage and handover at the end of February.

The design is a huge credit to Martyn Cook and his team. After researching all manner of hangars and the various strengths and weaknesses of each, he created a truly world leading Box/Omarama Hybrid that makes the most of the strengths of each in a highly functional work of engineering excellence.

The Gliding Wairarapa team and our club members, too many to name, are pulling out the stops to make the Greytown Soaring Centre vision a reality and build a strong club spirit for going forward. It has been a pleasure to see.

And amongst our first solos this season, we have Ian Johnston who celebrated in a manner we certainly hadn't come across before.

DG400 • Engine 200hrs out of 300 TBO. Checked every year by Colin Alexander, always has consistently low tolerances. Plus, spare engine complete with retraction system and electric motor and has low hours. Sold with the glider and NOT available to other DG owners.

Upper surface and wing tip refinish in PU, Mountain High O2, Cambridge wired for Pda/Pna, transponder, clam shell trailer, hanger covers, tow out gear. Options include auto park and retract engine, tail wheel fairing, large dedicated avionics battery in engine bay (glider has huge battery capacity) spare DG600 prop. All ADs up to date. Spares package valued at over $5,000. $85,000. Adrian Cable, adrian.cable@xtra.co.nz Adrian: 027 473 8231, Roger: 021 689 592 Nimbus 2b ZK-GIW • Next ARA due Dec 2016 1857hrs, 533 flts. PU Paint, Fixed Tail plane, All Surfaces Sealed and Mylared, Tabulator Tape, Mask Winglets, Double Bladed Airbrakes, Tinted Canopy, Adjustable seat back, L-Nav, GPS-Nav, Oxy, C Mode Transponder, National Parachute, Tow out gear, Trestles, Electric wing rigging cradle. Trailer refurbished and New Trojan Axles fitted. Glider located at Auckland. $45,000. Marc Morley. morleym27@gmail.com. Ph +64 274 626 751 Libelle 201b, GIU • #579 out of 601 made.

Approx 2400 hours 1688 launches (20 August) O2, Transponder, 6 channel Tait radio, Borgelt B40 vario, Chute, Trailer. Good original finish.

Annuals currently underway. $18K. Ph Paul 021 331 838 email P_Marshall@xtra.co.nz DG 300 Elan • GOZ (3E-99) 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. Apply to Errol Shirtliff ph 03 526 8724 or email shirtliff@xtra. co.nz

Lak 12. ZK-GRR • 20m Glider. 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. Price reduced to $35,000, negotiable. May sell half hangar share. Contact Bill Mace 027 541 0948 Ventus ct ZKG-OP 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. $105,000 Price Reduced. Contact Patrick Driessen ph 027 486 6441 email patdriessen@clear.net.nz 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 Phone 027 470 8915 email Haurakiac@xtra.co.nz SILENT IN. Self Launching Sailplane • $55K Alisport (Italy) self launching sailplane with retracting Alisport 302efi FADEC 28hp engine driving a monoblade propeller. For full details, Google 'Alisport Silent In' or <alisport.com>.

Airframe 890hrs, engine and propeller less than 4hrs (new 2013). Removeable winglets, tinted canopy, usual instruments plus Trig TT21 transponder (with Mode S) Wing wheel, tail dolly and one man rig gear. Excellent open trailer with current reg and WOF. Currently registered as Class 1 microlight. Neville Swan email nswan@ xtra.co.nz ph 09 416 7125 Nimbus 2. ZK-GKV • A well known glider and glider type. I am sad to have to part with this wonderful glider but needs must so I have reduced the price. Brand new PU paint on the fuselage and wing PU only 5 years old. Double bladed air brakes. New Schempp Hirth canopy, new mylar seals on wing, good road trailer. Steve Barham email barham@xtra.co.nz ph 021 642 484 – price reduced. $35,000

February–April 2016

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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

Ventus 2cT 15/18m – ZK-GRY • Finished in PU paint from new and has every factory option available at the time including 15m Wingtips, Mountain High 02 system, Nose and C of G hooks, on board refuelling system, tail tank etc with Anschau Komet trailer. Full panel including 57mm Winter Altimeter, ASI and vario, Microair radio and Txpdr, CAI 302DDV with Oudie2 flight computer and Tru Track A/H with GPS heading. Alan Belworthy email a.belworthy@xtra.co.nz ph 0274 960 748. $195,000 Tauranga Gliding club Puchacz and PW5 gliders • Puchacz two seat trainer good hours left all ADs completed polyurethane finish, transponder, electric vario, no trailer. PW5 low hours with transponder electric vario and total energy probe with good clamshell trailer. The Tauranga club is looking to refresh its fleet and wishes to sell these aircraft. Adrian Cable ph 027 473 8321 email: adrian.cable@xtra.co.nz Grob 109 Motorglider + Hanger 1/8 Share • The Grob 109 is a comfortable two seat side by side touring motor glider. It has recently undergone airframe refurbish inside and out which includes leather seats, rebuilt instrument panel, new seatbelt webbing etc. Normal cruise is between 85 - 100 knts, burning 13-15 litres and hour. 80 litre fuel tank. Gliding performance angle 27:1. Equipment includes a 720 channel Becker comm, Terra transponder, Cambridge audio vario, Kennard fixed ELT plus the usual set of analogue instruments. Nominally a glider, with a very reasonable gliding performance, it has a beefy ninety horses up front to push it along at over 150kph. I’m selling my one eighth share, including the hangar space to store, for $10,000 Michael Furniss email jnmfurniss@gmail.com ph 022 611 4565 Ka6CR Glider GEH • Excellent condition, with Borgelt vario, average and speed to fly. Terra 760D radio. PLB. Wing walker, fuse stand, clip on tail wheel. Parachute. Recent Annual. Recently painted trailer, spare wheel, new registration and last warrant Feb 2015. Based Nelson. Offers considered. April Rumsey email april_rumsey@yahoo.com ph 027 220 3306 Duo Discus X. ZK-GRW presently at Omarama • Serial No 541 (2007 build, first in service 2008). 1070 hrs and 232 launches. Immaculate condition.

PU finish. Never watered. Cambridge 302/303. Front and rear. Cambridge LNAV. Winter mechanical vario front. Becker Radio, Funke TRT 800 Transponder. Flarm. Mountain High oxygen system. Four fuselage batteries. 2x Turn and slip. Jaxida Covers. Always hangared in her covers. Accident free history. Superb COBRA trailer (single axle) with one man tow out gear.

Serious enquirers may inspect the glider at Omarama by prior arrangement with Justin Wills. Rod Witter email Rodney.witter@btinternet.com ph 0044 1244 325 730 Springtime Promotion – reduced to $190,000 Standard Libelle 201-B. ZK-GIA • Serial no. 466. 1778 hours at last ARA. Owned and beautifully restored by Bill Walker, new leather upholstery and fittings. New wiring, panel configurations for new instrument layout.

Mylar sealing of control surfaces and zig-zag tapes. Winglet modification of local design has been tested. Equipment – Microair M760 Com, Terra TRT250 Transponder, Cambridge 302 Flight computer and vario, ClearNav. Homebuilt, NZ made trailer. This glider is fun to fly and has been carefully restored. You could be buying this to enjoy flying it in the popular club class. Glider at Omarama and available to inspect over the New Year period. $25,000. Contact Sonya Walker 021 256 5258 email sonya@ rowingnz.kiwi

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February–April 2016

ASW 15 ZK-GGT • A simple glider of its age, well maintained and very tidy.

Economic safe flying. $10,000. Ph Chris on 021 100 7040 or email for pics etc chrispauleen@gmail.com

HANGARS 18m hangar spaces in the Omarama Hangar • $30,000 or near offer.

Contact Mike Hamilton ph 03 962 1530 email mike.hamilton@hamjet. co.nz.

Hangar space, 15m, east hangar at Omarama • Asking $1,500/m or reasonable offer. Contact Linda vindaloulou@gmail.com ph 03 348 7009 or 021 071 8402.

Omarama 20M Locked Hangar Space (first row) • with water, power and painted floor. Great neighbours and very secure. D P Laing email david.p.laing@gmail.com $52,000

TOW PLANES: Eurofox Tow Plane • Aeropro Eurofox 3K Tow, Advanced Microlight. 100 hp Rotax 912 ULS engine, DUC Windspoon 3-blade propeller, tricycle undercarriage, tow hook, Dynon D1000 Skyview glass cockpit, Flarm display, Transponder, Garmin Aera 500 GPS, SL40 VHF Comm, Aircraft is only 2 years old with 180 hours TT and in “as new” condition. Will be sold with new annual and a 200 hour inspection. Asking price NZ$103,000 plus gst ono. Warwick Bethwaite email warwick.bethwaite@gmail.com ph 027 374 1059 180hp Pawnee Tow Plane • Fresh engine, all ADs completed, ready to go.

Tauranga Gliding Club is looking to upgrade its fleet. Ph 027 473 8321 email: adrian.cable@xtra.co.nz

OTHER FOR SALE Cambridge Vario CAV II with flask • In working order as I have upgraded my Vario. $100. Lionel Page email lionelpnz@gmail.com ph 021 534 103 Solid State Altitude Encoder manufactured by Trans- Cal Industries • Transform your old transponder, reduce the power consumption to next to nothing, eliminate the “warm up” time. Brand new, unwrapped in original packaging with release note. $500. Email mda@308.kiwi.nz ph 027 450 8505 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 Roger Sparks ph 027 495 6560 email r.sparks@xtra.co.nz Sailplane Instruments • For Sale due to panel re-organisation; offers sought. LX100 vario, 80mm, serviceable, A8A Oxygen regulator, adjustable constant flow, servicable, 200 bar max inlet pressure, certified to FL25 by Avox, 12V Gyro Turn and Bank, servicable with new release note from Liviu Avionics, Terra Mode C Encoder, status unknown, purchaser can inspect and trial with no purchase obligation. All items in Auckland, can take photos on request. Contact Andy Mackay email andymacfly2002@ yahoo.com ph 021 174 4719

GNZ members are eligible for one free non-commercial classified advertisement per issue.

Deadline for receipt of advertising for our May issue is 22 April 2016.

Volkslogger 1.0 Make an offer • Laurie Kirkham email laurie.kirkham@ xtra.co.nz

Wanted good serviceable parachute, needs to be good for 100kg • Havelock North Email jason.price@nz.hjheinz.com ph 021 977 240

Selection of Instruments from a wooden Glider • Vario –Electric Altriss, Airspeed Indicator-to 130 KnotsAll the instruments were removed in working order from glider that had current ARA. These units are all being sold separately so any reasonable offer for each of them will be considered. Paul Clarke email: paul_clarke@clear.net.nz

Old base station radios wanted • Prefer Model 835 made by Exicom, AWA or MAS. Alternatively AWA Model 235. But anything on the aeronautical band considered, and any condition. Martyn Cook email martyn@actrix. co.nz ph 04 239 9759

Oudie with Sunlight Screen Update • Like new well looked after, never dropped. This has the upgrade to the sunlight readable screen. Includes Carry case, Ram mounts, USB to Serial cable, etc $600 email doug@ waipapaeyecare.co.nz ph 021 118 5797

Standard Cirrus • Looking to buy a Standard Cirrus 15 metre sailplane.

Complete with trailer. Any condition considered. Contact Barry Gillingwater email barry@bga.co.nz ph 027 295 4339

80mm ALT • Selling due to upgrade. Make an Offer. 80mm ASI. Removing due to upgrade. Email doug@waipapaeyecare.co.nz ph 021 118 5797

Locator Beacon • Kannad XS3 Serial No 012015-006 New battery Feb 2015 and current release note 17095/1. As new condition and complete with carry case. $300. Robin McRae email robin.mcrae@aon.com ph 027 448 3704 Microphone, Pieker TM170 • Dynamic, 23 inch gooseneck, as new, complete and serviceable. Installed as part of fault-finding on Becker radio, was not the problem, radio swapped for Microair. Becker 3201 also available, not servicable in current installation so removed. Negotiable. Contact Andy on 021 174 4719 email andymacfly2002@yahoo.com

PARACHUTES 1996 Irvin Great Britain, Type EB86 S/N 540351 • Owned by me since 2007. Just repacked by Wayne Holmes at Skydiving Kiwis in Ashburton.

Excellent condition, looks unused. It is comfortable but a bit long in the body for me. Offers. Contact RIchard Johnson email johnsonra@xtra. co.nz. Ph 027 614 0348 Blue Parachute • Australia Slimpack. Manufactured July 1998. Case due for renewal in 2018; canopy service life unlimited. Manuel available. Open to offers. Contact Robin McRae 027 448 3704 email robin.mcrae@aon. com or Robin Britton after 4 December ph 027 281 2969, email rbritton@ wave.co.nz

FOR SALE

Borgelt B2000 • This came in the glider and worked for 2 flights, now does not. Not wasting any time or effort on it replacing with LXNav Flight computer. So if this is any good for parts or if you want to try and get it working contact me. Includes serial port, GPS, Remote control etc.

Douglas email doug@waipapaeyecare.co.nz ph 021 118 5797

DG 400 SELF LAUNCHING GLIDER ZK-GOM first flew in December 1984 and has completed 1,793 hours and 247 hours on the engine, spare motor available. Comes with 15 and 17, tips, tow out gear, wing and tail plane hangar covers, 2 canopy covers, EDS and A8A oxygen with quick connect refill. Cambridge GPS and Winter mechanical vario. Dittel FSG60M radio and Terra 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. $89,000.

Contact: Mark Aldridge 0274 508 505 or email mda@308.kiwi.nz

OMARAMA CHALET FOR SALE

WANTED Icom handheld radio for use in vehicle • I’m wanting a second hand airband (118-135 mHz) transceiver, to mount in a vehicle, while towing gliders on the airfield. Ideally I would like to be able to transmit, and power from cigarette lighter. Old models are fine, as long as they work. Would consider panel mount radios, as well as handheld. This is for use in Australia where icom has exemption for ground use. Possibility of pickup or postage to Nelson or Auckland. Am willing to consider higher prices, would prefer not to buy new unit. Andy Benton email barneyk6cr@gmail.com $150

Built for Dick Georgeson in 2009, fully furnished and equipped, dishwasher, Sky TV etc. Enquiries: Anna, 03 322 8190 wilson.georgeson@gmail.com

February–April 2016

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SAILPLANE SERVICES LTD Specialist Composite Aviation Engineering

NZ agents for Schempp-Hirth Sailplanes, LXNav Soaring Equipment and Trig Avionics all state of the art equipment for soaring aircraft.

Ross Gaddes email ross@sailplaneservices.co.nz phone +64 9 294 7324 or +674 274 789 123