SoaringNZ Issue 61

NEW ZEALAND’S PREMIER SOARING MAGAZINE

CENTRAL DISTRICTS CHAMPS ISSUE 61 MAY/JULY 2020

300 KM WHENUAPAI TO KAIKOHE AND RETURN AN AUSTRALIAN SOARING SAFARI VINTAGE KIWI NATIONAL RALLY • CLUB NEWS

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CONTENTS 16

23

36

44

FEATURES JOHN MCCAW

12 Centralines Central Districts Gliding Championships

16 300 km Whenuapai to Kaikohe and return

32 28 Feature Club Omarama

REGULARS

44 1,000 km in “No Good”,

7 Log Book

the Flying Pig (an Astir)

32 Thunderbolts and Lightning

46 A Chilling Situation

36 A n Australian Soaring

50 A mazing People from the

Safari

20 A ssigned Area Tasks 23 T urn Left at Napier

Vintage Kiwi National 40 Rally

26 Bruce Cunningham turns 100

Pat’s "nice flight from 42 Drury"

pages of SoaringNZ

56 Blast from the Past 60 GNZ Awards & Certificates Gliding New Zealand 62 Club News

66

Classified Advertising

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SOARINGNZ • ISSUE 61

FROM THE EDITOR JILL MCCAW

THIS IS THE FINAL ISSUE OF SOARINGNZ. 13 years ago, at a ‘campfire meeting’ at Christmas Camp at Omarama, with the encouragement and support of a few local gliding friends, Nick Reekie and I hashed out an idea for a modern glossy A4 magazine.

We were going to launch it on the country by stealth, but then GNZ called for tenders.

We created a mock up and put our proposal in. My kids were still at school and we had yet to discover that New Zealand wasn’t nicknamed the shaky isles for nothing. We knew, but hadn’t understood, that major bush fires could encroach on Christchurch and gun violence and terrorism could happen here.

SoaringNZ won the tender. Nick announced his work was done and the rest was up to me.

12 years ago, as Omarama was about to host the First World Gliding Grand Prix final, the first issue of the new magazine came out. SoaringNZ rapidly found its wings and took off.

The world has changed greatly since we

PUBLISHER McCaw Media Ltd

EDITOR Jill McCaw soaringnz@mccawmedia.co.nz

ANNUAL SUBSCRIPTION RATES New Zealand $75 $86 Australia/South Pacific Asia $98 UK $100 Europe $109 USA $109

started and not only because of the big events mentioned above. Information sharing technology is probably one of the greatest changes - all the information you could ever want, whenever you need it. In contrast, a story in the magazine can be three months old by the time it goes to print.

A couple of years ago there was a remit to the GNZ AGM to the idea that a hard copy magazine was no longer needed. There really was no answer to that. It was true.

Clubs and the Executive disseminate their news and information via email and social media. What saved the magazine was that the majority of members wanted to have the lovely-to-look-at and lovely-to-hold

hard-copy paper mag. And I recognise that you still do.

I have loved creating the magazine but, for the last ten years I’ve been breaking even but not making any money.

On reaching the milestone of 60 issues, I started running some figures and giving some thought to the future. My expectation had always been to make money from producing the magazine but that would have involved an increased number of GNZ members plus a good uptake from private subscribers. That didn’t happen and in fact, membership is slowly dropping. Advertising revenue also never became the earner I

ADVERTISING, EDITORIAL AND SUBSCRIPTION ENQUIRIES

DESIGN RGB Design & Print Ltd

McCaw Media Ltd 430 Halswell Rd Christchurch 8025 New Zealand soaringnz@mccawmedia.co.nz Tel +64 3 322 5222 John – 0272 804 082 Jill – 021 1261 520

PRINTER Spectrum Print PROOF READING Helen Cook SoaringNZ is a quarterly publication produced by McCaw Media. Advertising statements and editorial opinions expressed in SoaringNZ do not necessarily reflect the views of McCaw Media Ltd unless expressly stated.

©SoaringNZ is subject to copyright in its entirety. The contents may not be reproduced in any form without written permission of the owners. All material sent to SoaringNZ will be assumed to be publishable unless marked not for publication. SoaringNZ invites contributions but accepts no responsibility for unsolicited material.

ISSN 1178-4784

involved in all things gliding in a totally vicarious way. There have been amazing flights and amazing people in the pages of the magazine. We’ve shared a few of those stories in this issue, to remind you where we’ve come from. Looking back, I can’t believe that I managed to produce the magazine, on time, right through the disruption of the earthquakes, the loss of our house, the loss of the printer’s facilities and all the years of hardships that came after that. I think it’s the Scots that have the curse, ‘May you live in interesting times.’

We certainly have and through everything that’s happened in the last decade, I have kept producing SoaringNZ. I will miss it, but I am happy to move on. I will be studying for a few months, gaining the credentials to go with my experience as an editor, both copy editing and proofreading and hope to hang up my shingle as a professional editor before the end of the year. Of course, I’ll be working with GNZ on their online platform too.

had hoped. It was ridiculous to expect that it would when you consider the small circulation that we have. I must thank the two advertisers who have stuck with us all the way though: Glide Omarama and Sailplane Services. Your support has meant a great deal.

All good things come to an end and SoaringNZ is over. GNZ and I are working on a way of taking the SoaringNZ brand into the future, sharing the memberships’ stories and pictures in a more immediate way online.

Watch the GNZ social media platforms for more on that when we’ve figured it out.

In the years I’ve been doing this I’ve been

I can’t leave SoaringNZ without acknowledging and thanking some very important people. Firstly, of course, John McCaw, the other half of the team here in our home office and the source of so many of the great images we’ve shared over the years.

If John didn’t have a good day job, I wouldn’t have been able to stick it out, producing the magazine for as long as I have.

Max Stevens and John Goddard have proofread nearly the entire 61 issues out of the goodness of their hearts, because they want the magazine to look and read its very best.

Helen Cook has been our copyeditor since Issue 39, and I love the easy way we work together. She’s in Taranaki and I’m in Canterbury, but we’ll stay friends. Melanie Henrikson and Kate Stevens came before

her. All the copyeditors made such a difference to the quality of the magazine.

Many thanks to Guy Noble of Spectrum Print for his personal touch and pride in our product. Guy and Spectrum Print were our first printers and after a shuffle through a few others post-quake (some more successful than others) are also our last printers.

Rosalie Brown and Lee-Ann Collins of RGB Design are the people who are responsible for how good the magazine looks. Their skill at layout and design is superb. They are the people who take the raw text and pictures and make it into something you want to hold in your hands and purr over. We’ve become friends and have been together, right from the start. Rosalie produced the first mock-up concept magazine that won the GNZ tender. My visits to the studio to hand over the magazine files are a social event that I’ve really enjoyed. We’ve been through a lot together with teenagers, Canterbury earthquake rebuild woes and the quiet death of the print industry. I’m going to miss working with them.

To all the very many people who have written up their stories and shared the experiences and joys of soaring - thank you.

Thank you all. You are the people without whom the magazine would have existed.

Once again, we’re in dangerous times.

Stay safe my friends Jill McCaw

I'm going to miss the crazy gliding people GEOFF SOPER

NEXT ISSUE

NEW ZEALAND’S PREMIER SOARING MAGAZINE

Alex White from Waipukurau flying over Hunter Valley Station by Lake Hawea.

CENTRAL DISTRICTS CHAMPS ISSUE 61 MAY/JULY 2020

300 KM WHENUAPAI TO KAIKOHE AND RETURN AN AUSTRALIAN SOARING SAFARI VINTAGE KIWI NATIONAL RALLY • CLUB NEWS

JOHN MCCAW

MAGAZINE DEADLINES

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May–July 2020 • LETTERS TO THE EDITOR

LETTERS TO THE EDITOR THANK YOU I have been an avid reader of SoaringNZ since the current editor began her duties. As an overseas reader and frequent visitor to NZ, I just want to offer my perspectives and wish her well as she moves on.

SoaringNZ always impresses me, as it reflects the strong camaraderie across the sport in New Zealand. There is an eclectic mix of unique ‘home grown’ deep technical content, along with human interest stories that glue the soaring community together. It is a good mix and I hope it will continue because it brings together pilots and wannabes and ‘crew’, in perpetuity.

As I contrast New Zealand with my own beloved adopted country of 40 years now, I see a stark difference. In the USA, generally speaking, the sport tends to be towards ‘individualism’.

The strong move towards self-launching gliders has increased this. An unfortunate byproduct is difficulty with getting folks to volunteer whatever skills and resources they have, for the greater good of the sport. Around the world we face big challenges against advancing the sport as we deal with increasing existential threats such as airspace grabs, cost, regulations, lost airport operations, and declining participation.

In New Zealand there is a dominance of community and ‘all for one and one for all’. I see this in the willingness (eagerness) of so many Kiwis to step up and contribute whatever they have to offer. It might be money, and often it is enthusiastic leadership on a project, or as a worker at a bee. The result is that things usually get done, and I admire that! That goes for magazine contributions as well.

And what I have found to be particularly impressive is the Youth Glide New Zealand activities and achievements. Multi-generational families in the sport must surely be the backbone to our future. Heck, the editor’s family is a great example of an enthusiastic multi-generation family in the sport, with the richness of a very wide circle of life-long friends emitting directly from the collective focus and passion for soaring!

Thank you, Jill McCaw! JOHN MCCAW

Jim Herd – Minden, Nevada, USA

LOGBOOK • May–July 2020

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LOGBOOK GOODBYE SOARINGNZ On behalf of gliding and soaring friends from New Zealand and all around the world, I wish to say, Goodbye SoaringNZ. This is the last issue ever. Thank you, Jill and John McCaw! You have been so good to us for 12 solid years, bringing the soaring community of New Zealand and others from afar cool soaring stories of 50 and 300k flights, first solos and youth glide camps. We felt the enthusiasm of the pilots telling the stories.

Thank you for taking us out of the pre-war black and white magazine of the last century and into the new millennium with awesome action colour photos and kind words to motivate the soul.

The magic thing about the SoaringNZ magazine was arriving home from a hard day and finding the latest edition on the bench, tearing open the cellophane wrapper and skimming through the awesome photos then sitting down with a drink and reading it cover to cover, learning how the other clubs were going, comparing first solos and “C” badges and planning on the next mission.

Thank you for the journey and news from around the world. You took us places we would not have otherwise gone.

You have left a bright legacy with 12 glorious years of stories, reports, and timeless images.

We know moving on is your decision and that it must be a difficult one. SoaringNZ will be missed.

Terry Delore

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.

LAST ISSUE With this issue being the last (most likely – but who knows what the future holds) printed version of SoaringNZ, it is with more than a touch of sadness that I say goodbye to our iconic publication.

Unfortunately, the small circulation, lack of advertisers, high costs of print and post, the advent of digital media and the need for Jill to earn real money, have all combined to make what was marginally viable no longer viable. Since SoaringNZ first hit our letter boxes in 2008 with the December 2007 / January 2008 edition, this magazine was something special. Combining beautiful photography, excellent article editing and a high gloss, large format layout, our magazine was the gold standard and envy of many others around the world. I have enjoyed immensely both reading and contributing articles to SoaringNZ over the years and have carefully kept every copy from Issue 1 right through to this last one, 60 issues and 12 years later. I’m proud of what Jill has achieved through great vision, dedication and lots of underpaid hard work. All good things must come to an end however and as we are all aware, now more than ever, the world keeps turning and things move on.

Some things won’t change. We will still want to share with our family, friends, fellow fliers and the world the amazing things we do in the sky and on the ground. It just won’t be via a glossy mag. It will be, and already is, high tech, high resolution, immediate, sometimes live, but always available, for you to consume anytime, anywhere, on any device. High quality, well written, longer form stories and articles will still find their own place in this brave new digital world, so do not expect Jill’s skills or the SoaringNZ brand to be lost to us forever, just expect them to be on your screens and not in your letterboxes.

So, thank you Jill, for the hard yards, blood, sweat and tears that have given us 12 years of a most excellent publication. One door closes and another opens and we look forward to what comes next.

Steve Wallace GNZ President

GLIDE OMARAMA The Omarama Airfield is calling for applications from parties who have an interest in operating gliding services from the airfield. SoaringNZ understands that Glide Omarama’s operating licence with Omarama Airfield Ltd has expired and the airfield company cannot legally renew the licence without advertising for expressions of interest, just as it did for the café.

Glide Omarama is intending to be back in business in the spring, with the correct Part 115 certification from CAA. GNZ has made overtures to CAA to allow GNZ to be more involved in the qualification process in order to make things easier and cheaper for pilots to gain the commercial rating CPL(G) .

GLIDING NEW ZEALAND CONDOR CHAMPIONSHIPS Abbey Delore reports on its success:

Taking advantage of the soaring drought, a crew of CGC members ran the Gliding NZ Condor Champs.

There was great interest from people all over the world in spending lockdown, virtually, in New Zealand skies. There were over 80 registered pilots flying in the seven race challenge with an average of 30 joining live every second night.

Other than the main element of enjoyment and keeping gliding morale strong, tasks were hosted at gliding clubs around New Zealand to promote different soaring areas for people to mark on their flying calendars for upcoming seasons.

As it was run by Canterbury, the first and last of the tasks were based at and thoroughly enjoyed at Springfield. This was a great promotion of our racing scene, especially in light of our Canterbury Champs later on this year. Other locations were: Nelson Lakes, Matamata, Taupo and two tasks at Omarama.

Tasks were designed to be achieved in a couple of hours.

The first inaugural Gliding NZ Condor Championships was won by Nick Oakley.

Followed by Luke Dale (UK) in second place and Mark Shrimpton (NZ) third.

The Condor racing phenomenon is massive and aside from the fun competitive element, the Condor soaring simulator is a fantastic training tool for crosscountry exploration, badge flight familiarisation and more.

SUPPLIED

LOGBOOK • May–July 2020

CANTERBURY GLIDING CLUB’S NEW SMEG BBQ CGC has a flash new SMEG barbeque to use this summer, thanks to the Auckland Gliding Club and SMEG, sponsor of the Auckland Enterprise Competition. In January, Derek Kraak travelled to Auckland for the contest, and was awarded the barbeque for his club in the spirit of fostering closer relationships between the two clubs.

On receiving the gift Derek cordially invited all pilots to attend Canterbury’s Springfield Enterprise Week - 28th November to 6th December 2020. He’s going to shout the sausages. “I would like to thank Auckland for their hospitality and for the opportunity to learn how to run a friendly fun comp! The barbeque is going to be a great addition to our club.”

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Piako Gliding Club’s Lockdown Seminars Piako has been entertaining and educating their members and pilots around the country and the world with an excellent series of webinars. The links can be found via YouTube, The Piako Club’s Facebook Page and the club’s website.

The topics covered are: An Introduction to XC Soar

Dave Dennison

Convergence Flying

Tim Bromhead

Landing Out

Derek Shipley

Private Glider ownership Dave Jensen and Mike Strathern Task Planning and Preparation Terry Delore Contest Prep and AATs

Steven Care

JOHN MCCAW

10 • May–July 2020 • LOGBOOK

GLIDER FACTORIES DURING THE COVID CRISIS

SCHLEICHER FACTORY

SCHLEICHER reports that their Production and Maintenance divisions continue to operate despite the crisis.

In recent weeks we have been primarily occupied with putting in place the required safety measures for the protection of our employees, as a result of the Corona crises. Up to now we are not aware of any Corona cases in our area so that we are confident about continuing to carry out our normal business activities.

Original worries that delayed or even unavailable parts and material deliveries could force production slowdowns, have so far luckily not come true.

DG FACTORY the motor and propeller had to be removed to perform load tests, DG-1001 engine bay has enough room to house batteries

JONKERS: South Africa went into a complete lockdown (level 5) for 21 days and on May 1st, dropped down to level 4 that allowed manufacturing companies to have 30% personnel on the premises with strict measures implemented to limit the spread of the virus.

JS used this opportunity to the best of our advantage, by implementing two shifts per day and having all non-production personnel working from home offices. Our production team is at this moment focusing on areas behind schedule and the production of JS2 parts have started under the control of our design organisation.

We would like to thank you for your support and stay healthy!

Our engineering team, providing engineering services, is operating at full capacity, and outstanding work on the JS2 is almost completed.

DG FLUGZEUGBAU also continues production.

Management and other supporting staff are working full office hours from home offices, and administrative and support functions continue normally.

Of course we are struggling with different problems and delays that we are not used to. But we reacted very early to this situation with all necessary safety precautions. Our employees are equipped with multiple sets of masks and follow exemplarily hygiene practices. At this point we want to send out a big THANK YOU to all our employees for their great work and cooperation. This allows us to keep up production.

We believe that lockdown restrictions will lift to level 3 shortly, allowing us to proceed with full production in two shifts.

According to project leader AP Kotze, the production of the JS2 demonstrators has started and we are still on schedule to start with flight tests in the end of 2020.

In the meantime, People keep on asking when the DG-1001e neo will be ready to fly! A reasonable question because the glider was planned to take off early this year.

Some German states allow flying single seated again. We hope that there will be a solution available soon to perform customer test flights as well.”

SUPPLIED

Although we reacted to the COVID-19 crisis quite fast, the current situation noticeably slows down our operation. As a result, delays were unavoidable. The prototype is in final assembly now and important load tests are performed.

JONKERS JS1

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MEMORABLE FOR THE WRONG REASONS • May–July 2020

JJ and JK

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The sisters have been reunited. Standard Cirrus gliders ZK-GJJ and ZK-GJK along with ZK-GJH were imported into New Zealand in 1975. JH was destroyed in an accident in the Waeranga Valley in 1989 but must have been restored because it is listed as for sale in this issue’s classified. JK has been resident in Canterbury for the last five years, enthusiastically pedalled around the skies by John and Alex McCaw. JJ has been in Wellington, owned by George Rogers and Hamish McCaw. Recently, following George’s death, Hamish sold a share to Alex Hewson of Canterbury and the glider came south. In this photo Alex and Alex are soaring the top of the Springfield Ridge (pre lockdown).

WAVE OVER THE NORTH ISLAND DURING LOCK DOWN

MEMORABLE FOR THE WRONG REASONS

WORDS BY SUE TRUMAN

I had one flight a very long time ago that was memorable for all the wrong reasons, as well as for the right reasons.

I checked back through my logbook and managed to find the flight.

I was flying Standard Libelle ZK-GGK in a regional competition task from Matamata on February 10th, 1979 - by my calculations just over 41 years ago!

I was near the front of the launch line so had quite some time to fill in before the start line opened. Before the start line opened, I had an overwhelming desire to urinate, but didn’t want to lose the advantage I had when the start line opened by landing and having to relaunch from the back of the grid. Of course, being female, I didn’t have the various remedies for this that were available to male pilots. I eventually crossed the start line almost an hour after launching, and of course once the idea of peeing was in my head, I couldn’t dislodge it! It built up to a very urgent need, but I could not find any acceptable solution to this problem that was diverting my brain from the task at hand. The competition task set was Matamata - Maramarua - Murupara Wairakei - Matamata. I flew for a total of almost 6 ½ hours before landing out in a large paddock at Atiamuri on the final leg. It was late in the day and I just couldn’t find enough thermal activity to get over the hills so I could head for home.

In the centre of the paddock was a large jumble of felled trees and stumps

which was the only shelter in the area.

I noticed another glider circling low overhead, obviously eyeing up my paddock as well. Although I would have been in clear view of the pilot my need to pee was the only thought in my head, so I leapt out of the glider, crouched down and did what a girl had to do in full view of the other pilot who was preparing to land. I didn’t care! Feeling very relieved I redirected my attention to the landing glider. After landing, the canopy flew open and without a word of a greeting the (male) pilot leapt out, dashed to the pile of trees etc. and disappeared. He reappeared shortly after with a huge sigh and said, “Oh, that’s better, I poked a hole in my pee bag with my pen just after I crossed the start line and I’ve been desperate ever since!” I can’t for the life of me remember who it was, but I can remember being doubled up with laughter and thinking that even the men’s system wasn’t fool proof.

As an aside, my distance achieved was 340 km - my longest ever flight - and at the time, I was told that it was the longest flight by a woman in New Zealand up to that date - unverified and obviously exceeded many times since then.

Your Facebook post asking for memorable flights made me remember this particular flight with a wry smile, and forced me to dig out my old logbook which I haven’t looked at for years.

CENTRALINES CENTRAL DISTRICTS GLIDING CHAMPIONSHIPS 22 – 29 FEBRUARY 2020 WORDS BY JASON KELLY

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Gliding Hawkes Bay & Waipukurau hosted the Centralines 2020 Central Districts Gliding Championships from Waipukurau Airfield.

CENTRALINES CENTRAL DISTRICTS • May–July 2020

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HE AIM WAS to have a friendly, low key contest with tasks achievable for pilots of all abilities and glider types. Local airspace is unrestricted to 9,500 feet which minimised potential airspace issues.

Word must be getting around that the event is worth attending with almost 30 entrants, even after some last minute withdrawals. Task setter Graham White did an admirable job with a field ranging from a PW5 to ASH25M. Under the aegis of contest director John Etches, things got off to an inauspicious start with practice day seeing just a ferry flight from Bridge Pa and a local area familiarisation flight by the Auckland Duo Discus. It did, however, allow pilots to arrive and get rigged and ready. Sunday then proved to be a damp squib with no flying at all.

With the positive attitude of the contest director helping the weather, the next seven days were all soarable, although it looked unlikely on some days. Pilots enjoyed thermals, convergence and wave at various times. Mike Strathern also reported doing some ridge soaring in a Libelle.

While there were just three contest days, local no-stress flying was possible on other days with some notable flights. On the Wednesday with local conditions dying just after the start of the contest launch, conditions looked great on and over the western ranges. Taking a long tow in the ASH25M, Graham White and Jason Kelly were joined by Tim Bromhead in Clockwise from left: The grid, The wave, Grahame Player Sports 13.5m winner, Trace Austin Racing Class winner, Tim Bromhead Open Class winner

his Ventus CT 17.6m and explored the western ranges area south to in sight of the windmills and northwest past Taihape at heights of over 9,000 feet.

There were only a few land outs during the contest with Derek Shipley taking the prize for achieving the most. He has written a separate article about his exploits. Friday saw the most land outs in a day with a longer task and the weather bluing out earlier than forecast.

Youth pilot Kieran Cassidy, flying a DG 101 in his first contest, impressed with his flying abilities to finish 2nd on the 3rd day and 4th overall in the racing class.

A large contingent of pilots camped on the airfield and they were well fed with club run

BBQs on the Sunday and Wednesday nights.

The final dinner was held at a local cafĂŠ on the Friday evening.

With a cold front approaching with predicted rain mid-afternoon, the contest was declared ended on the Saturday morning. However, as forecast, there was good silky smooth, easy to get into wave ahead of the predicted rain which allowed climbs to 9,500 feet (the local airspace limit) without problems. A number of pilots took advantage of this while most packed up and headed home after prize giving.

Results, tasks and flight files are at https://www.soaringspot.com/ en_gb/central-districts-glidingchampionships-feb2020-waipukurau-2020/ results

Congratulations to the winners.

RESULTS OPEN CLASS: Place 1 2 3

Pilot Tim Bromhead Nigel McPhee & Lucas Bottin Stewart Barton

Aircraft Type Ventus CT Duo Discus DG 400

Points 2,986 2,019 1,958

Aircraft Type Discus CS Libelle LS4

Points 2,685 2,462 2,289

Aircraft Type Apis 13 ASW 15 Ka6E

Points 1,637 1,479 1,414

RACING CLASS: Place 1 2 3

Pilot Trace Austin Mike Strathern Steve Foreman

SPORTS 13.5M: Place 1 2 3

Pilot Grahame Player Clinton Steele John Tullett

CENTRALINES CENTRAL DISTRICTS • May–July 2020

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MOON LANDING Day 3. With a great looking sky, probably one of the best of the week, I headed into the foothills of the Ruahine Ranges in Jantar ML, all too confident that the lift would be plentiful. Not so, and the 3,000 feet on the altimeter was barely 1,500 feet above the lower slopes. Very quickly the game was up and I was looking for landout options.

WORDS BY DEREK SHIPLEY

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All went reasonably to plan, and although downwind with about 5 knots behind me, the paddock was very slightly up hill. It was large and had a body of dry looking grass which offered a nice bit of drag on the undercarriage. The landing roll was however a rougher ride than expected and went on a bit longer than I might have hoped.

Canopy off, and expletives out of the way, it was time to have a look around.

The first thing I noticed was rocks.... everywhere. Most were scattered on the surface, some were embedded. They varied in size from cricket ball dimensions up to rugby ball size. They were spread about at approximately one metre intervals. The general view is that I had landed in a driedout riverbed. I was very grateful that I hadn’t damaged the glider.

The second thing to notice was that this was a very isolated little spot.

With sporadic cellular coverage, communication with contest director John Etches was patchy, but good enough for me to let him know that the surface was, ignoring the grass, a bit moon like, and for him to let me know that access for a trailer looked very short on prospects. There followed a period of no cellular contact while I walked around to see if the rock count was less in other areas. Meanwhile back at base, pouring over Google maps and talking with tug pilots, it was decided to send the Citabria out with

Ross Kent and Pawnee pilot Ron Sanders to size up whether the Pawnee could do a retrieve.

They circled overhead, and eventually landed a couple of paddocks north of me. It was a good choice, with fewer rocks, but enough to still play on the mind.

Together we sized up the best area to try and tow off and pushed the glider up to what would be the starting point for the take off.

It was far from perfect, and as Ron and Ross left me, the best thing I could do was occupy myself with rock clearance. I would have needed all day to get sufficient rocks moved off to reduce the risks to an acceptable level.

It kept going through my mind, that just one rock could upset the Pawnee or the glider. I had set up an old fence post to support a wing for takeoff, but I was racked with doubt that I could keep the wing from dropping. The cellular signal wasn’t playing ball and so I couldn’t communicate these concerns.

Fortunately, back at base, there was some thought going into things, and I was very relieved to see the Pawnee approaching in company with the Citabria. So, assuming they could both land safely, I would have a tow and a wing runner. I have to say I was uneasy watching the landing roll of both aircraft. I knew the further into the paddock they ran the more rocks there were. Both bounced around uncomfortably from a spectator’s view, but thankfully, Ron Sanders

in the Pawnee and Neil Faulkner in the Citabria made it through the landing.

Using a short tow rope, and with a bit of headwind, we managed to get the combination airborne more quickly than we might have hoped. Without Neil running the wing though, I just don’t think I would have wanted to risk it.

About 10-15 minutes into the tow back towards Waipukurau I was pleased to see the Citabria come alongside.

Undeterred, the next day I landed out again, which surprised some people… Yeah right.

Anyway, that’s another story.

In case it is not obvious enough already, I am very grateful for everyone’s help on the day.

With sporadic cellular coverage, communication with contest director John Etches was patchy, but good enough for me to let him know that the surface was, ignoring the grass, a bit moon like, and for him to let me know that access for a trailer looked very short on prospects.

300 KM WHENUAPAI TO KAIKOHE AND RETURN WORDS BY IAN O’KEEFE

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This was my third attempt at flying from Whenuapai to Kaikohe and back home. Over the last 50 years a few pilots have attempted this run.

Most made the majority of the trip, only to be scuppered at the last leg, and only a very few have managed to complete it.

300 KM WHENUAPAI TO KAIKOHE AND RETURN • May–July 2020

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HAD PREVIOUSLY FLOWN up to Kaikohe with Steve Foreman and Dave Todd in 2016, however on the return the thermals disappeared on me and I landed out at Maungakaramea inland from Whangarei.

Meanwhile Steve (Hawkeye) took a different route and made it home after an epic 7 hour flight, with several low saves. Dave, alas, had landed at Kaikohe. At Maungakaramea I was entertained by the farm owner, fed lamingtons, watched cricket and lost a shoe that the farm dog grabbed from the front door and buried as I awaited my retrieve.

The second attempt, with the same intrepid wingman, took place the weekend before this attempt when I travelled an entire 13 kilometres as the crow flies to a paddock in Waitoki after desperately trying to get a save to stay aloft. Alas gravity won. That flight was intended to be a Kaikohe sortie. However, I stuffed up and paid for it. I reflected on this as I waited for my retrieve and saw everyone soar past above me.

The following weekend, in the middle of March, I did manage to soar to Kaikohe and back and achieve my 300 km Diamond badge Clockwise from left: View over Kaikohe Airfield, cloud streets,a buoyant sky approaching Whangarei, my landout from week before.

flight attempt. RASP was looking enticing and allowed a window of opportunity between midday and 5 pm. Having commenced at 12.30 pm the sky was certainly buoyant and good clouds streets were forming. This allowed me to zoom, zoom, zoom to Kaipara Flats and over into the Wellsford leg. I saw a paraglider above me to the east at 4000 feet over Moirs Hill.

It was a little slower through here to the Brynderwyns, however there were still good climbs to 4000 feet. As the day warmed up, I could leapfrog some inviting clouds and set myself a target altitude, making the decision of when to top up. I did a courtesy call with ATC Christchurch Information and to Whangarei Traffic to inform them of intentions, location etc. west of the Brynderwyns. Unfortunately, comms were a bit scratchy and lots of chatter resulted, which became rather distracting. I had to concentrate, as I was losing height. The message did eventually get relayed and my thanks to that aviator.

I quickly got re-established and continued towards Kaikohe. There is some very rough and high terrain heading into this area.

Forestry blocks which have been cut and logged dominate this area, which makes for some great thermal generators. A good climb

to 5000 feet and I pushed forward to hit that important turn point over the Kaikohe Airfield. The glide computer beeped and said head home, only 150 km to go‌ yikes.

There was some gliding activities at Kaikohe, but no response to my calls. The clouds were thinning out as I hit the turn point and this was an area where I did not want to land out.

The retrieve would have been horrendous.

Fortunately, I found a forming cloud and wham, up we went to the highest climb of the flight to head us on our way home. There were convergences forming and I generally followed these. I stopped and circled in some, but generally could keep flying forward.

Speed was the key. I needed to move as quickly as I could as I was concerned I would run out of good sky. I slowed up a bit between Mangawhai and Wellsford and tip toed to finally hit some good lift. I flew past another paraglider at this point. I powered to 4500 feet over Kaipara Flats and down into the Puhoi area. That was the last contact with any cloud, and I was confronted with a less than buoyant looking blue sky. I had a final glide to the designated Riverhead turn point, but it was going to be slim. Plus I would need sufficient height to still reach the airfield. I maintained a steady 65 knots which seemed the best speed and glide ratio. I locked myself

300 KM WHENUAPAI TO KAIKOHE AND RETURN • May–July 2020 • 19

Then I felt a bump… did a turn… lost it… pushed forward… another bump and turn… better… another turn… 2 knots… altimeter 1200 feet… 1300… thermal gone… still too far… pushed forward… bam, another bump… yes, turn… yes, more solid… yes, 1500 feet… right, off through the finish line and I can straight glide onto 08. The wind had changed, and operations were now on 26. I thought I may need to land downwind but as I got over the top of the Riverhead pub I had 1000 feet, enough for a normal circuit to land on 26. I brought the mighty ASW28 HS to a stop and opened the canopy to be greeted by fellow members and handed a celebratory Fanta.

Satisfaction.

up to avoid putting in any control deflections which create drag from control surfaces.

I watched the horizon slowly rise in the cockpit. Not a puff of lift…

I was not going to make it and I was going to be robbed. I took a few deep breaths and focused on what was ahead and identified possible paddock options. I was over the Riverhead forest on the Coatesville side at 1100 feet and was still several kilometres short of the finishing waypoint. Whenuapai looked so far from that altitude.

Thanks to the support team and the encouragement before and during. It was very motivational, especially when up there alone and a long way from home.

Some Stats: 354 km travelled, flight time 4 hours 29 minutes, max alt 5700 feet, average altitude 3599 feet, average speed 83kph.

Gliding is about tenacity and patience, and it pays dividends if you have that in your plan.

And always look at the clouds.

ASSIGNED AREA TASKS

BY GERARD ROBERTSON, BASED ON A WEBINAR

BY STEVE CARE

To the new competition pilot, the Assigned Area Task is mysterious. Circles around turn points on the task sheet don't make much sense.

The early competition pilot (me, for example) usually decides that just touching each circle and getting around the course is enough. For the first competition or two, that's a reasonable approach.

After all, simply getting around the course is likely to involve at least one out-landing. However, just as hope springs eternal, so does the competitive spirit in many of us. "How come they covered more distance than me and got home earlier?"

ONE COULD READ the sporting code, but here's a quick summary of an AAT:

» it's a timed race over a defined course » contest placings are based » » »

on average speeds early finishes are penalised (by using the AAT-allowed time to calculate your speed) finishing early is worse than finishing late as in all competitions, gliders are handicapped.

At this point, you'll either want to know more or may just shake your head and go away. Stay with me, as the AAT brings together many of the skills taught to you during your training (or formation, as the French so aptly call it).

Let’s work through a typical AAT, based at Matamata (since these are most familiar to me).

From the task shed, you'll see that it lists:

» the task: start line, turn points (with » » » »

circles of varying diameters) and the finish line (commonly a circle) the time allowed the minimum distance, i.e. flying the course to just touch each circle the actual task distance, i.e. to the centre of each turn point circle the maximum distance, achieved by going to the furthest side of each turn point.

The CD will set the task based on the forecast, aiming to set a task which the pilots

have a good chance of completing. Based on the CD’s estimate of average speed, the task will be set so that this average is achieved by going to the centre of each of the circles.

The CD may consider the possibility of deteriorating weather conditions as the day progresses by putting a larger diameter circle around the last two turn points.

Once your stomach has settled (and you've stopped wondering why none of the other pilots seem as fazed as you feel) it's time to start thinking. After all, you've already got the glider ready, haven't you? The only thing you may wish to do is load water ballast, depending on the day's task.

ASSIGNED AREA TASKS • May–July 2020 • 21

Task Information

This article is based on Steven Care’s presentation for one of the Piako Gliding Club’s Covid lockdown webinars (available on Youtube). Steve wants to point out he came to contest flying with a good background of cross-country flying behind him: with 170 hours, 23 solo cross-country flights, 6 out landings and 2 paddock selection flights in the AGC motor Falke.

By this stage, he was addicted to cross-country flying and contest flying was an add-on, rather than a goal on its own.

Type: Assigned area task with 3 areas Task time: 02:15:00 Task distance: 137.5km/231.7km (183.0km) Style Code Points Latitude Start WAHA WAHA Waharoa S37°45.683' S37°18.017' 1.Point KERE KERE Kerepehi 2.Point MARA MARA Maramarua S37°15.033' S37°52.917' 3.Point HINU HINU Hinuera Finish NZMA NZMA Matamata AFS37°44.250'

E175°15.000'

E175°30.000'

E175°45.000'

TEPU Te Puru

CABA Camel's Back

KARK Karaka Sales KAVR VRP Yard

Longitude Dis.

E175°45.200'

NZDR Drury AF DROV Drury Overbridge Crs.

QUST Stevenson Quarry

E175°32.100'

54.7km

E175°13.650'

27.8km

E175°45.600'

84.4km

146°

E175°44.417'

16.1km

354°

Observation zone description: Start WAHA Waharoa: To Next Point, Line 6.0km 1.Point KERE Kerepehi: Cylinder R=10.0km 2.Point MARA Maramarua: Cylinder R=10.0km 3.Point HINU Hinuera: Cylinder R=10.0km Finish NZMA Matamata AF: Cylinder R=3.0km

NZTH Thames AF

339° 2.MARA Maramarua HODV HotelDvin 281° BOMB Bombay Overbridge HEIN Hein

1.KERE Kerepehi

POKE Pokeno S37°15.000'

RATR Rataroa MARA Maramarua NZME Mercer AF

HIKU Hikutaia

SH27 SHwy2-27 MERE Meremere PUKE Pukekawa

KERE Kerepehi

FLAX Flaxmill T J

WHGM Whangamarino ORTC OrtonCorner

KAIH Kaihere

PAER Paeroa AWAI Awaiti TIRO Tirohia

GLMU Glen Murray WHAA Whaape S37°30.000' OHIN Ohinewai NAIK Naike

LWRW Lower OTWAWaitoa Otway TAHU Tahuna

ROTN Rotongaro

WATO Waitoa

MORR Morrinsville

ROTW Rotowaro WAHO Waignaro Hot Springs RUAI Ruakiwi S37°45.000'

F.NZMA Matamata AF

Hamilton

TEMI Te Miro

» a start line 1 km wide at Waharoa » the first turn point at Ngatea, with a 10 km circle

» the second turn point at Maramarua, again with a 10 km circle

» the third turn point to the south » »

of Matamata, at Hineura a finish circle at Waharoa airfield a time of 2 hours 15 minutes.

Once you’ve loaded the task, take the time to go through each element (perhaps in reverse, so you don’t just skip through unthinkingly) to ensure that you’ve loaded what you should have. This sort of error is a common cause of contest failures. Another simple detail is that you must cross the start line in the task

S.WAHA Waharoa

MACE MataCemetery

WATT Waitetuna TEUK Te Uku Wind Farm ARAM Aramiro

TEPOBOPD Te PoiBOP Depot HINU Hinuera KARD Karapiro Dam PIAR Piarere

Retrieve Texts to 021 324 232

direction i.e. you can’t fly through in the opposite direction and expect to be able to claim a good start.

Once the task is loaded, it's time to think about how the task can best be flown. What should be considered?

» the weather i.e. what sort of » » »

lift there may be and how this may vary during the day the wind strength and direction, including how this may vary during the day the terrain and its effect on lift (beneficial or not) whether there are any potential airspace limitations, whether vertical or horizontal boundaries.

OKOR Okoroire

3.HINU Hinuera

S38°00.000'

TIRA Tirau R/J Tapapa TAPP

PAEA Paeahi

KFCS KFCSheds PUTU Putararu ARAP Arapuni Dam 20.0km

Today's task has

GORD Gordon

WADV Wardville WALT Walton MAFN Mat Fin North NZMA AF MAFSMatamata Mat Fin South WAHA Waharoa

NZTE Te Kowhai AF

NGAT Ngatira

Other pilots will be comparing the task against these variables, after a brief joint session which questions the parentage of both the CD and the forecaster. They'll be making guesses as to how fast their average cross-country speed may be today, and hence how far they can go into each circle.

It can be useful to construct a table which immediately shows the average crosscountry speed required for each combination of distance and AAT time.

Clockwise: Anton happy to be home, the task, Tim the task man

22 • May–July 2020 • ASSIGNED AREA TASKS

Average speed calculation (kph) Time (hrs) Distance (km)

1.5

1.75

2

150 200

2.25 2.5 2.75

3

100

86

75

67

60

55

50

133

114 100 89

80

73

67

250

167

143 125

111 100

91

83

300

200

171 150 133 120 109 100

350

233 200 175 156 140 127

400

267 229 200 178 160 145 133

117

In this case, pilots will be picking a likely average speed and coupling it with the AAT time to estimate the distance they may cover.

A common tactic is to go deep into the first circle, gaining distance that may be useful later in the day as lift weakens.

"Where’s the wind coming from and at what strength?" "How may this vary during the day?"

At Matamata, the most notable terrain effect comes from the Kaimai Ranges, "Will the ridge be working?"

The importance of the ridge is that - when working - it allows a high cross-country speed. Contrast this with using thermal lift, where you're going backwards half the time.

This benefit of ridge lift means that it can be worth staying on the ridge even when this may take you 30 degrees or more off track.

The same logic applies to convergences, as both are essentially linear lift lines which may or may not align with the task direction.

The alignment of terrain or convergences may also influence which side of the start line you choose.

Let's apply these variables to the Matamata task. The launch time is determined by the Contest Director (the CD, or "Sir").

The actual earliest allowable start time (communicated by Contest radio calling "open class, your start line is now open") is 15 minutes after the last competitor has been launched. Countdown calls (at 10 and 5 minutes) are also made. As each competitor crosses the start line, they make the radio call, "PV, start at 1415".

Being one of the first gliders launched carries both risk and reward, which is why the grid rotates from day to day. An early launch gives the pilot a good chance to get a feel for the conditions on the day and to get as high as possible before the start gate opens. On the other hand, if the lift has yet to develop, they may find themself back on the ground, at the back of the launch grid, having dumped their water prior to landing. Risk and reward indeed.

It may help to think of the glider as a yacht in a 3-dimensional sea. Knowing the wind strength and direction will let you pick the upwind side of the start line, ensuring that - at the least - the wind is a neutral player rather than an adversary, perhaps even a friend.

Finishing early carries its own penalty. For example, if a pilot covers 200 km in 1 hour 45 minutes, but the AAT is a 2 hour task, then their speed for scoring purposes will be reduced from 114 kph to 100 kph by use of the 2 hour time, as this is greater than the actual flight time. Conversely, if it’s a bad day, then it’s better to finish than to not finish at all. Survival trumps speed in very weak conditions.

Finishing over time also carries a penalty but is better than finishing under time - if only as you’ve used the extra time to cover more ground.

One last point to bear in mind is that your final glide is a straight-line to the finish. Your ground speed on this leg will be higher than you have thus far achieved. Bear this in mind to ensure that you do not reach the finish cylinder early.

If you approach an AAT task having read this and asked questions of more experienced pilots, you’ll then be able to start your first AAT aiming to do better than just get around.

The same consideration of the wind should be made all the way around the task, as it may be better to only just touch one circle if it reduces the length of an into-wind leg to the next turn point.

Remember that, in XCSoar, you can move the turn point position on the screen and it will update distances accordingly.

As you progress around the task, it is necessary to know whether, at your current rate of progress, you will be early or late i.e. whether you should fly a greater or lesser distance. Your flight computer can tell you this, but you have to know how to set it up to tell you. Find out and practise before flying competition.

Words are by Gerard Robertson, who accepts any errors and inaccuracies he may have made in trying to put Steven’s talk on paper.

Clockwise: Steve and Sorel, CD and forecaster ready to compete

TURN LEFT AT NAPIER COMPILED BY JOHN AHEARN

SUPPLIED

In January last year, while the country was going gaga about the world’s best contest pilot flying at the Club Class Nationals in Taupo, the world’s best record setting pilot Terry Delore decided to go and join the fun. He asked his friend and fellow pilot John Ahearn along for the ride.

TURN LEFT AT NAPIER • May–July 2020 • 23

Clockwise from left: Approaching Napier, Trace map, return trip map, a friendly welcome from the Taupo Gliding Club, off the stops

“Turn left at Napier.” Flying from Springfield in Canterbury to Taupo in the North Island and that’s really the only directions we need to get there. It wasn’t quite that simple. We did do a few 360s overhead Seddon to gain some extra height before crossing the Strait, but otherwise it was a straightforward 630 km flight, in less than four hours.

However, when things appear simple there is a lot of background work and preparation beforehand. Terry is always planning his next flight and lives in a state of constant readiness.

He has a plan to suit every weather pattern, and most plans include Stella Artois at the completion. When there is an opportunity for a big flight, getting a phone call from him five days out is not unusual. “Hell yes, I can be at Springfield on Thursday morning for an early tow.” The 2019 NZ Club Class National Champs were on in Taupo, and Terry and I should fly there.

We departed Springfield into prefrontal NW conditions taking an aero-tow with assistance from the ASH25m’s own motor. Off tow at about 1400 feet we continued the climb over the Springfield ridge and shut down our motor at 3,500 feet. We got into the wave behind Mt Torlesse and were soon at 10,000 feet, tracking Previous page: Wellington Airport from 15,500’ – the controllers were friendly that day, my friends.

north towards the Kaikoura mountains.

Despite there being only a few (cloud) markers, the wave sat in the usual places, and it was a matter of joining the dots; the secret being the years of Terry’s knowledge as to where those dots sit.

We were keen to keep moving ahead of the approaching front, so our progress was rapid; no turns, 93 knots. Why exactly 93 knots?

Flying with Terry is always precise; control movements are perfect; attention is given to every detail. 93 knots was the exact speed to fly for the conditions. My EDS beeped when I missed a breath - instantly I got a reminder from the front seat, “Breathe John.” It turned out that there was a fault with the EDS as I got this reminder through most of the flight.

I learn more every time I fly with Terry and for the most part, he is patient when I have the controls, but there is always an underlying quest for perfection. That’s how you attain world records.

250 kilometres into the flight, approaching Seddon, we made our first 360 turn overhead the Blairich Range. We were in weak wave and slowly climbed from 17,000 feet to 18,500 feet, all the while checking out the conditions in Cook Strait. Terry had called ATC the day before to alert them of our plans, so when we called up for a clearance, “Wellington Control.

Golf Zulu Foxtrot,” we were answered with, “Morning, Terry. Where do you want to head?”

Terry requested a clearance across the Strait and asked where they would like us to position ourselves. Control advised, “You fly where you need, and we’ll route aircraft around you.”

Attention to detail and a professional attitude made transitioning through the busy Wellington airspace quick and easy. 70 kilometres of open water across to Turakirae Head and we contacted the wave at 15,000 feet in the lee of the Rimutaka ranges. The wind was lighter and there were still no markers at our altitude. There was a good cap cloud below,

TURN LEFT AT NAPIER • May–July 2020 • 25

CROSSING COOK STRAIT NOTE BY TERRY

History records a number of World Record flights flown by New Zealand glider pilots that include crossing Cook Strait. Our mountain wave systems set up on both islands, and when they combine, they offer some of the greatest wave flying you’ll experience anywhere in the world. As our knowledge of the weather patterns that create these opportunities expand, we can look forward to even greater flights. We’re lucky to have pilots who go out and explore these weather systems and generate the knowledge that goes on to become ‘local knowledge’ for the rest of us to follow.

and we kept on moving towards the Manawatu Gorge at 76 knots, aided by a slight tail wind.

My local knowledge became important as we were still covering the ground at a rapid pace; no more turns and it was not long before we were abeam Napier. Mt Ruapehu, 60 kilometres off to the west, seemed to have crept up on us very quickly, and Terry was surprised to see it so soon. The wind had been decreasing, and our altitude was down to 10,500 feet. However, Taupo was 110 kilometres away – and hang on a minute – we were above glide slope. Turn left!

There was very little wind showing on the tops as we headed towards the Rangitikei plains and on to Lake Taupo. Cloud base was 3,500 feet as we descended through the tops at 7,500 feet overhead the lake, on approach to the Taupo Gliding Club. We thought this was a great day for flying, but for some reason, a no contest day had been called and all the gliders were picketed along the fence. The tow plane had just taken off with a glider on tow, so we positioned ourselves in the circuit and landed just after 2:30 pm. It was a bit early for a Stella, but the nice folks at the Taupo Gliding Club soon produced a nice cup of tea, and we set about re-living the flight. It seems everyone had

been following our flight via SPOT tracking, and we had a lot of unknown support along the way.

The current World Champion, Sebastian Kawa, was there for the competition, and this presented local pilots with an opportunity to fly with him for a day. Later, in the evening sitting around drinking a few beers, the lucky pilots were describing their flights with Sebastian.

Precise, focused, attention-to-detail, calm and relaxed, challenging, exciting, and a fantastic experience were how they described flights with him. Hell, if you show up at Springfield with a good attitude, you’re likely to get the same experience there, especially if you supply a few Stella Artois.

Clockwise from left: Climbing west of Waipukurau, high wave over Lake Wairarapa, high wave in North Canterbury, overhead ward heading north to cross Cook Strait

Make no mistake, the Strait is a formidable barrier for any light aircraft and can be a real challenge in a glider. Since this flight I’ve crossed the Strait another two times on my own, and the experience has expanded my boundaries of what I think is possible and expanded my plans for future flights. It’s only a simple matter of joining the dots plus a hell of a lot of preparation and planning.

(Terry required use of the engine to gain enough height to re-cross the Strait on his way home.

-Ed.)

BRUCE CUNNINGHAM

TURNS 100 WORDS BY PETER LAYNE

SUPPLIED

Recently, Geoff Best of the Aviation Historical Society of New Zealand supplied Peter Layne with a ‘behind the scenes’ look at A B (Bruce) Cunningham’s long and interesting life.

Bruce, treasurer of the New Zealand Gliding Association (now Gliding New Zealand), for 44 years (1966 – 2010), turned 100 this year, on Easter Saturday, at the Rita Angus Retirement Village in Kilbirnie, Wellington.

F

OLLOWING PUBLICATION, in 2018, of an article in the Dominion Post newspaper of Wellington, Geoff visited Bruce and conducted his own interview for an article for the Aviation Historical Society and it was recently updated on Bruce’s turning 100. Geoff has very kindly given permission for his versions of Bruce’s story, to be published in our magazine.

Thanks also to Russell Thorne, Tony van Dyk and Max Stevens (Executive Officer of Gliding New Zealand) the story can be expanded to include further details.

You would think that with 44 years solid work for the gliding movement Bruce’s passion lay purely with us. Not so, despite his getting out on Wellington’s Courtenay Place selling those 1980s well-known NZGA car raffle tickets to help bolster our balance sheet! It was there he also sold poppies for over 60 years.

Bruce was an accountant for many organisations including Associated Farmers Aerial Work, a topdressing firm, based at Martinborough in the Wairarapa, which focussed on the very rare Auster Agricola.

He proudly tells the story of procuring all remaining spare parts from England for £5000 so that two more Agricolas could be constructed. Bruce had attended school at Wairarapa College in Masterton.

He developed many a loyal reputation. No wonder he has been bestowed Life Membership by seven organisations; namely the Wellington

Aero Club, Wellington RSA, NZ Motion Picture Assn, Gliding NZ, Wellington Floral Art Club, Wellington Master Painters’ Assn and also their national body; the NZ Master Painters’ Assn.

He spent several years on the Royal NZ Aero Club Executive, serving two years as President.

Then there were his 15 years as Secretary of the Commercial Pilots’ Assn, which acted for aero club and topdressing pilots.

In keeping with tradition, the Queen, the Governor-General and the Prime Minister (who has also phoned him, twice) all sent him letters. In typical Bruce Cunningham style, it was “just another day”, though he did acknowledge that turning 100 was one of life’s milestones.

His daughter’s plan, before the lockdown, was to have “family and friends” together at the Brentwood Hotel where Bruce and Betty had celebrated their Golden Wedding Anniversary.

The plan now is to have a celebration of sorts later in the year. The village stepped in and organised a party, complete with a cake and a Zoom call with his family. It’s hardly surprising, given his passion for work, he was one of the first residents to use Zoom.

Bruce’s son, in the United Kingdom, had made some banners filled with photos, which he intended bringing with him. Thanks to Covid19 he had to settle with emailing an image. At least Bruce could see what they looked like.

Bruce considers New Zealand has handled the lockdown very well by tackling it early, despite

it disrupting the birthday plans.

Phillip Bolton, Treasurer of Wellington RSA had commented, “Not only was Cunningham's 100th birthday a milestone for him and his family, it was also a milestone for the RSA. Cunningham is one of its last WWII members”.

In 1944 (Pilot Officer) Cunningham was attached to RAF Bomber Command. On the night 11/12 May, he and his crew were despatched to bomb railway lines in Belgium.

He’s never established exactly what shot down his 514 Squadron Lancaster at 1 am. All seven crew members parachuted from 7,000 feet and landed without serious injury. He landed on the roof of a two-storey café (La Lanterne) in Rixensart, near Brussels. Parts of his silk parachute were later used in making a wedding dress for the café owner's daughter.

Cunningham, aged 24, was taken to a detention camp in Frankfurt where he was interrogated and tried escaping but was caught. He was sent to a Luftwaffe camp for Western Allied Air Force personnel in Zagan, Poland. In 1996 Bruce returned to the café and was given the remains of the parachute, which he now keeps under his desk at the village.

After the war Bruce worked as an accountant in Wellington, full time until 94 years old, by which stage he had outlived most of his clients!

Max Stevens contributes (with quotes from GNZ minutes): Bruce retired as Treasurer in 2010, when Laurie Kirkham took over. George Rogers was GNZ

BRUCE CUNNINGHAM • May–July 2020 • 27

President at the time – a snip from his report to the AGM that year follows: Treasurer: Bruce Cunningham has been an institution as our Treasurer for over 44 years.

Bruce has an obvious wealth of knowledge about our affairs which has contributed to the effectiveness of the Executive for decades. In discussion between the Executive and Bruce it has been agreed that Bruce will relinquish the role over the coming weeks.

While Bruce was ‘contracted’ as Treasurer, it is clear that he behaved more as an extremely dedicated volunteer, contributing far in excess of the requirements of the role. In this he was greatly supported by his late wife Betty, whom he sadly lost last year.

The Executive and the movement as a whole owe Bruce a great vote of thanks for the contribution made since the mid-1960s. A heartfelt thank you, Bruce.

Further, the minutes of the 2010 AGM recorded the following as part of the adoption of the financial statements: The Presidency took the opportunity to propose a vote of thanks to Mr Cunningham for his outstanding 44 years of unbroken service as Treasurer to the association now coming to an end. He noted that during his long tenure, Mr Cunningham had received the Angus Rose

Bowl and had been elected as an Honorary Life Member. The vote of thanks was endorsed by way of acclamation.

The Angus Rose Bowl was awarded to Bruce in 1987. And the other half of the duo, Betty, was awarded the Friendship Cup in 1993.

Author’s note: Despite all his years of faithful service, administering our sport, Bruce never actually took up gliding. He did have a flight (possibly at Raetihi) and also flew with Arie van Dyk, either at Upper Valley or Paraparaumu.

When Arie however suggested he go solo after one more circuit, Bruce said, “I got out and ran for cover!” Adding, “The result may well have been an insurance claim.” He notes that, “the absence of a motor noise seemed a bit eerie.”

Everyone who has had an involvement with gliding in New Zealand has Bruce to thank for his solid guidance through his many years of

dedication to get our sport to where it is today.

Thank you, Bruce, on a job well done.

STOP PRESS I completed this story on 11 May when it dawned on me that the 76th anniversary of his landing on the café roof was less than 12 hours away. I held off submitting it to coincide with the anniversary!

Clockwise from left: Bruce, Caterpillar Club plaque, parachute remains, French newspaper, memoriabilia

OMARAMA GLIDING CLUB The Omarama Gliding Club grew from the amalgamation of the Wigram Aviation Sports Club and the North Otago Gliding Club in the early ‘90s. Yvonne Loader details the background of the “Wiggies” while Jill and John McCaw and Herb Familton remember the North Otago club.

This page: Club Hangar, Wigram 1967 Ka7 and Cub Tow plane, ‘long time’ CFI Eoin Coutts taken in 1985 sitting in Kestrel ZK GHU

WIGRAM AVIATION SPORTS CLUB COMPILED BY YVONNE LOADER

WITH INPUT FROM EOIN COUTTS, ROSS MARFELL, TREVOR MOLLARD, ROGER READ, HERB FAMILTON SUPPLIED AND JILL AND JOHN MCCAW

Around 1960 Squadron Leader Len Thompson, Officer in Charge of the Aviation Medicine Unit at RNZAF Base Wigram, placed a notice inviting anybody interested in forming a Wigram Gliding Club to attend a meeting at lunch time in the Conference Room. Len was already a member of the Canterbury Gliding Club and whilst at the Otago Medical School was an Otago Gliding Club member. At the time, the Royal Air Force in the UK had gliding clubs on many of their bases and strongly supported and subsidised these so Len thought this was a potential model for establishing gliding in the RNZAF. Apparently, there was background frustration that the Canterbury Gliding Club instructors of the day were very averse to Airmen doing any cross-country flying!

Ross Marfell, who was an AC2, under basic trade training, attended the inaugural meeting along with about 10 others but he was posted before the RNZAF Wigram Gliding Club (Wiggies as it became known)

got into the air in 1960 or 1961. The renaming to Wigram Aviation Sports Club was ordered by the Air Force in the mid ‘60s when other RNZAF bases formed gliding clubs as well. Initially flying at Wigram, the club used a Rhonlerche, ZK-GBZ, acquired from Alexandra. The Club was formally incorporated on the 24th January 1962 and in the early years the fleet included a T-31 ZK-GAD, K-7 Adler ZK-GDN and Olympia463 ZK-GCZ, Rhonlerche ZK-GCN (which replaced GBZ which was damaged beyond repair), Olympia 2 (a kitset glider built at Timaru) and a Sagitta ZK-GDX. Trevor Mollard, the current OGC CFI, remembers “the Oly-463 was damaged at the regional championships at Blenheim, so I was back solo flying in the two-seater K-7 where, with an abundance of confidence and minimal ability, I out landed near Lincoln on the 30th October 1969 and was promptly grounded for a month by John Day who was the CFI at the time.”

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Left: The group photo was taken during the prize giving dinner at the Gliding Nationals at Alexandra in 1984.

It is of a group of Wiggies past and present at that time.

Front L-R: Wendy Delore, Marney Holthouse, Adriane Butt, Ray Lynskey, Terry Delore, Sue Bannister.

Second Row L-R: Trevor Mollard, Rob Fisher, Ross Marfell, unknown, Mike Bannister, Eoin Coutts, Middle - obscured: Jennifer Mollard, Doug White, John Dickson, Phil Southerden, Roger Sparks Back: Ivan Evans, Hugh MartinLeverson, Peter Cummings Right: Tony Collins with his Spit Roasting Kinetic Art Contraption operating for the New Years BBQ at Omarama in the 1990’s.

In the early years the club had two Tiger Moths, one of which was bought for 100 pounds in Queenstown. While being flown to Christchurch it suffered an engine failure and safely did a forced landing on the north side of the Kawarau Gorge. There was no road access, so it proved to be a challenging retrieve! The cause of the engine failure was fuel starvation due to a spider nest blocking the vent on the petrol cap.

To be a member in those days you had to be in the Armed Forces, but this was extended later to include civilians ‘who would be of use to the club’, such as tow pilots, instructors or engineers. Aviation Sports Clubs were also established at the other RNZAF bases at Auckland, Ohakea and Woodbourne and each had “sections” that offered: gliding, power flying and parachuting. The CFIs were all Airforce personnel in the initial years but civilian member Eoin (Chiefy) Coutts became the WASC’s longest serving CFI – a role he held for over 20 years.

Chiefy’s ever-evolving yellow winch was a landscape feature at both Wigram and Omarama, often appearing down south after a very early morning trip south to avoid HM constabulary. Chiefy’s winch vision has now been vindicated by the Youth Glide Omarama winch.

During the 70s and 80s the Club operated the Piper Cub ZK-BTF as their tow plane and had a variety of gliders. A new Blanik, ZK-GIF and a K13, ZK-GFY (purchased for £4,000), in a very smart Air Force style VIP paint scheme, provided the dual training and single seaters moved from the Sagitta to a Kestrel 19 ZK-GHU. The sale of this and the K-13 then allowed the purchase of Dick Georgeson’s Janus GVV in 1985 and it continued as the club’s flagship into the 1990s. (Dick Georgeson was prominent with mukluk boots and oxygen mask and was regarded with the mana of an astronaut.) A PW5, ZK-GWW, was added to the fleet in 1995 and after a landing accident saw the

venerable Blanik retired from service, the PW 5 was sold and a Mosquito, ZK-GON, added to replace it. This was later upgraded with the purchase of an LS3 in 2001.

The first hangar was a dairy factory building moved from Tai Tapu with the help of club members. This served the club well for many years but towards the end of its already extended life, the risk of it being blown down in a strong nor-wester meant it had to be replaced. Fund raising for this project included a “demolition-athon” that saw the old wooden hangar knocked down and sold for scrap and firewood over a 48-hour weekend working bee. The funds were used to pay for the construction of a new all metal hangar with a concrete floor. A clubhouse, shared with the Canterbury Gliding Club, had been a surplus building at RNZAF Base Weedons when it closed down. It was transported to Wigram by the NZ Army.

Although gliding took place on the Wigram grass some distance from the sealed runway, the Air Force always insisted on gliders being on the ground prior to an Airforce movement unless they guaranteed to stay airborne and clear of the Wigram circuit. This edict was always made some time before the expected ETA or ETD and on one occasion happened before the incoming aircraft left the West Coast! It could be overly restrictive and very frustrating but really was one of the few detractions from the pluses of being under the watchful eye of the Air Force. Their oversight included having the club run all admin and accounting within the Defence Force guidelines and requirements. When it came time to move off Wigram, as the base was going to be closed, the potential dissolution of the club would have meant its now considerable assets would be gifted to other bases with Aviation Sports Clubs.

Fortunately, this potentially conflicted with the rules under the Incorporated Societies Act, so a compromise was reached where the club would move and eventually change

its name to the Omarama Gliding Club (OGC) with a clause that gave assets back to the Air Force if the club was wound up within 10 years. This obviously didn’t happen and although the move to Omarama was challenging, it proved to be hugely successful.

Like many clubs around the country, away camps were a popular adventure and the club often joined the Canterbury club at their away field at Hororata or other sites around the wider Canterbury region. Over the Christmas holiday period the Club held its annual camp at Omarama, flying from Killermont and using the shearers’ quarters at Berwen Station as accommodation. In true Air Force style, the formal “Mess Dining-In” dinners became a highlight, organised by Roger Read and Steve Morrissey with the elaborate catering prepared by Diane Burke and members’ wives. They were a spoilt lot, making those getting along with camping food basics envious.

Over the years leading up to and following the decision of Government to close the base in 1995, the two-week camps had extended to a month and then two months and this eased the way for the move to Omarama.

The Pre-Worlds and World Gliding Champs at Omarama had also cemented the development of the main Omarama airfield while long term access to Killermont had become more uncertain as land use had shifted towards developing irrigated areas for farming use. These changes reinforced the club’s decision to commit to basing itself at the main strip at Omarama.

Meanwhile, BTF, the club’s long serving tow plane was sold when it came due for a major reconditioning and after an acceptance of the fact that its utilisation had declined and the safety margin towing heavy twins and ballasted singles was questionable.

Canterbury had their Pawnee while the club stayed at Wigram, and Omarama had a number of high powered tow planes available,

making the transition to owning only gliders and hangars possible.

The Wigram Aviation Sports Club finally changed its name to Omarama Gliding Club (Inc.) in November 2001 and became a club open to full civilian membership. On 1 May 2005 it was decreed as totally detached from the RNZAF. With the growth of Gliding at Omarama post the World Gliding Championships in 1995 and the building of the hangars there, increasingly more club flying was occurring at Omarama, and caused the club to rethink its strategy when the end of Wigram flying operations become obvious. Driven by Steve Morrissey and Herb Familton, the Omarama Gliding Club concept was predicated on the vision that the site was so good that people would come to a club that catered for more experienced pilots, and that rather than duplicate what other clubs were doing, this more experienced club model would work at Omarama. This vision convinced the remaining NOGC members that this was a very good option for the future for gliding at Omarama.

The next leap forward occurred when the North Otago Gliding Club decided to cease operations and gifted their assets to the OGC to ensure they remained in the Otago region and the OGC became the new owners of Blanik, ZK-GMK and Hornet, ZK-GOL. There was some fleet rationalisation over the next few years but as the club steadily grew, the single seaters were upgraded to provide two modern high performance Standard Class and Racing Class singles as well as the well-appointed Duo. Club membership grew steadily from a low point of just 14 ‘stalwarts’ after the shift to Omarama, to the total of 77 today, of which over 60 are flying members.

The club currently has the Duo Discus, a Ventus 2b and a Discus 2 but plans for further upgrades to the fleet have seen the Ventus advertised and a new Duo Discus lined up for purchase. The arrival of the new Youth Glide winch has also given us another focus, to get as many members as possible winch rated to ensure more launching options are available at Omarama as we look to grow the sport in what might be challenging times, as the country recovers from the effects of the Covid-19 pandemic.

Above: Circa 1988, John McCaw with the Blanik on Windsor Downs, Donald and Richard McCaw with JK Cirrus

THE NORTH OTAGO GLIDING CLUB The North Otago Gliding Club started very early in 1956 with an inaugural meeting at the Star and Garter tearooms in Oamaru. After several years fundraising, a Schiebe Bergfalke II (Mountain Falcon), ZK-GAZ (the Berg) was purchased from Germany, a decision which stood the club in great stead for nearly 20 years. Constructed of steel tube, wood and fabric, it was a high performance glider for the time at 1:28 L/D. Its arrival in 1958 revealed a highly pleasant handling glider and trained many a pilot, enabling a quick transition to solo status. High visibility paint schemes existed in that day, with the original colour scheme including an orange nose and wingtips. The club also purchased a Slingsby Swallow later in the 1960s, but this was later sold due to lack of utilisation.

The Berg was a highly docile glider, a fact appreciated by Herb’s father, Herb EJ Familton who once took off with the aileron controls in place but the safety clips unconnected (unbeknownst to him) and he found himself with no aileron control at all in mid-flight after a thermal gust, climbing over Mt Horrible. He distinctly remembered this flight, and landed safely to tell the tale.

COMPILED BY JILL MCCAW AND HERB R FAMILTON

Urban legends on the Berg include a swap of seating positions by (presumably very thin) pilots mid-air and the great camaraderie of the Omarama camps, with many a party held in the massive aluminium Berg trailer, which was about two metres high and nearly as wide.

The club based itself at Hilderthorpe airfield, north of Oamaru, and built a three sided hangar to keep the tow planes, initially Tiger Moths, followed by the famous Auster, ZK-BDX, the first plane to land on the Tasman Glacier (now proudly displayed at the Hermitage Hotel at Mount Cook/ Aoraki Village) and then finally the Piper Cub, ZK-CEB. To supplement its income, the club ran a small farm at the airfield, which included a duck shooting pond for May entertainment. Herb remembers the Wahine storm in 1968, out on the farm as an eight year old, where he was nearly blown away!

With many ex WWII military veterans around, such as Ralph Childs, ex Fleet Air Arm wildcat pilot Irvine Rapson, John Trotter, John Phillips, Ron Bennett, and Ivan Harris, instructors and tow pilots were reasonably easy to find in the days before the working weekend. The club was

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To supplement its income, the club ran a small farm at the airfield, which included a duck shooting pond for May entertainment. Herb remembers the Wahine storm in 1968, out on the farm as an eight year old, where he was nearly blown away! made down the strip and you always landed up hill. It was very good training for out landings. The presence of the Kirkliston range to the west meant good flying in all seasons.

John has never forgotten a winter wave flight that required nearly three days to warm up from. The area can get wind like you can’t imagine. Terry Delore, visiting one summer, was gobsmacked to see the gravel being blown off the road. It can also get calm and lovely thermal conditions, particularly back in the ‘80s and ‘90s when the area was in drought.

always small, and in the tougher economic times in the 1970s the club struggled. The older members kept at it and were finally able to get a core of McCaws and others in the Hakataramea Valley (Valley of the dancing spear grass) to take over for a new generation cycle for the club. Jim McCaw, father of Donald, John and Hamish, was the brother-in-law of John Trotter. This resulted in the relocation to Jim’s farm, Windsor Downs and the replacement of the Berg with the more durable Blanik ZK-GMK for the windier Hakataramea site. The Berg was eventually sold to a Greymouth based Club on the West Coast, where it was accidentally flipped in a wind gust, and repaired but not flyable, now resides proudly at the Ashburton Aviation Museum.

The one major contribution to New Zealand gliding the NOGC made was the discovery by Bruce Gillies of Omarama and the Wardell’s site specifically. A contemporary of Dick Georgeson, Bruce was a stalwart of the club and flew his Skylark IV ZK-GBD until he was tragically killed in the mid-1970s in a car accident. Bruce had flown at Simons Hill with Dick Georgeson, but Simons Pass was much further from Oamaru. With more investigation around Omarama and armed with a welcome to camp from Dick Wardell and his family, the NOGC established the Wardell strip as a gliding site from the late

1950s. This set in train the establishment of Omarama as a premium world class gliding site. Wardell Airstrip sat just to the west of Mt Horrible and was well sheltered from the afternoon sea-breezes, and the water race made for a perfect camping and safe swimming spot for young children. Soon South Canterbury and other clubs joined into the annual summer camp.

When Jill met the NOGC CFI John McCaw in 1988, the club was a small yet vibrant group of soaring enthusiasts. The club operated from the airstrip on Windsor Downs, the McCaw family’s property in the Hakataramea Valley, in what was actually the very southern edge of South Canterbury. North Otago started on the other side of the Waitaki River, less than 10 kilometres away by air. The Hakataramea is three valleys east of Omarama.

The airfield had a small club house, an ex-Electrocorp house, transported to the top of the airfield, a farm shed which housed the cub and an open fronted hangar for the glider. The club owned a Blanik ZK-GMK and Piper Cub ZK-CEB. John and his brother Donald owned a Cirrus, ZK-GJK (yes, the same Cirrus John owns now). The club was known for its efforts at growing potatoes for fundraising.

The strip ran north to south but was uphill to the south with quite a slope. Take offs were

The club often had away camps to Omarama, staying in the cabins built alongside the Wardell/Tara Hills airstrip in the company of the South Canterbury Gliding Club from Timaru. South Canterbury used to come up for weekends on Windsor Downs too. These were very social.

As the Omarama town strip began to be developed under the power-house direction of Bill Walker, the club members spent many hours helping lay irrigation lines and planting trees. The fleet was moved into the hangar on site (now the terminal building) and the club house (now the café) was revamped and upgraded. A single seater was needed, and the hornet (ZK-GOL) was purchased in 1990.

Jill and John left the area, moving to Christchurch in 1996 with Donald and Margaret following a few years later. With a small population base and an aging membership, the club dwindled. Ultimately the decision was made to gift the club’s assets to the Omarama Gliding Club to honour the hard work and long history of the club and keep its presence in the region.

OMARAMA GLIDING CLUB www.omarama.com Club Contact Bruce Graham bruceandstell@xtra.co.nz Ph (03) 358 3251 Base Omarama Flying 7 days a week by arrangement

THUNDERBOLTS AND LIGHTNING WORDS BY ANONYMOUS

This story falls under the category of pushing one’s luck a little. The author wished to remain anonymous and won’t identify the glider either.

Looking at one of my logbooks, the flight concerned was at the Annual Auckland Aviation Sports 1984 Christmas camp at Kaikohe.

The Auckland Aviation Sports club’s Christmas camps at Kaikohe in those days were legendary and that year I took along my young son who was 10 years old at the time. In those days the Air Force’s sporting clubs were just part of the greater air force family, so all the standard air forces tents and the other camping equipment that would be required for a ‘deployment’ were already on site at the airfield by the time we arrived.

The week’s flying, of which a number of good cross-country flights were achieved, made for a memorable time. My young son was ‘baby sat’, at times in the back of the tow plane, whilst I went for a fly. Great days with a great bunch of friends.

7 JANUARY 1984

The day started developing early and was obviously going to be a really great thermal day. I didn’t want to have too long a flight so decided to fly east to the Bay of Islands area, have a bit of an explore and return back to Kaikohe. Along with the rest of the camp I launched into a light westerly with a very quickly developing, highly excited and unstable sky. I do remember thinking that this could all overdevelop and rain out later in the day, and that I needed to be back well before that happened. The sunshine on the ground and the more ‘controlled’ looking sky quickly drew me to Paihia and the Bay of Islands. What a wonderful scenic area it was, complete with a nice high cloud base and with consistent thermal conditions. Thoughts of the Kaikohe area and the potential overdevelopment drifted

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far from my mind. About an hour into the flight a call over the radio from the Kaikohe airfield let everyone know that the airfield was experiencing a major ‘cloud burst’, with extremely heavy rain, warning everyone not to return for a while. Unknown to me at the time, it gradually spread south down the valley causing a number of gliders to do precautionary land outs. The gliders flying more local got back in the nick of time it seems, just before the heavens literally opened.

For me, it really was just a matter of trying to remain airborne where I was until the Kaikohe rain had stopped and then hopefully glide back. Just slightly south and within possible range was a very big and quickly developing towering cumulus. It had the potential of growing into a pretty decent cumulonimbus thunder head. Because of its activity, the local thermals were starting to get somewhat elusive, so I committed to heading for the cloud. I eventually arrived

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underneath it about 2000 feet AGL. Its cloud base was certainly much higher and very black in colour. I found myself climbing very rapidly and quickly arrived near its base with my dive brakes out, slowing up the ascent so as not to get sucked inside. I remember thinking I would probably still need some more height to try to glide direct home, but could probably pick up the odd climb on route.

I straightened up and dived out through the black lower curtain cloud into brilliant sunshine. In that short time span we had drifted out over the coastline in an easterly direction. The sky was now all blue to the north and to the west in the direction of Kaikohe. This one cumulonimbus seemed to have sucked out all the sky’s energy. A few miles inland a huge carpet of stratocumulus had developed out of nowhere, totally obscuring the ground from view. Decision time. To land at the Kerikeri airfield – if I could find it under the cloud layer or start the glide home and potentially land out after descending through the cloud layer? At this stage there seemed to be no visual holes. But, if I could climb up the side of this monster to gain some really good safety height, I could then fly directly back to Kaikohe with some flexibility. That was the plan I decided on.

I had always believed that it was possible to climb up the side of a towering cu by using one of the ‘blister’ cells that at times develop as the main cloud rapidly expands width wise, as well as erupting upwards.

This, hopefully, would keep you away from the ‘engine room’ of the cloud itself. As I had no real confidence in my own blind flying ability at that time (badly self-taught) and not wanting to tangle with the heart of the monster, I had to go on a bit of a mini search.

If I found such a cell and flew in and out of it (½ in and ½ out) I was hopeful of picking my way up the side to get the height that I felt was required. The cell I found was itself rapidly expanding up and slowly expanding outwards, so the circles required a number of adjustments throughout the climb. The Kaikohe airfield called me back on the radio to check that I was still airborne. I told them of my plan but left out the CuNimb bit. They were going to look out for any holes that appeared so I might eventually be able to descend through, if I was still above the cloud layer on the return journey. Apparently, the down pour had now stopped but the runway had a great deal of surface water which would take quite a while to drain off. I think they

thought the cloud base where I now was, was substantially higher than it had been back at Kaikohe prior to the cloud burst. Their only concern was the stratocumulus cloud layer that might prevent me getting back.

All was going well. The glider was climbing well and all I really needed was just another couple of thousand feet. Easy as. Then it happened!! I was so lucky that I was just outside of the cell in the clear air. There was a humongous thunderclap which seemed to originate just behind my head. At the same time, the glider just literally tried to shake herself to pieces with a series of very violent shimmers and shakes that seemed to pass through the whole airframe. Looking back now, the best way to describe it is like a dog aggressively shaking itself having just got wet. I have never experienced anything like it, before or even to this day. Being dumped by an unstable wave or rotor does not compare. I was in awe to be on the receiving end of so much displacement. Clear air turbulence, now I really do understand. My view, at that time, was that I was probably near the end of the major displacement of air, so how much worse could it get? As I was playing with only a smaller cell developing on the side of the monster, the middle of the main CuNimb would hopefully be some distance away. I remember my thoughts were quite clear. I understood what had happened and why. Should I test my luck and try and continue with the climb, or leave without the safety height I was looking for and take my chances with the lower glide back? And what if we had another thunderclap whilst still inside this cell? Man, how disorientating that would be. I did however have my electric turn and bank on which, I have to say, swayed me to carry on. There were another two more thunderclaps with the same amount of violent shaking of the glider as I continued with the climb. The second time was when I was just close to ‘popping’ back out in to the clear once again. Enough was enough. My luck might not hold. I straightened up and set a course which hopefully would take me back to Kaikohe. Looking back over the wing I had my last good look at the now mature huge cumulonimbus. Its cloud base was now well below my flight level and that extra height gained made me feel more comfortable. It gave me the degree of flexibility that I had sought. Wow! What a ride, I reflected.

It was just sooo peaceful flying over the still continuous cloud cover. Now a good distance from the CuNimb there were no more crash

Then it happened!! I was so lucky that I was just outside of the cell in the clear air. There was a humongous thunderclap which seemed to originate just behind my head. At the same time, the glider just literally tried to shake herself to pieces with a series of very violent shimmers and shakes that seemed to pass through the whole airframe.

and bangs, and as the glide progressed some small breaks were beginning to appear. A very good sign, thankfully. Then the Kaikohe airfield called to say a large break was forming a few miles north west of the airfield, if that was helpful. It was, and a little later I found what had become a big hole in the cloud cover. It was an easy descent through it to find the runway itself, only about three miles to the south, a lot of surface water that still had not drained away reflecting in the sunshine. Man. That really must have been some downpour. A long final and during my pre landing and I ‘wheeled it on’ to try and stop any aquaplaning. ‘Pinky,’ the highly modified VW retrieve vehicle came to greet me along with my son. The whole flight took only two hours.

Many had landed out safely and the ones that beat the rain back to the airfield got drenched. There were lots of stories told at the bar that night.

However, this is the first time I have retold this experience in detail. The glider had a very good visual check for signs of either stress or potential lightning strikes the following morning and came through with a clean bill of health. We all flew again the following day but in rather more subdued stable conditions. The glider involved is still flying to this day, I am pleased to say.

So, what did I learn? Don’t play around with a tiger unless you are a trained lion tamer. You could get mauled.

Left: Kaikohe airfield back in the day.

From SoaringNZ issue 2, Duo Discus soaring the Huxley Valley, pilots Hugh Turner and Andre Gustafson. Aoraki Mt Cook in the distance.

ISSUE 61 • May–July 2020 • 35

JOHN MCCAW

AN AUSTRALIAN SOARING SAFARI WORDS BY BILL MUDGE

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Australian Bill Mudge tells us about his gliding holiday with a difference

The idea of a soaring safari has always appealed to me. When the offer came to join a trip from South Australia through Victoria, and finally to Lake Keepit in New South Wales, I was only too eager to be part of it.

Earlier in 2019, New Zealander Theo Newfield and Graham Parker purchased an ASH25 Mi and invited Bernard Eckey to join them with his ASH30 Mi for some flying out of Waikerie. Bernard kindly offered the back seat to me on the best day of the week. We flew a leisurely 500 km in four hours under 7,000 foot based cu. Later that evening over a few beers, the idea of the safari was floated, and it seems that one extra person was required for the chase car. Theo’s brother Steve (a New Zealander resident in Canada and owner of an ASW27) was already on board. Did I know anyone else who would be interested in driving the chase car on

alternate days? Silly question! So, the last week of November 2019 was earmarked for the adventure.

Bernard and Graham were put in charge of organising and planning the trip. On the first day the plan was to fly eastwards as far as Robinvale with Renmark and Mildura airfields as possible landing options along the way. Steve, the Canadian, flew with Bernard in the ASH30 and I volunteered to drive the car and keep in touch by radio.

Our chase car was Graham’s Ford Everest, towing Bernard’s ASH30 trailer, which was loaded with all our gear. Robinvale was easily

achieved, but we found that the gate to the airfield was locked. When I arrived with the car, we tied the gliders down, climbed over the fence and settled down for a nice dinner at the only available motel in town. Luckily, we discovered an unlocked back road gate, allowing us to use the car to position the gliders on the runway the next morning.

On Saturday it was my turn to fly with Bernard as we headed from Waikerie to Narrandera. The trip was planned via Balranald, Hay and Leeton. At Balranald we left the Murray River and followed the Murrumbidgee across the Hay plains. If you’d

AN AUSTRALIAN SOARING SAFARI • May–July 2020 • 37

Clockwise from left: Dust storm at Narromine on two consecutive days, on the ground at Narromine, Gold mine north of West Wyalong, Bill Mudge, map

said I’d fly across these plains below 4,000 feet, I wouldn’t have believed it but the long legs of these ASHs made it possible. We tied the gliders down at the end of the main strip at Narrandera, only to discover afterwards that we had landed at a secure airfield with locked gates and high fences all around.

There wasn’t a single soul to be seen but Graham obtained the code for the pilot’s gate by calling the airport manager while we were waiting for our chase car. By the time our Canadian driver arrived he had also arranged suitable accommodation. The evening was spent at the Fig Tree Motel with a nice dinner and a good bottle of red at the local pub. This turned out to be the trend for the rest of the trip.

Narromine was our goal for the next day.

Unfortunately, the weather reports indicated late storms and the possibility of smoke haze from the many bushfires along the East Coast. Fortunately the wind was such that we only needed to turn the gliders around and take off in the opposite direction to our landing. It was my turn to drive again but I was given a 50 kilometre head start.

Once again the day began slowly with average climbs and heights, but once past Forbes it was apparent that the predicted stormy weather was cooking up further north. Initial dust devils in the blue and later climbs under cumulus got both gliders safely to Narromine. Within a minute or two of landing a downburst near the field dumped heavy rain, but fortunately no hail.

I arrived with the chase car and the trailer about 30 minutes later. Bernard was able to secure a spot in a hangar, but Graham and Theo decided to test their brand new all-weather covers and leave the ASH25 tied down outside. Graham booked us rooms on the airfield and we enjoyed Arnie Hartley’s famous steaks for dinner. The salads weren’t bad either.

The following two days were a wipe out as firstly a dust storm came in from the northwest followed by another one from the southwest the next day. I was able to catch up with Beryl and Arnie Hartley and John and Lee Rowe. John was one of my original instructors over 50 years ago. I hadn’t caught up with either Beryl or John since 1975. A

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trip to Dubbo and a good look around the Aviation Museum on the airfield helped fill in the time. Our original plan to fly to Lake Keepit was shelved as the conditions weren’t amenable and the long-range forecast meant if we wanted to get home we had to head back south to beat a forecast front passing through the southern parts of Australia. Our plan was to return to Narrandera once again with several airfields as options along the way. It was my turn in the ASH30 and conditions were weak again with narrow thermals topping out around 4,000 feet. Many times we left lift below 3,000 feet – something I wouldn’t attempt in a 15m glider! Some better climbs to 5,000 feet later in the day got us comfortably into Narrandera once again. We tied down in the same spot as last time and went back to the Fig Tree motel.

The next day’s forecast looked better with predicted heights up to 11,000 feet, but the approaching front from the west was to be preceded by high cloud later in the afternoon.

The task was to get to Mildura – our longest run so far, so that we would only have a shorter flight back to Waikerie the following day. It was my turn to drive again and I got half an hour head start. It was a tiring and boring five hours, especially across the Hay plains. I’d rather fly over them than drive but when I looked up at Hay, I could see both gliders above me. The conditions had been sporadic with initial climbs to 8,000 feet in the blue and long glides down low. The high cloud was pushing in from the west, but both gliders climbed to 11,000 feet before and just under the overcast. This gave them final glides into Mildura, landing at the Sunraysia Gliding Club. The drought had left its marks on the large airfield. “This looks like the Botanical Gardens of Baghdad” our Kiwi friend exclaimed on landing but the warm welcome of the club members more than made up for the dusty airfield. The club happened to be holding a cross-country course, so they promptly greeted the airborne crew with a cold beer on landing. I arrived much later but still caught up with a lot of the members I knew from the past and from the 2019 Joey Glide at Waikerie. Overnight was at the Inland Motel with a nice dinner at a Thai restaurant.

Friday looked like our last chance to get back to Waikerie but the forecast wasn’t all that inspiring. Bernard and I went first and our Top: No worries. One safe final glide to Mildura Bottom: This country is clearly in the grip of the drought

initial climb to 3,200 feet was to be our best height for the next 100 km! Graham and Theo experienced the same and we tip-toed towards the SA border, many times getting below 1,500 feet. Graham and Theo twice got away from 1,200 feet. The ravaging effects of the drought were apparent across this stretch with nothing but blown sand and bare paddocks below. Once we reached the scrub near the border a climb to 5,000 feet gave us a breather and from then on, a few more similar climbs got us back to Waikerie. Phew!

It was a terrific experience! Both gliders performed flawlessly and Bernard thinks he burned less than 10 litres of fuel for the entire trip. We had a great time with no engine air starts or unpleasant surprises. There was lots of laughter and plenty of opportunities

to exchange views and opinions with an international perspective on different aspects of our beloved sport. Safely back at Waikerie we had a few beers together and agreed that we’ll do it all again later this year. This time we will make it two weeks instead of one and hopefully make it into Queensland. Would I be interested? You bet!

The drought had left its marks on the large airfield. “This looks like the Botanical Gardens of Baghdad” our Kiwi friend exclaimed on landing but the warm welcome of the club members more than made up for the dusty airfield.

OBITUARY • May–July 2020 • 39

JIM BERKETT

But he was also proactive in purchasing gliders and tow planes when he thought they would be of benefit to the Club, which they invariably were.

SUPPLIED

WORDS BY MARTYN COOK

J

IM BERKETT passed away, just 3 days short of his 90th birthday. Jim had been unwell for some time and spent the lock-down in hospital with pneumonia.

Jim dedicated a huge amount of time and energy to the Wellington Gliding Club, serving in many different capacities including tow pilot and instructor. He was willing to take on humble tasks that others would shy away from, such as patiently replacing the rotten weatherboards in our ailing clubhouse.

But he was also proactive in purchasing gliders and tow planes when he thought they

would be of benefit to the Club, which they invariably were.

Jim's Ventus glider TX (now proudly owned

by David Hirst) was one of the first turbo gliders in the country, and Jim made full use of it.

Jim was a great coach and was always willing to help and encourage other pilots. On one occasion at Omarama, keen to go where the big boys go, I latched onto the tail of TX and recall following Jim south along the top of the Remarkables (you could do that in those days) and on to Mavora Lakes. I was so terrified

of becoming lost or missing a climb in this completely unfamiliar terrain that I just hung onto those tail feathers and hoped the slightly higher performance of my Nimbus 2 would compensate for my somewhat lesser flying skill. It did - but only as far as Glenorchy.

There are many, many other tales of Jim's generosity and support, especially for younger pilots learning to stretch their wings. Jim was a really good sort, a practical and helpful fellow, and wise in his own way. He had a very formative influence on my own gliding career.

We salute you, Jim!

SPRINGFIELD SOARING COMPETITION 28 November – 5 December 2020

Competitive fun event for all levels, especially first timers

Entry $120* for full week

or daily $30* Convenor: Derek Kraak Register interest to Competition Director: Mike Marra Email jmmarra@hotmail.com for information.

Website entry: canterburyglidingclub.nz/contest

Youth half price Catering available Some accommodation on site. *Plus landing and towing fees

VINTAGE KIWI NATIONAL RALLY WAIPUKURAU 2020 WORDS BY VK SCRIBE

SUPPLIED

The Waipukurau 2020 Rally began with the great expectations of what Waipukurau is generally noted for, very strong thermals, high cloud base and wave. A threat from a cyclone to the north, happily never eventuated.

a number of newer members. Everyone was looking forward to the week ahead.

not such a bad idea, of course. Lima Foxtrot Delta ended up doing 51 tows.

With some very strong conditions with thermals that took no prisoners, there was plenty of scope to search out those old and forgotten turn points of the 1970s. They certainly did look somewhat different now, one has to say.

Fourteen sailplanes attended, plus several others which arrived later in the week to get in some early practice for the following week’s Central District Champs. After a couple of very soft days the conditions only got better and better, culminating on the last day with a very high 7000 foot cloud base.

Like our Taumarunui rally a couple of years earlier, we used the Fox Bat LSA, ZK-LFD, as our tow-plane, and she towed faultlessly.

However it is only a Light Sport aircraft [microlight] and for some of our newer members a tow behind Lima Foxtrot Delta was a new experience. On the upside, she certainly showed you where the thermals were. These types of tow planes do remind us all how spoilt we have become using the highpowered wonders. Getting back to basics is

Because the Waipukurau airfield is owned by the Central Hawke’s Bay Aero Club, Vintage Kiwi had to negotiate a price to help support the general upkeep of the airfield and clubrooms. Little did we know that also included a barman, who arrived promptly at 6.00 pm every afternoon, so we could all re-hydrate. It also included their cleaning lady as well. Wow. What a bargain! There is no longer a local gliding club operating here after the Waipukurau Gliding Club amalgamated with the Hawke’s Bay Gliding Club some years ago. They now fly out of a very busy Bridge Pa Aerodrome, Hastings.

WYPUK ,as it was affectionately known, was a very good competition site back in the late ‘60s–‘70s. A number of NZ Nationals

The rally attendees came from as far as Whenuapai in the north and Wellington in the south and all points in between, including the Taranaki area. This year there were also

VINTAGE KIWI NATIONAL RALLY • May–July 2020 • 41

Clockwise: Paul Castle and John Currie helping John Tullett assemble 'ET' his extra terestrial KA6e, Chris Money and the TEST Bonus two seat self launch, Robin Britton (aka Code name Bob), happy Bob Lock and his KA6cr, Kevin Clark keeping the cows at bay – away from the runway until a gate got fixed.

Our musical member had to literally ‘blow his own horn’, in this case a pocket trumpet, to keep a herd of cows at bay after straying out on to the runway.

were flown out of there before it lost favour.

However, in recent times, regional contests have been run there with great success, with a good number of competitors. There were thirty entries for the 2020 contest, which is very good number one has to say.

We only had two land outs over the week.

Luckily, both ended up just across the river in the Waipawa area. Generally speaking, the paddocks here can be even bigger than the actual airfield.

Humorous moments. There always are!

Dropping off one of your team at the BIG Elton John concert at Hastings whilst on route to the airfield from Auckland has to be up there. Of course, the glider trailer was still attached to the car, so after the drop off, just short of the main gates no less, one had to negotiate not only the HUGE number of

concert goers but also the roads congested with cars, narrow side streets and vehicles parked wherever they could. If only Elton realised the commitment at least one fan made to be at his ‘World Farewell’ show!

A tow-pilot, happily ferrying the Fox Bat down from the north Waikato region realised some 30 minutes into the journey that he had left the tow rope behind.

The ‘Elton John’ glider that refused to come out of its trailer due to a discreetly hidden retaining bolt being somewhat uncooperative. There was serious talk of attempting a farming type breech birth process so as to dislodge the fuselage, which had to be the first piece out. However, as things generally tend to work out, the fuselage eventually released itself, with no surgery required.

Someone left all of his camping gear back in a hangar after de-rigging his glider and securing it into the trailer. Keen to get to WYPUK, he just took off. Luckily his wallet did not suffer the same fate!

So ended another great Vintage Kiwi rally, culminating with a sold out dinner at a local restaurant. Great staff, great meal and a great end to a very successful camp. A lot of good flying was achieved. For some, revisiting some of the old 1970s turn points, was a personal highlight. Flying in the various sea breezes that slowly penetrated the area was something very special as well.

The Vintage Kiwi rallies are always based around everyone enjoying their own flying environment and that was obviously achieved in spades. Many sunburnt grins showed up at the re-hydration sessions once flying for the day had concluded.

Where to next year? Shh! That’s still a secret.

PAT’S "NICE FLIGHT FROM DRURY" WORDS BY PAT DRIESSEN

SUPPLIED

This is the amazing flight that was mentioned in the coverage of the Auckland Enterprise Competition in the previous issue.

D

AY THREE of the Auckland Soaring Champs dawned clear and promising.

I might be a bit selfish, but this competition is great for me, as I can roll out of my own bed at home, have a coffee, amble off to the club and in no time, have the JS1 on the grid and ready to go. Wonderful.

On day three the task setters obviously had some trouble deciding what to set, so a hybrid OLC type task was set with a massive 6 hours maximum time. In other words, fly as far as possible in six hours.

Wow, what an opportunity!

My "go to" weather forecast, RASP, indicated that the sea breeze might form up on the West Coast at some stage, so initial thoughts were to go in that direction. However, a

hurried look at the Matamata web site, just before take-off, was showing quite a strong south westerly. Strange, as it was just light and variable at Drury. But that got me thinking…I could go up and down the Kaimai ridge for 6 hours and clock up hundreds of k's. That's the Plan!! (I should have checked the date stamp on the wind reading as it was stuck from the previous week. Trap for young players.) Anyway, off I went in the direction of the Kaimais. Just short of reaching them, around the southern end of the swamp, it became obvious there was no wind. In fact it was a slight easterly. Bugger.

My plan wasn't going to work. How stupid was I? What to do? I took a hard right turn and started heading in a general southerly

direction towards Maungatautari Mountain.

I was smarting from making such a dumb decision while hearing everyone else having a fabulous time speeding down the west coast.

However, conditions were not too bad where I was, and after a while I was able to put my mistake behind me and forge on. Initially I was up to 4,500 feet but rising to 5,500 feet.

Over Maungatautari – Titiraupenga – and the hills west of Lake Taupo. Cloud base now up to 6,000 feet. Yippee, this is great!

Past mistakes now forgotten, I carried on.

National Park was in range and the cloud base had eased up to 6,500 feet. Deciding to be sensible, I turned before National Park, thinking that should enable me to get home

PAT'S "NICE FLIGHT FROM DRURY" • May–July 2020 • 43

in time. I returned the same way as I had come and was cruising just below cloud base. My average cross-country speed was creeping up and it became clear around Mangakino that I was going to get back to Drury well before the 6 hours.

What to do?

This conundrum coincided with a huge black convergence bang over the top of me, stretching towards the Taupo Gliding Club. I started thinking, no extra points for landing back at Drury, all I have to do is cover as many ‘k’s as possible in six hours, doesn't matter where. So, a quick 180 turn, and I was heading south again, at 4.30 pm!

It was a great run with the only problem being to remember to keep below the 6,500

feet ceiling. I carried on in ‘motorway’ conditions to just northwest of The Boyd airstrip, south east of Taupo. Breathing a sigh of relief, I finally turned for home, retracing my path northbound to Mount Tauhara where the convergence had flattened out and weakened somewhat. It was now 5.30 pm, but with a little backtracking and digging around I had enough height to glide across a 20 kilometre dead patch for another climb, just east of Mangakino. Conditions were starting to get much lighter and it was getting cooler in the cockpit, requiring a more cautious slower way forward. Around Arapuni Dam, at 4,500 feet, a decision was required. Carry on, on-track towards the Cambridge Hills in deteriorating/uncertain conditions or turn 90 degrees right to a doubtful but interesting looking spread out convergence that stretched all the way from around Putaruru to as far as I could see northwards .

I turned right.

It was a very nervous 15 minute glide in very calm air. Down, down, down into the dark overcast until about Tirau, where the air was stirring. Positive flap at 1,500 feet agl and, despite the quite depressing looking lump of cloud above, a steady slow climb to 4,000 feet. Miraculously, I could progress slowly at 55 to 65 knots without turning in a homeward direction.

It was now 6.30 pm. The lowering sun was illuminating the under surface of this quiet giant convergence, bathing it in a soft golden light. It looked surreal! About this time, my

It was now 6.30 pm. The lowering sun was illuminating the under surface of this quiet giant convergence, bathing it in a soft golden light. It looked surreal!

six hours had ticked over and my scoring flight had ended, but it would be nice to get home.

The convergence ran out at about Tahuna.

It was a big glide to the northern end of the Waerenga Valley for a quiet climb. We flew over Twin Forests and out to the Maramarua golf course for another climb. It wasn’t high enough for final glide, and running out of sunshine, I carried on to the ‘almost always’ dependable Hotel Du Vin, for a weak climb.

Still not high enough. Bugger!!

7.15 pm now. Last chance – we carried on along the Hunua Ranges and hoped for some warm air wafting up through the pine trees just west of Cosseys Reservoir.

Down, down we go again. In the trees at 1,300 feet I find It! My ticket home. It's not a huge climb but it's enough. It's a silky glide from a comfortable 2,300 feet, sliding in over Winston’s Quarry with, "Drury traffic, VZ joining for runway 19."

The flight was 699 km, as measured on OLC. This last summer has been one of the best out of Auckland with many pilots having some wonderful flights.

1,000 KM IN “NO GOOD”, THE FLYING PIG (AN ASTIR) This story appeared in issue 4 and shows that it’s the pilot, not the glider that makes the difference.

WORDS BY DANE DICKINSON

SUPPLIED

“How’s the weather Tony?” I ask.

“Thousand k in the Astir tomorrow. Piece of cake mate.”

Tony Passmore has a wry smile on his face. The forecast for 12 January 2008 is for moderate NW winds across the lower South Island with good wave. Even so, a 1,000 km flight in an Astir is hardly a walk in the park. But I was eager to have another crack at the task, so I put NG’s batteries on charge just in case.

Z

K-GNG IS A Grob 102 Standard Astir III. It is a great club class glider with retractable undercarriage, a roomy cockpit, stable flying behaviour, a large wing area for weak thermals, and it can even carry 90 litres of water ballast.

Despite their redeeming features, all Astirs seem to be the target of constant mockery from glider pilots. Concrete swan, flying brick, grubby grob, and whistling failure are just some of the passing comments I have heard. NG has even been bestowed with its very own unflattering nickname ‘No Good’. I have also been told (incorrectly) that ‘astir’ is the German word for pig.

With such a reputation, I was even more motivated to complete my 1,000 km in NG. I had made my first 1,000 km attempt in early 2006 on the conventional Omarama ‘yo-yo’ (Omarama – Waiparu – Totara Peak – Waikaia – Omarama). I had to abandon that flight about halfway through the task. The problem I faced was 90 knot winds above 19,000 feet. Those conditions made the prospect of flying downwind to the Totara

Peak turn point very unappealing because of the subsequent 50 km windward push over 8/8 cloud.

After that flight I studied the maps for an alternative task. Totara Peak is a problematic turn point because it is subject to too many variables. Not only is the wave system less defined near Totara, but the Christchurch airspace is less accommodating than the Queenstown glide sectors, and the tendency of the rotor cumulus to become an 8/8 blanket in the surrounding area means that escape options are reduced. I thought that there must be a 1,000 km task that avoids Totara Peak altogether.

It occurred to me that the answer was to incorporate a remote start and finish. The task I settled on was Glentanner (start) – Waiparu – Mt. Chudleigh – Waikaia – Glentanner (finish) with FAI sectors for 1,000.8 km. Although this task means that you fly an additional 150 km if you are based at Omarama, it allows you to utilise the best wave lines and eliminates the difficult

headwind leg when returning from the northern turn point. I recorded this task in the GPS and left it for over two years until the right day came.

The roar of a Pawnee woke me at around 6 am. There is nothing more motivating than that sound. I rushed out to ready the glider.

The morning was bright, calm, and blue. But a few distant wisps of rotor cu to the north confirmed the wave was working. After a couple hours of preparation, including half an hour of searching for the right sized EDS oxygen regulator (thanks Warren), NG was ready to go.

By the time I towed down to the grid and got the thumbs up from my official observer there was a healthy 10 knots on the ground.

I launched just after 9 am, with a fantastic take-off between two lines of active sprinklers. After a surprisingly gentle tow I ridge soared up to 6,000 feet before pushing north towards the Buscot. I soon found myself in partial wave and at about 8,000 feet I was properly connected with a climb

1,000 KM IN "NO GOOD", THE FLYING PIG • May–July 2020 • 45

Gliding is the epitome of the mental game. It is a constant campaign that tests confidence, comfort level, nerves, information processing, and clever thinking.

rate of 15-20 knots. I edged my way towards Glentanner to make a start at 10:01 am.

It had been over a year since I had flown NG and I had nearly forgotten about its lovely nuances. These characteristics became very apparent on a good wave day. The canopy shrinks in the cold to provide superb air conditioning together with a comforting shrieking whistle, the water ballast leaks out of the loading holes creating large icicles that protrude from the top surfaces of the wings to help with the drag profile, and the recently reduced VNE of 89 knots becomes an excellent performance feature when flying in 50-60 knots of breeze.

Although there were no lenticular markers, the lower rotor clouds allowed me to follow the wave reasonably well. However, the lower performance of NG meant I had to adopt a cruise-climb approach to the task as opposed to a long constant glide. This method worked well as I could find excellent “hot-spots” of 10+ knots and use these to climb high before

making a dash to the next area of good lift.

The most difficult sections of the task were the occasions where I had to push upwind to follow the wave. On these upwind glides, my knuckles would go white, as NG would lose well over 5,000 feet in a couple minutes.

I made good progress and by 1 pm I had less than 600 km to go. But as I flew north past Omarama, I drifted too far downwind and dropped out of the wave. After 20 minutes of warming up and a careful assessment of the situation, I re-entered the wave near Clearburn and was on my way again.

The rest of the task was considerably simpler as I could retrace my previous path with the GPS to stay in the best lift. The only slight hiccup came upon approaching my finish at Glentanner when I realised that I wasn’t going to have enough height to finish within the required 3,280 feet of the start altitude. I had to backtrack and climb in 4-5 knots just to be sure.

Finishing the task was a rather anticlimactic

moment, and although the flight was quite tedious, it was also satisfying to have completed the task after all the preparation.

The day turned out to be very good, with eight other gliders also covering over 1,000 km. I managed to complete my task in 6 hours 43 minutes for an average speed of 149 kph.

I hope this flight will demonstrate to those critical of Astirs and other club class gliders that sailplane performance is irrelevant for successful long distance cross-country. Gliding is the epitome of the mental game. It is a constant campaign that tests confidence, comfort level, nerves, information processing, and clever thinking.

So often we glider pilots succumb to imaginary obstacles – assumptions about glider performance, misinformation from other pilots, unsubstantiated theories about the weather, irrational fear – and we give up before we have even begun. Just remember, it’s all in your head.

A CHILLING SITUATION WORDS BY TERRY DELORE

SUPPLIED

This story ran in Issue 12. Terry Delore is known for taking friends and fellow gliding enthusiasts for long distance joy rides in the back seat of his ASH 25. On Sunday 30th August 2009 he launched from Hororata with fellow Canterbury member Paul Barrett in the back.

At 15,000 feet and climbing in weak wave they experienced a frightening loss of control.

A

T 15,000 FEET, climbing in weak smooth late-August wave I was admiring the new one-week-old paint job in the very cold but silk smooth air.

My flying buddy of the day, Paul Barrett, had control and was just about to track south to make the most of the beautiful McKenzie wave stacked up and just waiting for us. Paul had been flying the glider from the Mount Hutt wave through to the wave behind Mount Potts/Erewhon, a flight segment that had not required much

control input apart from some use of the elevator and two flap setting changes.

Athena, my ASH 25mi had just had 600 hours of TLC and was looking a picture with her brand new paint job and zero time engine.

She was flying beautifully. We were relaxed, warm and comfortable and just needed another 500 feet and we were on our way.

I asked Paul to try the wave 30 deg to our right and the glider very very slowly started coming around, the nose swinging around

like in an unbalanced turn. Again I said, “Turn right” and he replied, “I am trying but I can't get it to come around.”

Not being the most patient guy in the sky when better wave is to be had, I said “Give it here,” and grabbed the controls to bank right towards the better air. It was locked rock solid for sideways roll control movement. I asked Paul to let go of the controls and he replied, “I have. That's what I am trying to tell you. I can’t turn it!”

A CHILLING SITUATION • May–July 2020 • 47

... just needed another 500 feet and we were on our way. I asked Paul to try the wave 30 deg to our right and the glider very very slowly started coming around, the nose swinging around like in an unbalanced turn. Again I said, “Turn right” and he replied, “I am trying but I can't get it to come around.”

I gave the stick a forceful push in both directions and there was no movement. This was now serious and we needed to get clear of the mountains and very carefully.

The elevator was still functioning, as was the rudder. We eventually turned the ASH north east toward the Canterbury plains using rudder and being careful to maintain a constant speed and angle of attack without letting the bank angle get more than about 10 degrees.

We called Christchurch control advising we were heading east and needed unlimited access to the airspace, explaining we had locked ailerons and were now in a serious urgency Pan condition. Things got really busy for about five minutes while trying to keep the ship flying a stable platform in the turbulence as we crossed the Taylor and Mount Hutt ranges. We were not willing to do or try anything until in a safe position for a bailout.

There were very strong winds in the mountain valleys and severe gales on the peaks so a bail out was not a good option until well clear and downwind of the last high peaks. Paul and I tightened our parachute harnesses real tight as each time we ran into turbulence, it became very uncomfortable Clockwise: Mt Potts. View from Athena climbing in cold wave (not the day of the incident), before take off, take off

to control. The thought of a spiral dive or the possibility of the problem being a loose tool in the control mixing pushrods which might drop down and jam something else such as the elevator was making the hair on the back of my neck stick up.

There was a lot of distracting dialogue over the radio as the controller, confused with our type of icing, was warning others about icing conditions in the Mount Arrowsmith area.

Derek Kraak and John Ahearn were soaring nearby and were asked to shadow us or intercept our track with the thought they may be able to offer assistance. We did feel helpless and alone and in an unfair situation not of our own making. I think we both wished we were back on the ground about then.

Once clear of the mountains and over the Canterbury plains at 12,000 feet we started trying a few combinations of control movements: first the flaps from full negative right back to landing flap. They were sticky but about what you would expect with a freezing level of 8,000 feet and they soon freed up. Next the airbrakes and flaps together, then we cycled the undercarriage.

Still no joy with the ailerons.

We decided the problem was most probably the ailerons were frozen with some of the residual water from the refinish paint job wet sanding inside the wing, freezing the bell crank or pushrod on the outboard wing panel.

I really wished we could be positive about

the cause as we wanted to be low to get rid of the probable ice jamming the controls but we wanted to be high enough to bail out in case the jammed controls was caused by a loose object (that may yet jam others).

A very helpful Air New Zealand pilot detected the lump in my throat and warble in my voice during the radio communications and in plain English said, “Mate, I know you have your hands full and I may be pointing out the obvious but it is four degrees warmer further east so head there. That might help.”

I thanked him as I had not thought about that.

Our minds were entirely consumed with our situation. The horrible thought of a landing at Hororata, a tree studded narrow vector, in 30 plus knots of turbulent north west wind, in a 26.6m wing span ship with no aileron control was overloading the already challenged cogs in my brain.

We took the advice of Air New Zealand and headed east, advising Christchurch we may upgrade our Pan to a Mayday and advised we were changing to Christchurch terminal control. On the changeover we had better comms and advised a landing at Christchurch may be necessary. They were very helpful as we explained our situation. Descending through 9,500 feet was still very sticky and zero aileron was the best we had but rudder and other controls were okay. We advised him we were a self-launch sailplane and had two persons on board, full of fuel.

We had now flown 95 kilometres and had another 35 kilometres to run to Christchurch International Airport. I was now getting as aggressive as I dared, forcing the stick from side to side. It is mounted in plywood on the bulkhead under the seat and if I thumped it any harder there was a chance we would have a bigger problem and would have to bail out.

Descending through 6,500 feet we advised the controller we still had zero aileron control so would need to use the intersection of the two runways as our aiming point. It was most likely to get messy either in the last few feet or on touchdown. Christchurch Airport still had moderate to strong winds with 15 degrees of cross wind component. The airport was now closed to all traffic take offs and landings.

The Air New Zealand ATR flight was giving us some moral support and giving his passengers an extra 25 minute scenic tour of Leeston and southern Banks Peninsular while waiting for us to either crash, bail or land safely.

We were down to 5,000 feet and flying as slowly and carefully as we could to buy a bit more time. We wished more than ever we were higher. The option of starting the motor was quickly dismissed as it is a menace of a thing when the workload is up; you have to be like a one armed paper hanger to handle all the controls, deal with a situation and not over speed the engine. Then there is a chance it might not be able to be put away if the speed couldn’t be kept under the 55 knots needed to stop the prop from wind milling. It is also

A CHILLING SITUATION • May–July 2020 • 49

a huge deterrent for a bailout. The prop would be spinning behind the cockpit right where we might end up in the case of an unstable bail out.

Paul was very good in the back seat, never adding to the high work load by doing anything dumb. He was happy to go with my suggestions (not that he had much choice).

I am pretty sure he stopped enjoying the flight at the exact same moment I did, back

by Mount Potts/Erewhon. We discussed the development of the frozen ailerons and concluded that it had happened very suddenly, with no noticeable heaviness in the earlier part of the flight. In fact, Paul had commented on what a joy the aircraft was to fly. However at the point that he initially experienced difficulty, he commented that it was heavier to fly than a Janus in the back seat. He had no previous experience of frozen controls.

We were now in the Christchurch Airport circuit pattern and had flown the last 40 minutes and 125 kilometres with frozen ailerons. Christchurch airfield was all ours and everybody was being very helpful. There were rescue services there to greet us, positioned around at the controller's request.

At 4,100 feet with another decent whack on the stick, that fecking ice finally broke free! YAHOO! What a great feeling. We immediately called Christchurch control and shared our joy with them. We were going to land and check out the glider but after a few minutes flying around the ice was gone. I

could feel the last little bits breaking up on full movement, just like the ice in rum and coke when you drink too slowly. I could be pretty confident we were safe.

As we cleared the control zone, returning west to Hororata 50 kilometres away, we thanked the controller and he asked us to phone them after landing. The controller supervisor commented we picked the best one hour of the day for our problem as the traffic was at a minimum. He also said we really got their attention when we said it was going to be messy. They were not fazed about us putting them out which is a good healthy attitude and I was glad to be able to speak plain English back and forward in the middle of a sticky situation. The Air New Zealand guys were a real help as was ATC. John Ahearn followed us all the way to Christchurch, I thought to keep an eye on us, but he said later in the bar, as he was drinking my beer, that he only wanted to be first to the wreck if we bailed out as he’d spotted some nice equipment on board he wanted. What a mate!

SO WHAT ARE THE LESSONS TO LEARN FROM ALL THIS? Large control movements every few minutes when air temperatures are well below freezing are important to detect any freezing problem early.

I think a Pan call is best if you are looking for suggestions as a Mayday would have excluded any helpful suggestions from other operators.

The rule book states all stations maintain radio silence or go to the next available frequency during a mayday.

This was the second flight after the new paint job and we had rotated the wings over several times in the workshop, well after the last wet sanding was done. This problem is still a bit of a mystery so we will be removing all the control surfaces before the next flight including all the Teflon sealing and Mylar.

Only another 30-40 hours work. Worth it however. I will enjoy our soaring a lot more with the peace of mind of knowing we have full control.

Keep a level head which is not a problem when you can't roll. [That earns you a big eye roll Terry. Ed] I guess sort one thing at a time and be positive like Paul was.

Paul Barrett had this to say: The aircraft seemed quite stable, with enough aileron control to fly straight and level. From my perspective, I was never worried for my safety, just quite spellbound by the job Terry was doing.

Clockwise: Landing, relief on a safe return to base

AMAZING PEOPLE FROM THE PAGES OF SOARINGNZ WORDS BY JILL MCCAW

As we farewell SoaringNZ, I thought it would be nice to look back at some of the inspirational people we have featured over the years. Of course there are many more than those that make the pages here, but for various reasons, these people caught my eye as I flicked through past issues. It has been pointed out that there are no women in this list, but SoaringNZ ran a similar article to this on women pilots in Issue 57, only a year ago.

STEVE FOSSETT As we went to press with Issue 1 the world was still coming to terms with the loss of this millionaire adventurer. New Zealand felt his loss particularly keenly as he’d based the Perlan Project, his high altitude glider record attempts, in New Zealand in the early 2000s. He’d become a friend of many New Zealand pilots and ultimately teamed up with our own record setter, Terry Delore.

impressive list of achievements including the World Open Straight Distance, an awesome flight of 2192.9 km set in Argentina in 2004. The 1250 km triangle, the story of which we ran in Issue 1, was a special goal which they wanted to achieve in thermals.

After many attempts, on 13 July 2007 the pair, flying in thermals from Ely, Nevada, gained the World Speed Record for the 1250 km 25% FAI triangle at a speed of 149.20 kph, five kph better than the existing record.

Fossett and Delore were the most successful partnership in gliding record history.

Flying together for five years they had an

Steve Fossett died on 4 September 2007 while on a local powered flight from the Hilton Ranch in Nevada.

SUPPLIED

DICK GEORGESON New Zealand’s wave pioneer passed away in 2014 after a long and fulfilling life. Dick imported the second glider to be registered in NZ and the first to be based in the South Island. It was a tiny wood and fabric thing called a Slingsby Prefect.

AMAZING PEOPLE FROM THE PAGES OF SOARINGNZ • May–July 2020

• 51

Dick was prepared to fly by himself and without an engine, into an unknown, harsh environment that was oxygen deficient, low in pressure, and dominated by gale force winds and bitter cold. In fact, it was an Antarctic-like environment but without breathable air. Dick knew that his goal of soaring successfully into the waves over Irishman Creek would be a test of equipment design and reliability, as well as his own skills and judgment.

It was this mission and this opportunity that led him to a life in gliding; a life where he reached the extreme leading edges of his chosen sport. Dick achieved his first world record in 1960, by reaching an altitude of 36,100 feet in his Skylark 3f. Here he demonstrated courage in the face of great danger, determination and his extraordinary tenacity. At 17,000 feet he entered cloud and for the next hour slowly climbed higher using primitive cloud flying instruments and a recycled WWII oxygen system.

His favourite world record was the 1978 distance flight from Lake Te Anau in the south to Hicks Bay, on the very tip of the North Island’s East Cape.

During his 65 years in gliding, Dick made seven World gliding records, countless NZ records and competed in two world championships as well as in many Regional and National gliding contests. The world gliding community recognised him as a guru of wave exploration, and our wider society recognised his contributions to aviation with two prestigious awards: the international FAI’s Lilienthal Gold medal, and by making him a Member of the British Empire.

BOB HENDERSON The current President of the Fédération Aéronautique Internationale World Air Sports Federation (FAI) is a glider pilot from Auckland. He was awarded the New Zealand Order of Merit for Services to Sporting Aviation in 2012 and the Lilienthal Medal in 2013. Bob has had a stellar career at the top of FAI, serving as chair of the gliding arm of the FAI, the International Gliding Commission (IGC), for eight years before heading the FAI Air Sports Marketing and Events (FAME) and stepping into the top job in 2016.

Bob had flown for the RNZAF where, among other things, he was squadron commander of the RNZAF Hercules squadron when

they were involved in the first Gulf War. He worked for Air New Zealand for many years, finishing his career as an instructor on the B737-300. During all that time, he was involved in gliding as a pilot and volunteer.

Not only has Bob held executive positions for GNZ, including president, he has also been Contest or Operational director for the two international gliding contests held in New Zealand.

KIM AND ROGER READ Kim and Roger are the people behind the Youth Soaring Development Camps and a driver of Youth Gliding in New Zealand. In 2013 Roger was the recipient of a prestigious General Aviation award, the Greg Vujcich Memorial Award (GVMA) for Excellence in Aviation Instruction. Roger Read is ex RNZAF, including having been a part of the Red Checkers Display team and has just retired after many years as a B777 co-pilot for Air New Zealand.

Roger recognised that the sport of gliding would die out if more young people did not become involved. To help remedy the problem, Roger and Kim started Youth Glide Canterbury and Roger was instrumental in creating Youth Glide New Zealand (YGNZ) as an Incorporated Society under the umbrella of Gliding New Zealand (GNZ).

But it is the Youth Soaring Development Camps that the pair will be remembered for.

Their enthusiasm for and efforts in creating the camp model and making sure the entire

logistical nightmare is ready to welcome up to 25 young pilots and just as many crew every December, is amazing.

They have had a positive effect on so many people. There are many Youth Glide members who have come to the joy of soaring thanks to them.

DOUG YARRALL On 10 March 1968, Doug Yarrall, with no back-up team, with personal finance, self-taught meteorology, an unmodified SHK, wearing his woollies and oxygen mask, flew into unknown territory and reached 37,288 feet, a New Zealand Absolute Altitude Record. He towed to 1,500 feet – a height gain of 35,788 feet. In Issue 8, Sue White reviewed his flight and interviewed him.

“I wasn’t out to break a record. I just wanted to see how high you could go.” He was 36 years old, with about 1000 flying hours, a mix of power and gliding. Nobody understood why the wave occurred. He had heard that Dick Georgeson had a height record of 32,000 feet gained in the South island. He was confident the Wairarapa wave had the potential to take a glider to at least that height, maybe more. International pilots came to New Zealand to get their Diamond Height Gain in the Wairarapa wave.

The flight didn’t just ‘happen’. Doug spent Clockwise: Steve Fossett with Terry Delore, Doug Yarrall, Dick Georgeson

two years planning and waiting for the right conditions to be generated. He clipped the weather section from the Dominion newspaper each day, studied the forecasts, watched the resulting conditions and kept a data log. He had flown to 30,000 feet many times and learnt with excitement that you could go higher. The flight, when he managed to pull it off, took only one hour and twenty minutes. Doug took two days to thaw.

for three weeks. Some of the retrieves were pretty interesting too. One day two-thirds of the field landed in the Ashburton Lakes area, in Malcolm’s words, “Real interesting terrain.” Fifteen tow-planes flew out, launched the gliders back onto the ridges and hoped they would all make it back home. There were gliders and tow-planes in all directions. It was a testament to good lookouts and the professionalism of all involved that there were no mid-air incidents.

MALCOLM WALLS

Malcolm and his wife Roseann retired to Timaru in 2007 although he kept flying for the South Canterbury Gliding Club for several years and was still a familiar face in the towing line up at Omarama in the summer. Malcolm passed away a few years ago.

The first day of the 2007 Nationals marked an amazing milestone for tow pilot Malcolm Walls who flew his sixteen thousandth glider tow!

Malcolm first gained his tow rating in 1986 but had been flying his own Piper Cub in the Mackenzie region for many years after gaining his PPL in 1971. His familiarity with tail draggers and knowledge of the mountains made him an ideal tow pilot for gliding clubs visiting the area. He was a vital part of camps and contests as soaring developed in the area.

ROSS MACINTYRE Holding GNZ number 004, Ross A Macintyre, was awarded the Lilienthal medal, gliding’s highest honour in March 2010.

In Malcolm’s mind the most enjoyable parts of his towing career were club flying and Air Training Corp camps. The World Gliding Championship held in Omarama in 1995 was an exciting highlight with seventeen tow planes (with pilots of all experience levels) launching one hundred gliders daily

Ross joined the Wellington and Wairarapa Gliding Club in 1959. His work as publicity officer lifted the profile of the sport of gliding, with his articles being published for many years in many magazines. In 1970 he took over the Awards work for the NZGA, a role he continued until his relocation to the UK in 1992.

Clockwise: Malcolm Walls, Ross Macintyre, Ralph Court, Ray Lynskey, Nick and Alex

He found a number of areas in the Sporting Code that could be improved and

recommended the code be reworded. Nearly all his recommendations were accepted by the IGC. In 1990, when the IGC meeting was held in New Zealand, the Sporting Code Committee chairman took the opportunity to visit Ross in Auckland and in a couple of days of hard work, they reworded a great deal of the Code into more accurate English. In 1999 Ross took over the chairman’s position on the Sporting Code Committee, a position which he held for more than 10 years.

Under his chairmanship the Sporting Code Gliding Section was rewritten many times over the years to keep up with advances in technology. Visual sighting from the ground was replaced by photographic evidence.

Then photographic evidence and barographs were replaced by the electronic flight recorders we have today. His contribution to the sport of gliding and his enthusiasm and dedication to the whole area of awards and the updating and maintenance of the Sporting Code over some 29 years is remarkable.

When Ross learned of his nomination for the Lilienthal Medal by New Zealand, he was flabbergasted – in fact, he exclaimed that his “flabber had never been so gasted!”

RALPH COURT DFC The founding chairman of The New Zealand Gliding Association passed away in 2010, aged 90. Following a stellar aviation war career, in 1950 he and co-owner Gordon Hookings had imported the glider with

AMAZING PEOPLE FROM THE PAGES OF SOARINGNZ • May–July 2020 • 53

the best test results he could find, a EoN Olympia 2B (091) into New Zealand. It was the first glider registered in NZ: ZK-GAA. Gliding activities did not fit comfortably with the post-war aviation regulations and CAA needed guidance. The idea that Gliding could be an independent self-governing body operating to a mutually agreed set of rules would be proposed to CAA. Having re-joined the Territorial Air Force, the much-respected Ralph teamed up with George Bolt – charismatic aircraft technical engineer without equal – and Gordon Hookings, who drafted the embryo Manual of Approved Procedures. With Ralph as Chairman, Gordon as Secretary, George as Technical Officer, the NZ Gliding Association was formed and CAA accepted the structure as proposed.

Training in primary gliders, student pilots were effectively flying solo from day one.

Prangs were inevitable and frequent. As Auckland’s CFI and President, Ralph was adamant that the Club urgently address the problem with a two-seat trainer. He inspired the Club to purchase a kitset Slingsby T31.

As glider designs evolved Ralph held strong views that the playing field had become increasingly tilted in favour of those with the deepest pockets. He also felt ever more disappointed that modern gliders were making something of a mockery of the much higher skill levels required to achieve a given badge distance or height gain in the relatively low performance early gliders.

RAY LYNSKEY The 1995 World Champion passed away in August 2009 after a battle with cancer.

He had been the first pilot in the world to achieve a 2000 km flight, something that stunned the gliding world. The fact that the flight was flown in New Zealand, requiring a double Cook Strait crossing, when it was becoming accepted that New Zealand wasn’t big enough for really long flights, made it extra special. Ray’s flying was legendary, but Ray is best remembered for his temper.

Woe betide anyone who happened to touch his gear or cross him in any way. It was understandable in a way because any mistake could cost him his flight and he held himself to the same high standard. For all that, Ray was a kind and generous friend and his death at age 54 was tragic.

NICHOLAS OAKLEY AND ALEX MCCAW The golden boys of youth soaring first made the pages of SoaringNZ in 2010 when Alex completed his 500 km flight at age 17. That summer he, Nick, and fellow Youth Glide pilot Toby Read represented Youth Glide at the Walsh Memorial Flying School, the first time an organisation other

than Air New Zealand or Scouting was accepted into the school. A year later Alex had knocked off his 1000 km, the youngest pilot in the world to do so. At the South Island Regionals in 2011 the boys flew in the Club Class and cleared out the trophy cabinet, giving the more established pilots a bit of a shakeup. Their campaign to make their mark at the Junior Worlds, to be held in Australia in December 2015, saw them compete at ‘Joey Glide’ competitions in 2013 and 2014, making friends with the Australian junior pilots and gaining knowledge of Australian conditions.

When the Junior Worlds arrived in 2015, they gave it their all. Team Captain Dane Dickinson said this: “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.”

An ‘adult’ Worlds was to follow the next year in Lithuania as the boys did their OEs, basing themselves in the UK to work but flying all over Europe. Their standing in the international community rose and a second attempt at the Junior World title, once again in Lithuania, saw them shine, although not quite enough for final podium finishes. They have since returned to New Zealand where Nick is a commercial balloon pilot and Alex the CFI of the Canterbury Gliding Club

GAVIN WILLS Gavin is known all around the world as the owner of Glide Omarama, the mountain soaring school based in Omarama. Gavin loves mountains and he loves gliding and teaching people how to soar in his magnificent Southern Alps. But Gavin never set out to make what he calls ‘glider guiding’ a career and he never wanted to be a business owner.

Gavin Wills grew up with gliding. His father was Matthew Wills, one of the pioneers of wave flying in New Zealand. Philip Wills, UK soaring pioneer was a second cousin and honorary uncle. Also, cousins, through his mother’s family, were two other life-long glider pilots, John Hamilton, son of Hamilton Jet founder Bill, and John’s foster Clockwise: Gavin Wills, Peter Lyons, Roger Harris, Ian Finlayson, Trevor Mollard, Mike's frog, Lemmy Tanner

brother Dick Georgeson. John and Dick were twenty years older and Gavin spent a lot of time at Irishman’s Creek, he says, “Part of it all, but not.”

His mother, a passionate outdoors woman, was a mountaineer and an ice skater.

Mountaineering became a passion for Gavin too. And then a business, as he bought a guiding company at Mt Cook in 1972.

The things Gavin learnt in his mountain guiding business run true with Glide Omarama too. The people you hire, what you expect of them and they of you are crucial. The two situations are completely different from other workplace environments. There is an enormous amount of trust and it runs both ways.

The guides can make or break the client’s experience. Everyone needs to have fun, enjoy the experience and be safe. He says there are three important rules that apply to both: Respect Mother Nature, look after your people, and when everything else goes wrong, the food had better be good.

PETER LYONS In Issue 9 we ran the obituary of a man who had been a huge part of the New Zealand gliding scene. Peter joined the Hawkes Bay Gliding Club in 1968, firstly to tow, but quickly became addicted to the sport of soaring. He did well in his first contest in a Ka 6 and then competed in a succession of gliders, from the Phoebus through ASW 15, Std Cirrus, Mini Nimbus, LS 4 (in which he won the Std Class four years in a row from 1982), DG 400 and ASH 25m. Peter was

selected to fly at the 1983 World Champs at Hobbs, New Mexico USA and again at Rieti in 1985. At this later contest Peter was mistaken as father to Terry Delore so the two became ‘Dad’ and ‘Son’ to each other.

Peter had an ability to get the best out of people and this led to an invitation to form a training squad for the 1995 World Champs held at Omarama. This involved flying camps at Omarama from 1991 onwards with the likely team members and culminated with Ray Lynskey winning the open class.

Peter managed the NZ team to France in 1997 and continued on as convenor of the contest management committee for many years.

ROGER HARRIS In 2009 Roger Harris celebrated half a century as a glider pilot. At the time, the Canterbury Gliding Club member was the GNZ National Airworthiness Officer, a role he had held for 22 years and was ideally suited for, with an extensive knowledge of not just wood and dope aircraft but fibreglass and engines. A long-time member, he’d been tow-pilot and instructor, President and CFI. Roger mentored, and ran courses in glider maintenance, as well as maintaining a large fleet of gliders himself.

At National level, Roger had been a member of the GNZ Executive Committee. He was awarded the Tissandier Diploma for his services to New Zealand gliding in 2012.

AMAZING PEOPLE FROM THE PAGES OF SOARINGNZ • May–July 2020 • 55

IAN FINLAYSON 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 in excess of 7000 gliding hours. 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.

TREVOR MOLLARD In 2016, New Zealand had two Tissandier award recipients. Trevor Mollard was one, Trevor is currently CFI of Omarama Gliding Club. He is a very experienced pilot and instructor, beginning with military fixed wing and helicopters in his early days, followed by a career as a calibration-flight pilot and an airline pilot. For all that time, he has also been a keen glider pilot, now with more than 50 years of experience in competition flying and instructing. He has 3-Diamonds and a 1,000 km Diploma.

In the late 1970s and early 1980s, Trevor was one half of the New Zealand Gliding Association Technical Committee, being responsible for overseeing all of the operational procedures of the Association.

When he is not flying, Trevor monitors the ever increasing demands for more controlled airspace over New Zealand.

With a rapacious commercial ATS provider

always looking to grab more airspace, Trevor in his role as Chairman of the Gliding New Zealand Airspace Committee, analyses such proposals in detail and works hard at providing rebuttal evidence, often succeeding in modifying the proposals to minimise their impact on gliding operations.

Trevor’s experience as an airline pilot, both in New Zealand and in Europe, equips him well for this airspace committee role, which is very highly valued by fellow glider pilots.

he provided a very detailed report on the soaring conditions to be expected on the day, followed by a general prognosis for the days ahead. They were absorbed with rapt attention and always end with a round of applause.

He was the Chief Flying Instructor for Glide Omarama and also a regular tow pilot and general fix-it man.

MIKE STRATHERN LEMMY TANNER Omarama’s popular weatherman was also awarded a Tissandier Diploma in 2016. The Brit who spent six months in the UK and six months in NZ had been a keen glider pilot for 60 years; involved in everything from racing in competitions, managing WGC teams, task setting, instructing, to glider towing, and even repairs.

At Omarama, Lemmy was well known as the expert weather-man, where on most morning briefings for more than 15 years

New Zealand’s favourite club class pilot first appeared in SoaringNZ in Issue 25 with a story about teaching a frog to fly. The Nelson Lakes club member’s frog is along for most of his adventures and particularly enjoyed beating the fibreglass gliders in a K6 at National competitions on more than one occasion. Mike is our current National Airworthiness Officer and does glider repair and maintenance from his workshop base near Nelson. He had been due to represent New Zealand at the Worlds in France this year.

BLAST FROM THE PAST PETER LAYNE HISTORIAN

About 1978, the then Department of Civil Aviation (now Civil Aviation Authority) amended the rule (known these days as Part 47) to enable any aircraft to be issued with an “out of sequence” registration.

Through the increased use of computers, the ability to do so was simplified.

OUT OF SEQUENCE REGISTRATIONS HISTORICALLY THOUGH, there was a handful of out of sequence letters issued for aircraft as far back as 1931. Francis Chichester’s Gipsy Moth ZK-AKK was derived from its British registration G-AAKK; easier to apply than the initially allocated ZK-ACK. There were also Flying Fleas ZM-AAA to AAC; the only instances where ZM- has been used on aircraft. Starting in 1940, all flying-boats were slotted into the ZK-AMA to ZK-AMQ range (M for maritime). Rex Aviation managed to get ZK-REX in 1958 for a Cessna 310 imported as a demonstrator. TEAL (Air New Zealand’s original name) initially had three Lockheed Electras in the range ZK-TEA to ZK-TEC and thereafter successfully acquired pretty much whatever they wanted, as did NAC. Until the amendment, almost all gliders registered in New Zealand followed a fairly close alphabetical sequence of registration commencing from ZK-GAA in 1949. The only exception, to my knowledge, was Nimbus-2 ZK-GXX in 1972.

In recognition of historic gliders, CAA put a ban on the re-issue of registrations in the GAA – GAZ range. Over time the idea was to replace such allocations with aircraft of

a similar vintage to those in that range but eventually some modern gliders including GAJ, GAK and GAR have been issued but only in special circumstances. A similar scenario occurred with helicopters registered HAA – HAZ. There have been a few bulked consecutive groups for agents to fill in including, but not limited to, GHH – GHL, GJT – GJZ and some between GRA and GRZ. Not all were utilised for their original intention and some have subsequently been used, such as GHH and GJW by other buyers for personal reasons.

A popular reason was to retain competition letters to save redoing the tail or at least keeping the task to a minimum, as was the case for ASW27 GJI, which arrived with tail number J1. Some owners like to re-use their chosen letters on a second glider.

Following is a list of those registrations issued out of sequence known to me. There are others, which are obscure, and I would welcome receiving details and the known significance of others. Also, with the filling up of the register, it is harder now to identify which are actually out of sequence and which are not. When I found out, just recently, Jill McCaw was, sadly, making this issue her last, I thought I’d better get cracking straight

away contacting people to fill as many gaps as possible. The list grew by over 100 in just over a week thanks to the wonderful response I received. I haven’t been able to get all the details and so there are omissions for a variety of reasons including owners leaving the sport or passing away. I appreciate there is a certain sensitivity about information and I have strived to keep details simple, yet effective. I hope the one liner explanations are of interest and meaningful to readers.

Please contact me at thelaynesnz@gmail. com if you are aware of corrections required or can provide any details on other ‘out of sequence’ gliders. Thanks in advance. May be one day the opportunity will arise to publish an updated version.

There are many people I want to thank for their help, but space doesn’t allow me to name them all. I will note though the considerable support offered by Bruce Drake, Grae Harrison, Adrian Cable, Terry Delore and Max Stevens, who also contributed to my story on Bruce Cunningham.

Clockwise: ZK-GPK PZL-Swidnik PW-6U Waharoa Peter Layne 21 Oct 07, ZK-GTD Rolladen-Schneider LS8 Waharoa Bruce Gavin 11 Feb 95, ZK-GDC2 Stemme S10 Ohakea Peter Layne 22 Mar 98

BLAST FROM THE PAST • May–July 2020 • 57

GAJ

Twin Astir

GAK ASK21

Arthur Jordan

GHL

LS6-18w Competition letters on tail of glider when imported.

GHP

Std Cirrus Frank Gatland used base radio Papa so often chose a last letter P thereafter.

GHS

ASW 28 ex

AucKland Gliding Club

GAR WindwARd Performance GBA

DG-300

Simplification of a plan to use GBH!

GBC

DG-300

B Chote

GBD

PW-5 "Smyk"

In recognition of club stalwart Des BirD

GBJ

DG-500 Beryl and Jon. Easier to say than Papa Papa on glider previously registered as GPP.

GHW Discus 2-T ex

VH-GHS in Australia VH-ZHW in Australia

GIE

Discus b

Ivan Evans

GIE

LS-6c

Ivan Evans

GIL

Discus 2a

Owner’s wife name Ian Malins

GBL

ASW20

BL

GIM

Pipistrel Sinus

GBO

Duo Discus

B L “Bo” Nilsson

GJI

GCB

Dimona

Cumulonimbus = CB

ASW 27 Competition number when imported from England J1

GCC

LS-4

Canterbury Gliding Club

GCH

Ventus-2cT

G C Harrison

GKA

KA-8

GCK

LS-8

Part of daughter’s initials CK.

GKF

GCK

Ventus-2cT

Part of daughter’s initials CK.

PW-5 "Smyk" Re-use of letters on owner’s second glider

GCN

Ka6Cr Owner kindly changed from GCH so that G C Harrison could have these letters.

GKL

Lak12

Kilo Lima is easy to say

GKS

Mini Nimbus C

Formerly ZS-GKS in South Africa

GJW Twin Astir

GKW ASW 27

GCS

Discus CS

GCU

Cirrus or CUmulus

GCV

HPH Glasflügel 304 MS Easier to say after previously owning Skylark 4 ZK-GCY

GCW ASG 29 E Glider was bought from Chris Woods in the USA GCX

LS-4a

Formerly N585CX in the USA

GDC

Stemme S 10

D Craill

GDD Duo Discus

First one in NZ

GDD Duo Discus Second one. Owner’s preference for paired letters GDF

ASW-20

D Fagundes

GDG DG-1000S GDH PW-5 "Smyk"

GliDer Hauraki (Aero Club)?

Justin Wills

Kraak Whaitiri

GLC

ASW 20 Tony Timmermans used base radio Charlie so chose a last letter C thereafter.

GLH

Mosquito Left Hand (see GRH). Gliders owned by the Burwood Hoy brothers of Paraparaumu

GLW DG-300 Easy change from Formerly N303LV in the USA GMS Blanik

NZ Met Service*

GNF

Twin Astir

NorFolk ASC

GNR

Apis 13

G N R Player

GNS

Duo Discus

GOA ASH25E OA GOB

Nigel and Sheena Omarama and / or Goer!

JS1-C 18/21 Oscar (chosen if owner had a son) Bravo (easy to say after Oscar) = Old B******!

GDK

ASG 29 E

D Kraak

GDP

LS-4

D P Laing

GDR

Ventus-2b

Belonged to DR John Iocabucci

GOC Grob G109 Otago Gliding Club. Initially registered ZK-BDR

GDX

Duo Discus

x 2 Duo or 2 seater

GOK

ASW27-18E

An OK registration?

GOZ

DG300

Ex D-0302 in Germany

GEE

Discus CS Owner’s preference for paired letters

GEL

Pipistrel Taurus

ELectro

GEO

Puchacz

“Eagle Owl”

GES

Bryan HP-18

Errol Shirtliffe

GES

PW-5 "Smyk"

E Stannard

GEW Nimbus II

Grant E Wills

GFR

Discus-2cT

Formerly N93FR in the USA

GPG Two PW-5s have been GPG. One of these involves a swap around with GWW and GSN! GPH

DG-400 Peter Heginbotham and Hank Courtenay

GPI

PIpistrel Sinus

GPJ

Blanik

GPJ

DG-1000S Juliet serves as a partner for Wellington’s GGR (Romeo)

P J Nelson

GFS

LAK-17B

FES

GFZ

H301B Libelle

Ex ZS-GFZ

GPK

PW-6U

PiaKo Gliding Club

GGR

DG-1000S

George Rogers

GPL

DG-400

Peter Lyons

GGS

LAK-17B FES

G Scott

GPL

GHB

PW-5 "Smyk"

Gliding Hawke’s Bay

DG-400 A second one of type with this registration – ex C-GPLS from Canada

GHB

G103C Twin III SL

Gliding Hawke’s Bay

GPP

GHC

Std Cirrus Tony Timmermans used base radio Charlie so chose a last letter C thereafter.

LS-4a Owner used to call their father Papa Papa.

GPT

Cobra 15

GPV

Discus b Reversal of GVP (both gliders owned by the Gatland family).

GHG ASH 31 Mi

Hazel Gault

GHH LS-6a Tail number when imported from Germany GHK

PW-5 "Smyk"

H Kroef

GPW Janus CM

Ex VH-GPT

Peter and Wolfe

GPW PW-6 GPZ

PuchacZ

* Used for cloud physics research flying out of Masterton (MS) in 1983 and piloted by Max Stevens

Quentin Phillips

GSS

DG-300

Schofield and Stewart

GQQ Duo Discus

Owner’s preference for paired letters

GSS

ASW-28

Southern Soaring

GQT

Ventus

To match gliders’ nickname Cutie

GST

GRA

ASW 20CL Drake Aviation range starting with GRA

Siren PIK-30 Glider imported at the time when GST tax was in the pipeline

GST

HPH Glasflügel 304eS

Shaw and Taylor

GSU

Taurus

Reversed letters

GSV

Slingsby Vega

GQP

GRB

DG-400

ASW 20C Drake Aviation range starting with GRA R Biggar

GRB

ASG 29E

GRC

Discus CS Drake Aviation (part of original range within GRA – GRZ)

GSX

LS6-18w Stayed after 1995 World Champs. LS on tail changed to SX. Also, base radio X.

GRD

ASW 20 Drake Aviation (part of original range within GRA – GRZ)

GSZ

PIK-30 Owned by bee-keepers. For Bates read BateSZ

GSW Ventus cT

South Westerly?

GRH

Mosquito

Right Hand (see GLH)

GTA

Twin Astir

GRJ

PIK-30

“Romeo and Juliet”, perhaps

GTC

ASW 20C

Theo and Craig

GRJ

ASH 25

Roxanne and Judy

GTD

LS8

Tony van Dyk

GRK

DG100G

Rowan Higgins and Kieran Cassidy

GTE

PW-5 "Smyk"

Taranaki Electricity (supporting donor).

GRL

ASH 26E

Reatha and Lynette

GTF

ASH 25

As in Twenty-Five metre span.

GTG

Janus

Tauranga Gliding Club

GTG

ASK21

Taupo Gliding Club

GTH

Discus b Purchased from Tilo Holigaus in Germany

GRM Discus a Changed from GSM. Minimised change of lettering.

GRM Discus-2c

R McCaw

GRP

ASW 20F

R Peters

GRS

ASW 20

Rangiora Sailplanes

GTJ

ASW 20

T J Cosgrove

GRT

ASG 29E

Russell Thorne

GTK

LS8-18

Terry and Karen

GRU

ASW 28

The owner came from RUssia!

GTL

ASW20

TiLler

GRW Duo Discus Rodney Witter A regular visitor to Irish Man’s Creek from England.

GRX

ASW 27 RX on tail when glider was imported from USA.

GRY

Ventus-2cT

GRZ

5 gliders in all. Last letter in the GRA – GRZ range. In many cases used by Drake Aviation

GarRY

GSA

DG-200

Sport Air Ltd

GSD

PW-5 "Smyk"

Sacks and Davies Synd

GSF

Pik20E Originally for a Scheibe SF32but not imported. Owner bought a Pik20E instead.

GSG

Siren Pik 30 Glider

GSH

S H Georgeson

GSJ

Owner’s daughter’s initials

PW-5 "Smyk"

GSM Discus a S MacDonald – glider had nickname “Small Men” on account of narrow fuselage!

GSM ArcuS M

GTM Ventus c

TiM Harrison

GTP

Ventus b

Tower Peak (home of owner David Speight)

GTR

Ventus b/16.6

T R Newfield

GTR

Stemme S 10

T R owner’s son’s initials

GTT

Duo Discus T

Trevor Terry

GTU

Twin Astir

TU was tail number prior to import.

GTX

Ventus cT

Owner named it after the fuel GTX

GUB

Speed Astir ex

VH-IUB tail number in Australia

GUC

DG-400T Timmermans base radio Charlie so chose a last letter C thereafter.

GUC

ASW27 UC Tail letters owner had in a contest in Africa. Liked them so applied to his new glider.

GUL

TeST TST 14 Bonus M Ultra Light

GUO DUO Discus GUP

Std Cirrus B

UPlift Ltd

GUP

DG800B

The glider goes UP

ArcUS

GSN

PW-5 "Smyk" Sandy Norman. Two PW-5s have been GSN

GUS GUY

DG-100

B and K GUY

GSP

Ventus bT Frank Gatland used base radio Papa so often chose a last letter P thereafter.

GUZ

ASW-27

UZ were tail letters prior to import.

GVA

DG-400 Initial owners: Paul Schofield - base radio Alpha. Roger Sparks found Victor easy to say

GVB

HP-18

Stu Rogerson

GSR

Duster

GSR

Ventus bT Reverse letters of owner’s previous glider GRS

Vivienne Bryner

BLAST FROM THE PAST • May–July 2020 • 59

Left to right ZK-GKF2 PZL-Swidnik PW-5 Smyk Masterton Peter Layne 1 Jan 99, ZK-GPL1 Bridge Pa David Phillips 5 Oct 86, ZK-GPZ Tauranga Jack Browne May 99, ZK-GXN Schempp-Hirth Discus b Paraparaumu Peter Layne 19 Apr 87, ZK-GTP1 Schempp-Hirth Ventus b David Phillips Alexandra 16 Nov 83.

GVC

ASW20 Tony Timmermans used base radio Charlie so chose a last letter C thereafter.

GXO Puchatek To confuse / coincide with Puchatek GOX! Both at Drury.

GXP

Discus b

GVF

PW-5 "Smyk" In recognition of club stalwart Vic Foster

GXR

LS-8a Requested GXZ, not available, so used GXR

GVG

Ventus

Geoff

GXS

GVH

LS6 The Dutch owner wanted Flying Dutchman. Uses Dutch equivalent Vliegende Hollander

LS8 Stayed after 1995 World Champs. LS on tail changed to XS.

GXT

Duo Discus XLT

GXX

Nimbus-2 Competition letters on tail of glider when imported.

GYB

Nimbus-3D

Formerly N33YB in the USA

GYD

Ventus-2c

Formerly N11YD in the USA

GYH

LS 4-a

YH were tail letters prior to import

GYJ

ASH 25 M In keeping with Dave Speight’s Cessna 180 ZK-BYJ

GYK

Discus-2b

GYO

Discus a Possibly derived from former registration N40ED in the USA

GVJ

Duster

John Van Giels

GVL

LS 4

David Van der Linden

GVM Discus-2cT Easy call sign to avoid being tongue-tied.

GVP

Ventus b/16.6 Frank Gatland used base radio Papa so often chose a last letter P thereafter.

P = Piako Gliding Club

X = landing flaps, L = lengthened fuselage T = Turbo

GVR

JS1-B "Revelation" Easy call sign to avoid being tonguetied and R is for revelation

GVS

Jantar

Valkerie Syndicate

GVS

LS6-b

V J VingerhoedS

GVT

Ventus Turbo

GYP

PW-5 "Smyk"

Waipukurau (Y-Puk)

GVV

Janus C Double Victors (Dick and Helen Georgeson)

GYR

ASW 20F

GYRo Plastics Ltd

GYY

Duo Discus

Owner’s preference for paired letters

GYZ

LS8-a Letters on glider when imported by Bill Walker

GYZ

LS8-18

GZB

LS8-t Owner accepted GZB as requested GZA not available

GVV

TeST.SPol.sro TST 10 Atlas M G van Vliet

GVV

Ventus 2a

V2 = VV

GVW ASW-20 Ex OY-XVV in Denmark. Second V changed to W for Wakefield GVZ

Open Cirrus A rebuild involving considerable parts of two earlier examples GFV and GFZ

GVZ

JS1-C 18/21 Easy call sign to avoid being tongue-tied.

GWC LS6-c

Formerly N93WC in the USA

GWD DG-808C William Deans In remembrance of owner’s grandfather who wanted to own a yacht.

GWG PW-5 "Smyk"

WellinGton Gliding Club

GWH Blanik To be confused with Blanik GHW! Both were at Paraparaumu.

GWN PW-5 "Smyk"

WellingtoN Gliding Club

GWP Nimbus-2

Formerly VH-GWP in Australia

GWW DG-400

W Walker

GWW PW-5 "Smyk" Owner thinking about a Double Whiskey! Two PW-5s have been GWW GWZ Twin Astir

WZ XA were tail letters prior to import.

GXA

Standard Cirrus

XA were tail letters prior to import.

GXB

Jonker JS3. It has a jet sustainer so named after the XB-70 Valkyrie supersonic bomber!

GXC

Discus b

X Country

GXL

Ventus cM

As in excellent!

GXM Discus-2cT Xray is easy to say to ATC and M is first owner’s initial.

GXN

Discus b X= unknown! N is re-use of N by Max Stevens who previous had GJN.

Formerly N717K in the USA

Continued use by Bill Walker

GZD

SZD-55-1

GZE

ASW-20 Owner spoke the registration as if making a radio call. Easy to say.

GZF

ASH 25 M

Formerly N287ZF in the USA

GZH

LS 1-f

Formerly OO-YZH in Belgium

GZI

LS6-a

Formerly tail number Z1 in Germany

GZK

LS6-18w New Zealand code ZK and formerly N140TK in the USA

GZM ASW 27

Owner liked ZM as in ZM Radio

GZN

LS8-18 Easy to change from its previous registration GRZ.

GZO

ASW 27 Ian Finlayson liked O as used on his former GKO so picked GZO

GZR

Duo Discus After several re-uses of GRZ Bruce decided to reverse the letters for the hell of it

GZW ASW 27-18E Was last available rego. Easy to say & straight lines to apply. Reads MZ inverted!

GZY

Ventus-2cT Owner accepted GZY as other preferences, GTD and GZZ, were already taken!

GZZ So far used on a Nimbus 3DM, LS8a, Ventus Bt and ASH25E.

After XX, owner wanted to use ZZ. SWN Alisport Silent Club Original owner was D SWaN

GNZ AWARDS & CERTIFICATES

Sabrina Schels John Robertson Timothy Hughes Isabelle Burr Mathieu Turquier Pawel K. Ferdula Callum Dodds Robert Kerr

Glide Omarama Auckland GC Canterbury GC Auckland ASC Taupo GC Glide Omarama Auckland GC Canterbury GC

9 11 2019 13 12 2019 9 12 2019 9 12 2019 29 10 2019 19 12 2019 21 12 2019 29 12 2019

Discus 2b Ventus 2 ASW 20CL Discus 2 PW 5 Discus Discus 2B LS 4a

AUGUST 2019 – OCTOBER 2019 EDOUARD DEVENOGES GNZ AWARDS OFFICER gnzawards@xtra.co.nz 40 Eversham Road, Mt Maunganui 3116

Pilot’s Name

Club

Date

Glider

SILVER HEIGHT

Simon Casey

Wellington GC

9 10 2019

ASW 20

GOLD HEIGHT

Simon Casey

Wellington GC

9 10 2019

ASW 20

Discus CS

7. 8 .2019

171.77 km/h

Discus CS

7. 8. 2019

171.77 km/h

Discus CS

16. 8. 2019

177.98 km/h

Discus CS

16. 8. 2019

177.98 km/h

NZ RECORD 100 km, O&R, Speed, DO, Female

Sabrina Schels 100 km, O&R, Speed, D15, Female

Sabrina Schels 200 km, O&R, Speed, DO, Female

Sabrina Schels 200 km, O&R, Speed, D15, Female

Sabrina Schels

SENIOR OFFICIAL OBSERVERS 09 – 120 Daniel McCormack Glide Omarama

7 8 2019

NOVEMBER 2019 – JANUARY 2020 QGP No

Pilot’s Name

Club

Date

3435 3436 3437 3438 3439 3440 3441 3442 3443 3444 3445 3446 3447 3448 3449 3450 3451 3452

Benjamin Wilson Robin Smit Claus Elmeros Malcolm N. King Matthew Moran Andrzej Konarzewski John Robertson Edward Smith Robert J. K. Meili Pawel Ferdula Logan Hoskin Samuel M. Higgins Stefanie Brockelt Hans Ulrich Schwenk Lucas Bottin - Deckert Peter Hartmann Jonathan May Adrian C. Snow

Wellington GC Glide Omarama Glide Omarama Omarama GC Akl Aviation SC Glide Omarama Auckland GC Wellington GC Auckland GC Glide Omarama Gliding Manawatu Wellington GC Glide Omarama Glide Omarama Auckland GC Auckland GC Canterbury GC Glide Omarama

25 10 2019 29 10 2019 29 11 2019 29 11 2019 3 12 2019 7 12 2019 15 12 2019 15 12 2019 18 12 2019 19 12 2019 20 12 2019 20 12 2019 20 12 2019 8 1 2020 10 1 2020 22 1 2020 30 1 2020 1 2 2020

SILVER DISTANCE

Robert Meili

Dennis Green

Lois Kok

Auckland GC Taranaki GC Auckland GC

29 10 2019 29 10 2019 29 10 2019

Glider

PW 6 PW 5 PW 5

SILVER DURATION

Sabrina Schels Glide Omarama 9 11 2019 Discus 2b

Mark Wilson Wellington GC 12 12 2019 Club Libelle

Alex Hewson Canterbury GC 30 12 2019 Grob G103

Benjamin A. V. Wilson Wellington GC 9 1 2020 DG 100

Pawel K. Ferdula Glide Omarama 19 12 2019 Discus

Timothy Hughes Canterbury GC 17 11 2019 ASW 20CL

David L. Dennison Piako GC 24 1 2020 Duo Discus

Patrick J. Lalor Piako GC 2 2 2020 Grob G102

SILVER HEIGHT

Mark Shrimpton Piako GC 6 2 2019 Astir Club

Sabrina Schels Glide Omarama 30 10 2019 Discus CS

John Robertson Auckland GC 13 12 2019 Ventus 2

Callum Dodds Auckland GC 14 12 2019 Ventus 2

Timothy Hughes Canterbury GC 9 12 2019 ASW 20CL

Laura Wagstaff Tauranga GC 9 12 2019 LS 4

Hunter Masfen Auckland GC 12 12 2019 LS 4

Andrew W. Mead Tauranga GC 14 12 2019 LS 4

William J. Kendall Taupo GC 14 12 2019 Discus CS

Sondre Langvik-Owen Glide Omarama 13 12 2019 LS 4

Gerard Robertson Auckland GC 25 12 2019 Discus b

Mark Wilson Wellington GC 28 12 2019 Club Libelle

Oban J. Hansen Glide Omarama 13 12 2019 Grob G 103

Pawel K. Ferdula Glide Omarama 19 12 2019 Discus

David L. Dennison Piako GC 24 1 2020 Duo Discus

Robin Smit Glide Omarama 31 1 2020 Discus

Robert Kerr Canterbury GC 29 12 2019 LS 4a SILVER BADGE 1193 Sabrina Schels 1194 Isabelle Burr 1195 William J. Kendall 1196 Gerard Robertson Poland Pawel K. Ferdula 1197 Timothy Hughes 1198 David L. Dennison

Glide Omarama Auckland ASC Taupo GC Auckland GC Glide Omarama Canterbury GC Piako GC

19 11 2019 21 12 2019 23 12 2019 25 12 2019 19 12 2019 25 1 2020 25 1 2020

GOLD DURATION

Sabrina Schels

Mark Wilson

Alex Hewson

Benjamin A. V. Wilson

Pawel K. Ferdula

Timothy Hughes

David L. Dennison

Patrick J. Lalor

Glide Omarama Wellington GC Canterbury GC Wellington GC Glide Omarama Canterbury GC Piako GC Piako GC

9 11 2019 12 12 2019 30 12 2019 9 1 2020 19 12 2019 17 11 2019 24 1 2020 2 2 2020

Discus 2b Club Libelle Grob G103 DG 100 Discus ASW 20CL Duo Discus Grob G102

GOLD HEIGHT

Sabrina Schels

John Robertson

James Mitchell

Pawel K. Ferdula

Glide Omarama Auckland GC Wellington GC Glide Omarama

30 10 2019 13 12 2019 15 12 2019 19 12 2019

Discus CS Ventus 2 DG 100 G Discus

GNZ AWARDS & CERTICATES• May–July 2020 • 61

Andrew Parish Robin Smit Robert Kerr

Wellington GC Glide Omarama Canterbury GC

12 1 2020 31 1 2020 29 12 2019

GOLD DISTANCE

Sabrina Schels

David L. Dennison

Glide Omarama Piako GC

9 11 2019 24 1 2020

GOLD BADGE 341 Sabrina Schels

Glide Omarama

19 11 2019

DG 100 Discus LS 4a

Discus 2b Duo Discus

DIAMOND HEIGHT 431 Sabrina Schels 432 Stewart A. Barton Robert J. McCaw 433 Pawel K. Ferdula Poland Great Britain Andrew Parish Robin Smit 434

Glide Omarama Wellington GC Canterbury GC Glide Omarama Wellington GC Glide Omarama

30 10 2019 15 12 2019 29 12 2019 19 12 2019 12 1 2020 3 2 2020

Discus CS DG 400 Std Cirrus Discus DG 100 Duo Discus

DIAMOND GOAL 347 Sabrina Schels

Glide Omarama

9 11 2019

Discus 2b

DIAMOND DISTANCE 157 Sabrina Schels 158 Robert J. McCaw 159 Robert J. Laskey

Glide Omarama Canterbury GC Gliding Manawatu

9 11 2019 28 12 2019 14 12 2019

Discus 2b Std Cirrus LS 3

THREE DIAMONDS 130 Sabrina Schels 131 Robert J. McCaw 132 Robert J. Laskey

Glide Omarama Canterbury GC Gliding Manawatu

9 11 2019 10 1 2020 14 1 2020

1000KM DIPLOMA 43 Rangi de Abaffy

Canterbury GC

27 10 2019

1250KM DIPLOMA 3 Maxwell B. Stevens NZ RECORD 300 km, O&R, Speed, DO, Female

Sabrina Schels 300 km, O&R, Speed, D15, Female

Sabrina Schels

Wellington GC

12 1 2020

HpH 304 MS

Ventus 2C

9 11 2019

122.99 km/h

Discus 2b

9 11 2019

122.99 km/h

18 12 2019 18 12 2019 18 12 2019 18 12 2019 18 12 2019 18 12 2019 18 12 2019 18 12 2019

13 12 2019 9 12 2019 25 12 2019 23 1 2020 6 2 2020

QGP No Pilot’s Name

Club

3453 3454 3455 3456 3457

Wellington GC Auckland GC Wellington GC Omarama GC Taupo GC

10 2 2020 10 3 2020 12 3 2020 12 3 2020 16 3 2020

SILVER HEIGHT

Alonzo Kelly

Nelson Lakes GC

23 2 2020

GOLD HEIGHT

James Austin

Wellington GC

8 2 2020

DIAMOND HEIGHT 435 James Austin 436 Edwin Oude Vrielink

Wellington GC Canterbury GC

8 2 2020 27 12 2019

Tanja Ziegler Rik Snyders Ian R. C. Johnson Graham Levitt Gerold Kretschmar

Date

Glider

LS 8a

DG 1000

DG 1000 Ventus 2ct

DIAMOND GOAL 348 Ian O’Keefe Auckland ASC 15 3 2020 ASW 28

1500KM DIPLOMA 3 Max B. Stevens Wellington GC 3 2 2020 Ventus 2C NEW ZEALAND RECORD 1500 km, O&R, Speed, D15m, General

Terry Delore Canterbury GC O&R, Distance, 1729.99km, D15, General

Terry Delore Canterbury GC

Discus 2b

OFFICIAL OBSERVERS 09 – 136 Isabelle Burr Auckland ASC 09 - 137 John Robertson Auckland GC 09 – 138 Oliver Fletcher Auckland ASC 09 – 139 Ric Nobuyuki Springer Youth Glide 09 – 140 Michael Marra Canterbury GC 09 – 141 Sabrina Schels Glide Omarama Emma Derold Auckland GC 09 – 142 09 – 143 Alonzo H. Kelly Nelson Lakes GC

GNZ FIRST COMPETITION AWARD 059 John Robertson Auckland GC 060 Timothy Hughes Canterbury GC 061 Mathieu Turquier Taupo GC 062 Callum Dodds Auckland GC 063 Robert Kerr Canterbury GC

FEBRUARY 2020 – APRIL 2020

WORLD RECORD Free O&R Distance, 1730.97 km, D15, General

Terry Delore Canterbury GC AIR NZ CROSS COUNTRY CHAMPIONSHIPS

Club NORTHERN DIVISION

Anton Lawrence Auckland GC

Derek Shipley Piako GC

Glyn Jackson Taranaki GC

Robert Meili Auckland GC

James Austin Wellington GC

Patrick Lalor Piako GC

Dennis Green Taranaki GC

Michael Cooper Tauranga GC

Mark Shrimpton Piako GC

Mathieu Turquier Taupo GC

Royden Hooker Piako GC

Jolyon Reeves Taupo GC SOUTHERN DIVISION

Colin Winterburn

Jyri Laukkanen

Alonzo Kelly

Marc Edgar

Canterbury GC Omarama GC Nelson GC Nelson GC

3 2 2020

ASW 27b

3 2 2020

ASW 27b

3 2 2020

ASW 27b

Points 2144.08 1941.44 1333.87 1201.61 1152.81 1011.28 1004.34 880.29 695.83 679.17 605.97 52.80

868.93 535.01 404.75 323.91

62 • May–July 2020 • 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

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

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

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

CANTERBURY GLIDING CLUB Club Website www.canterburyglidingclub.co.nz Club Contact Kevin Bethwaite kevin.bethwaite@airways.co.nz Ph (03) 318 4758 Base Swamp Road, Springfield Flying Weekends, Public Holidays

OMARAMA GLIDING CLUB Club Website http://www.omarama.com Club Contact Bruce Graham bruceandstell@xtra.co.nz Ph (03) 358 3251 Base Omarama Flying 7 days a week by arrangement

CENTRAL OTAGO FLYING CLUB (INC) Club Website www.cofc.co.nz Club Contact Phil Sumser phil.sumser@xtra.co.nz Base Alexandra Airport Flying Sundays, and by arrangement

PIAKO GLIDING CLUB Club Website www.glidingmatamata.co.nz Club Contact Steve Care s.care@xtra.co.nz Ph (07) 843 7654 or 027 349 1180 Base Matamata Airfield, Ph (07) 888 5972 Flying Weekends, Wednesdays and Public Holidays

GLIDE OMARAMA.COM Website www.GlideOmarama.com Contact Gavin Wills gtmwills@xtra.co.nz Base Omarama Airfield Flying October through April 7 days per week GLIDING HAWKES BAY AND WAIPUKURAU Club Website www.glidinghbw.co.nz Club Contact E-mail: info@glidinghbw.co.nz, Ph 027 2877 522 Base Hastings Airfield (Bridge Pa) and Waipukurau Airfield (December & February) Flying Sundays and other days by arrangement GLIDING HUTT VALLEY (UPPER VALLEY GLIDING CLUB) Club Contact Wayne Fisk wayne_fisk@xtra.co.nz Ph (04) 567-3069 Base Kaitoke Airfield, (04) 526 7336 Flying Weekends, Public Hols., Mid week by arrangement GLIDING MANAWATU Club Website www.glidingmanawatu.org.nz Club Contact Ron Sanders Resanders@xtra.co.nz Base Feilding Aerodrome Flying Weekends, Public holidays GLIDING WAIRARAPA Club Website glidingwairarapa.co.nz Club contact David Hirst Ph 021 493 349 Base Papawai Airfield, 5km east of Greytown 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 Website www.nzsoaring.solutions Club Contact Michael O’Donnell modp@inspire.net.nz Ph (06) 370 4282 or 021 279 4415 Base Hood Aerodrome, Masterton Flying 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 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 Adrian Cable adrian.cable@xtra.co.nz 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 Brian Sharpe bwsharpe@xtra.co.nz Ph 027 248 1780 Base Greytown Soaring Centre, Papawai Airfield, 5 km east of Greytown Bookings Ph 027 618 9845 (operations) Flying Weekends and Public Holidays 7 days a week December through to March

GLIDING NEW ZEALAND CLUB NEWS The club news is the place where clubs have shared the high and lows of club life: solos, visitors, working bees, committee appointments, hatches, matches and dispatches. The tradition continues of the club's Instagram and Facebook pages.

Thank you for sharing.

AUCKLAND Up until the closure, the 19/20 season had been very successful and there was a lot of activity among our members, right across the various aspects of club operations. In fact, leading up to the lockdown, the activity had been gradually increasing and we were poised to have a record March/April period. This made it hurt even more as the beautiful soaring skies did not stop just because of the pandemic.

There have been many milestones this season and I think the fact that many are from early training shows we are enjoying good health.

We have about a dozen new members, quite a few new conversions to the PW5, a couple through to QGP and early cross-country flights (congratulations Rob Meile and John Robertson). This does put pressure on our instructor system, and I think we could improve our performance in this respect. I know Nigel McPhee has done more that his fair share and missed some good crosscountry days when he could have been in his ASW27.

This year our invitee instructor from France, Lucas Bottin fitted in well. He worked hard along with our CFI Russell Thorne and onsite assistant Brian Ruddell, to provide consistent training and support for the weekday operation team. Thanks to them all. Russell Thorne was able to tow and instruct during the week and often into the weekend. Paul Schofield has also been very helpful during the week. The ability to be open for business most soarable days is important but there are many associated difficulties that can create issues, mainly with reporting and billing. So, thanks also to Graham Cochrane, our treasurer, who is often frustrated by occasional amateur record keeping which he inevitably sorts out.

There is a government movement towards a major road being placed near or even on the club’s airfield. This is being fought by a group formed by neighbours (DARG) that we support. The AGC members who, several decades ago, chose Drury as a suitable soaring site made a remarkably good decision. Local

conditions here start early and provide thermals, ridge, convergences and even light wave. Finding anything suitable within the vicinity of Auckland will be extremely difficult so we prefer to stay put. Fortunately, we own our land, another reason to thank those foresighted members from such a long time ago.

Ross

AUCKLAND AVIATION SPORTS CLUB We imagine most of you would have heard that our club experienced two separate serious mishaps in December. This resulted in our twin training glider and our tow plane being written off. The most important thing was that all flight crews walked away unharmed from each event, although certainly shaken up. Our club has had an unblemished record of serious events for well over 12 years and having two vital aircraft out of action during peak season was a potential showstopper. The club immediately got into action to support the individuals, undertake thorough incident investigations and work out how to obtain replacement aircraft.

Auckland: Lucas Bottin (our French Summer Instructor) and Patricia when he took her for a 90th birthday instructional flight

Over the Christmas holiday break insurers and other key repair assessors were not readily available and other clubs did not have spare aircraft to loan. So, we could only plan, and for some private owners take the opportunity to fly from the Auckland and Piako gliding clubs. We would like to express our thanks to those clubs for their kindness and support.

After about eight weeks from the first incident, we managed to source a replacement twin Astir, undertake needed maintenance and get her flying. We also managed to borrow Cessna DSM as our new tow machine. Our tow pilots have obtained their type ratings back in this big beast, having become used to operating the smaller lighter and zippier LSA FK9. A phenomenal effort was undertaken by many members obtaining the replacement glider and loan tow plane. It was a real concerted club effort. Also, some members have taken a great lead and organised the acquisition of a replacement FK9 from Europe. It is currently in a container heading to us and hopefully by June/ July she will be in NZ and nearing assembly and completion.

Auckland: David Moody and Peter Hartmann

Now incidents come in threes, and the third incident to befall us was a drunk driver ploughing their car at high speed, into and through the security fencing of the air base and into our glider trailer park. This resulted in damage to a private owner’s glider and several trailers. Repairable, but another kick in the tail.

However, it has not been all doom. There have been a number of good highlights that occurred in February and March. Craig Best went solo, Steve Foreman got 2nd place at the Nationals, and Ian O’Keefe completed his 300 km flight to

Auckland: Peter Hartmann and Neil Harker

Auckland: Paul Schofield and Peter Hartmann

Kaikohe and back. CFI Ray and Dash 8 Instructor Andrew got acquainted with their shares in the Mosquito KT while Dave Todd spread his wings in several competitions and did a great cross-country flight north to Dargaville and back with Steve Foreman. ATC Air experience flights were conducted for one of the local squadrons and a number of members got acquainted with their new twin.

Now we are grounded for COVID 19 and cannot wait to head skyward again. While we wait, our club can pat itself on the back for overcoming these adversities.

Take care everyone

GLIDING HAWKES BAY AND WAIPUKURAU The club had some great soaring days, in what turned out to be a variable summer.

A late January Sunday was a fine hot and calm day with largely clear blue skies and a sea breeze.

This made local conditions perfect for trial flights and training with smooth air and great visibility. Out towards the mountains, a convergence to over 9,500 feet formed and this was well utilised by Graham White in his LS8 and Jason Shields in his Discus.

Early February had a scorching 36°C day which was felt with intense heat on the airfield. A light sea breeze tempered conditions a little.

Australian bush fire smoke caused a light haze all day. The result was calm and largely flat conditions that were suitable for trial flights and training but no good for soaring.

The following Sunday saw a fine, cool, clear morning that turned into a good soaring day with thermal and convergence lift about. This enabled pilots to climb to over 7,500 feet and fly east to Cape Kidnappers, south of Waipukurau and west out to the mountains before returning to the aerodrome. The conditions were also ideal for training and trial flights.

Contest flying on the last day of the 2020 Central Districts Gliding contest was cancelled due to forecast rain. However, the predicted morning wave worked as advertised – it was easy to get onto, silky smooth and moderate strength. Brian and Jason Kelly utilised the wave in their ASH25M to climb to over 9,000 feet, cover over 200 km OLC and complete the 33 km local Bridge Pa – Maraekakaho – Paki Paki – Bridge Pa triangle in 10m 55s, at an average ground speed of 183.0 km/h while returning the glider to Bridge Pa. James Foreman in his LS3a and another contest pilot also enjoyed the local wave conditions.

Early March saw the club again flying from Waipukurau with a blind circuit and spot landing competition scheduled. The weather was ideal for this and by mid-afternoon, thermals were

wkes Bay and Waipukurau:

going. This saw Jason Kelly in the LS4 and Richard Keir in his PW5 enjoy local soaring to over 4,500 feet with moderate strength thermals. A number of members completed the landing competition before flying was curtailed for the day.

As always, we look forward to some classic Hawkes Bay winter wave days.

PIAKO Prior to lockdown Piako members were making the most of the excellent weather and clocking up lots of cross-country flights and OLC points.

We have flown 43,092 kms, the equivalent of once around the circumference of the earth.

Tim Bromhead’s contribution to the total was nearly 10,000 km.

Patrick Lalor (Club Secretary) completed his 5 hour endurance and Mark Shrimpton his 50 km distance on their way to achieve their Silver Badges. Mark has his 5 hour endurance to do and Patrick his 50 km.

Nick Odom proved determination, persistence and hard work reaps rewards when he went solo on 11 March and our new tow pilot Colin Kelly also soloed in a glider 18 March. We had new members about to join before we became flightless kiwis.

Making the most of the mandatory 1 hour engine maintenance flight on our Club Pawnee, our Tug Master Scott Montagu flew the shape of a Kiwi in the sky, generating some positive publicity in Stuff and other news outlets.

Our CFI Bob Gray commenced Zoom training for our student pilots, following on from our exceedingly popular Saturday, 11am Zoom Meetings, by different presenters each week.

These can be found on Piako Gliding Club’s YouTube Channel and we are more than grateful for the contributions made by Terry Delore (multiple world record legend) and Mike Strathern GNZ Airworthiness Officer.

The webinars are: David Dennison – XC Soar Tim Bromhead – Weather and Convergences David Jensen & Mike Strathern – Glider ownership & Glider maintenance Derek Shipley – Out landings Terry Delore – Task Planning & Prep Steven Care – Comp prep and AAT Tasks.

Virtual Condor flying has proved extremely popular and Mark Shrimpton placed 3rd in the Interclub Championship.

We are looking forward to resuming normal flying operations soon.

SC & GH

TAUPO Up until COVID-19 pandemic, the soaring season in Taupo had been very busy and since our last club news there has been no shortage of activity. We had the Nationals in February, some awesome personal achievements, excellent flights and the welcome coming and going of our overseas visiting pilots.

To start things off, the Nationals were held during the first two weeks of February where we had a good turnout of pilots and support personnel. This was a fantastic two weeks with ten flying days. Congratulations to the winners.

From there, a few members went over to Waipukurau for the Central Districts Championships. That too was a great turnout. A huge thank you goes out to all members and non-members for the support of these events.

Back at home, club members were busy achieving personal goals, congratulations to: Bill Kendall – Silver C, Andrew William – A Certificate, Phil Overall – B Certificate and well on the way to QGP and Gerold Kretschmar – QGP (just waiting on GNZ to endorse) and FRTO. There were plenty of great flights around the area and it has been a summer of enjoyment.

Our visiting overseas pilots and club members have been, some have gone, and some have been forced to stay a little longer than expected due to cancelled flights. Like everyone else we are all flying from the couch, reading, dreaming, looking longingly at those 300 km skies and watching web seminars from local and overseas sources. It is going to be a looooong winter.

So from my couch to yours ... keep well everybody!

Trace

TAURANGA The shutdown has inspired the weather Gods to deliver some rather nice late season thermals, convergence and wave – all for us to admire from the ground…

Two of us did get to slide the hangar doors open to take the two tow planes out for maintenance flights recently though, so it was a brief respite from an otherwise barren flying month. It was a fairly surreal exercise flying the tugs. Tauranga is generally quite busy and is controlled airspace – so ATC clearances are normally required. Not this time though. The tower was closed and with only a call to Fire and Security to let them know our intentions we were up and away. The last time I flew in Tauranga without calling ATC was in 1983 while micro lighting. This time there was a distinct emptiness in the sky. It was a cracker day for flying (and a Sunday to boot), so normally we would have been dodging all sorts

CLUB NEWS • May–July 2020 • 65

Piako: A good day in early March

of aircraft, but not this time. The temptation to do a touch and go on the Mount wharves, currently completely devoid of logs – leaving acres of unobstructed bitumen – was almost too much to resist. So much upper airspace going begging too. Such a waste! After the given flight time, the tugs were reluctantly packed up and the hangar doors shut again.

Piako: Matamata racecourse on a fine March Day.

Roll on Level 2…or whichever lets us fly again.

It’s certainly events like these that recalibrate your attitude on the great sport we have and our ability (usually) to go and do it when we choose.

Some of the members made use of the summer season to sink their teeth into contest flying or local cross-country fights. I think all of the North Island contests were represented this year. There’s certainly nothing like contest flying (and flying a number of them) to improve skills, currency and fly types of terrain, sky and challenges you’d otherwise never attempt. It’s also a great opportunity to meet and mix with other clubs and pilots.

Our Club Duo spent time in Omarama in February. Several of the members got together and shared costs to get it there, back and fly in-between. It is certainly very different country to what we’re used to up here, but it just goes to show that with a little planning and enthusiasm, those sorts of trips are easily achievable. Plans are already being tossed around for a repeat later this year.

Piako: Scott Montagu’s engine maintenance flight.

Piako: Mark Shrimpton

Piako: Patrick Lalor after his 5hrs

Piako: Landout at Te Aroha Racecourse by Graeme Cawte

Piako: Retired Cardiothoracic Surgeon Nick Odom being congratulated by Bob Gray

FOR SALE • WANTED • SERVICES • EVENTS

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GLIDERS ASW 27a. GKW • s/n 27117, yr 1999 with 1239 hrs, paint finish wings.

Cambridge 303, Becker AR4201 com, Micro T2000 Transponder, Mountain High Oxygen System. KW is a high performance sailplane in very good condition. Good metal trailer and tow out gear KW is a high performance glider LD 1 .48. $105,000. Contact George Scott phone 027 270 3205 email grscott@xtra.co.nz Std Astir CS77 ZK-GMC • 1820 Hours total time. Recent annual and ARA inspection. New nose hook. Becker AR3201 radio Terra TRT 250 transponder. Good trailer. Can be viewed at the Tauranga Gliding club. May consider a syndicate. $20,000 or make an offer I can’t refuse. Contact Ben Stimpson, email bstimpson@xtra.co.nz Phone: 027 555 5485 Schleicher ASH25e, GOA • 1210hrs, Engine 4.04hrs not currently fitted but can be refitted easily, Cambridge LNAV, Cambridge 25 GPS, Sage mechanical vario, T&S, EDS Oxygen, FSG71 radio, Transponder, 26.5m wingtip extensions with winglets, 2 parachutes, tow out gear, Cloud dancer all weather covers, Trailer. Phone Jamie for more details. $100,000. Contact Jamie Halstead, email halstead.joinery@xtra.co.nz, phone 021 409 933.

Homebuilt self launch 18m • 4 piece wing flapped modern airfoil all glass, disk brakes, 28hp Hirth motor, with trailer. Mostly ready for paint. Ring for more details. Contact Garry Morgan, email gkmorgan54@gmail.com, phone 020 4118 7493 or 03 572 5409 Ventus 2a • s/n 10 Equipped with LX9050 with Flarm and control column unit. Maughmer winglets - Refinished in 2008. Has a Dittel FSG71M com and Trig TT21 Mode S (ADS-B out capable). Has an Aluminium top Cobra trailer, wing wheel, tail dolly and tow-out bar. Re wired with LiFePo4 batteries.

My partner Malcolm wishes to sell his share as he is no longer based in Auckland. I will either keep my 50% share or sell outright (#2 choice). This aircraft is one of the best performing gliders in 15mtr class yet is a delight to fly, even when tanked, and exceptionally easy to handle. They land short and rig in minutes. My partner is very keen to sell his share. Contact Ross Gaddes. Phone 64 274 789 123, email rsgaddes@gmail.com Grob Twin Astir, GTU • 4026hrs, usual basic instruments plus radio, Transponder, Cambridge electric vario with rear seat repeater, retractable undercarriage and trailer. $32,000.00. Contact Jamie Halstead. Phone 021 409 933, email halstead.joinery@xtra.co.nz Glasflugel Mosquito • 40:1 performance, equivalent handicap to Discus.

LX Nav S80 with AHRS, Nano 3 flight recorder, Becker radio, Microair Transponder, A&C, electric Turn and Bank, Oxygen system, serviceable parachute and trailer. Tinted canopy, no cracks, easy two man rig, automatic control connections. $25,000. Half share available if based at PGC, $12,500k. Contact Andy Mackay, phone 021 174 4719, email andymacfly2002@yahoo.com LS6a - Z1 • PU Paint - by Sailplane Services. Fantastic condition 9 out of 10.

Number of Vario options, you choose: S80 with A/H Stick remote - Flarm – Oudie, SN 10, LNav GPS, Becker 4201 Radio, Becker 4401 Transponder, EDS Oxygen. Z1 is in brilliant condition and is race & long flight tuned. Multiple 1000k flights & National winner. $75,000. Contact Vaughan Ruddick, email vaughanandpaula@gmail.com

STD ASTIR II ZK-GMM • in excellent condition. Instruments just done and will have new annual and ARA done before delivery. Comes complete with Microair 360 Radio and Terra Transponder. Gel coat in good condition.

Retractable wheel and water ballast. Ready to fly. Has trailer that needs a little work but roadworthy. Selling because lack of use. Ideal first glider for someone or as an extra club aircraft. $15,000. Contact Don Grigg, email don.grigg@xtra.co.nz, phone 7348 6640 or 027 494 794 ASW 20 CL # 20823, 1985 • TT 1655 hrs with 811 launches. In great condition. Price by negotiation, make us an offer. Piako Gliding Club in pvt Hangar. Price includes new instruments and radio. 2 pot finish. Instruments: Ditter KRT2 Com, Terra TXPDR, Flarm. Recently added LX Navigation, EOS Vario (GPS IGC LOGGER) with Remote Stick Controller. Water bags all good in wings. Mountain High oxygen System. Homebuilt Trailer. Also Hangar at Piako by negotiation. Contact Sandy Griffin, email oldbuick@hotmail.com phone 027 595 5191 Ventus 2cxT. GBZ, 2007 • Immaculate 18m glider with only 615hrs and 7hrs engine. Upgraded with LX9000, remote stick and hydraulic disk brakes in 2018. It has all the accessories, komet trailer, full covers etc. No damage history. Option for half share or full share available. Half share glider could be based at Auckland and/or Matamata. Half share in hanger at Matamata optionally available. Contact Brett Hunter, email bretthunternz@gmail.com phone 021 927 626 Alisport Silent IN Self Launching Sailplane • with retracting Alisport 302efi FADEC 28 hp engine driving a monoblade propeller. Airframe 890hrs, engine and propeller less than 4hrs (new 2013) Removable winglets, tinted canopy, usual instruments plus Trig TT21 transponder (with Mode S). Wing wheel, tail dolly and one-man rigging gear, excellent open trailer. $42,000, Contact Edouard Devenoges, email devenoges.e@xtra.co.nz ASW 20 CL, ZK-GOO • Half share. Based at Springfield. 15m glider with additional 16.6m tip extensions. 42:1 performance, increasing to 45:1 with tip extensions. Brand new PU paint on ailerons and flaps. Recently re-wired cockpit. Fitout, ClearNav vario, Nano Flarmview, EDS oxygen system, SPOT, Transponder. Also included:Parachute, Tow-out gear, Clam-shell trailer, Water ballast system, Half share in spare canopy. Contact David Palmer, email ddg.palmer@gmail.com, phone 027 251 8339 Standard Cirrus GJH • 2262 hours, been in insulated trailer for some years. last flown 2011. Last annual 2015. $15,000. Contact Andy Whyte, phone 022 605 5411, email pa321@me.com

AVIONICS LX 9070 with AHRS used, no FLARM and new V8 • The 9070 has been used for 1 year and is in excellent condition. The V8 and the EAGLE speaker are new. Associated cables come with it. $7,000. Contact Christian Derold, phone 027 602 0111, email christian.derold@me.com New BUTTERFLY Flarm screen 8.1x4.2cm • FLARM screen display, length 8.1mm, width 4.2cm with push dial. $500. Contact Christian Derold, phone 027 602 0111, email christian.derold@me.com ELT, used, type ACK E-04, 406MHz • $200. Contact Christian Derold, phone 027 602 0111, email christian.derold@me.com MGL Electronic compass • MGL AV-1 air-talk computer and compass module. Screen can be used for multiple purposes. Fully serviceable, but buyer takes all risk. $300 ono + postage. Contact Dane Dickinson, email dane@xtra.co.nz

CLASSIFIEDS • May–July 2020 • 67

Garmin GNS-430W GPS/NAV/COM, PN: 011-01060-40 • This is a 14V unit and includes the mounting tray, connectors and shells, new Garmin GA35 Antenna, new manuals, new navigation data card, It has the latest software (Main 5.30, GPS 5.0) $6,800 Email chriscjgillettelaw@gmail.com, phone 323 813 9585 Tasman Variometer In kts • Stand alone vario. Fully functioning. Removed to be replaced by s100! $300. Contact Gavin Wrigley, email gavinwr@ hotmail.com, phone +61 4 1884 4014 Garmin GNS 530W 14/28V • Black, includes NEW Antenna, rack, backplate and Connector Kit. Unit has latest software loaded. Includes both database cards. $8000. Contact David Cam, email davidcamsbiker@gmail.com

OTHER FOR SALE Copies of G Dale's The soaring engine Vol 1 Ridge thermal flatland mountain and Vol 2 Wave and convergence are available from info@ thesoaringengine.co.uk Cost per book is $66 plus $5 postage and packing.

Camper tow vehicle • Nissan Elgrand campervan fully fitted out and certified for Freedom Camping and used by me over the last few years to tow my Nimbus 2C. $18,500. Contact Paul Marriott, email paul-marriott@ hotmail.co.uk, phone 0275 263 659 Chalet for rent in Omarama • Chalet available for rent on the airfield at Omarama $600 for 6 nights Get in touch if you want a shorter or longer rental period. Annie Laylee, email annlaylee@aol.com

Trailer • Mid ‘70s trailer fitted for an ASW 20 with wing dollies for the trailer. Frame rebuilt about a decade ago. Draw bar rewelded last year but could do with some further strengthening. Currently set up with fuselage rolling in on main wheel but could be reworked to take a cradle. Best offer by the end of June gets the trailer. Located at Greytown. $3000. Contact Phil 021 803 327, email milnelaw@gmail.com

WANTED Damaged/broken Oudie • Oudie1 (or Oudie2) to use as parts for repair. (cracked screen OK as I have a working screen). Contact Glyn Jackson, email glyn@glynjackson.com, phone 021 0250 4646 Blanik L13 nose cone and front cockpit canopy • in reasonably good condition for a non-flying project. Please make contact if you have any of these available for sale. Contact Mike Packer, email mikelpacker@gmail. com, phone +64 21 059 8648 Gliding Museum Seeks Exhibits! • Can be absolutely anything remotely related to gliding. Maybe consider clearing out the club hangar or maybe your cluttered garage! Think of it as an opportunity to bring into new light all that has been forgotten! Maybe a retired, damaged or derelict glider?

Maybe a rusty old winch or other field equipment. Pictures, photographs, memorabilia and books can all do their bit to illustrate the history of the sport. Really any donations, regardless of condition, will be most welcome.

Contact Mike Crymble, email michaelcrymble@hotmail.com, phone 022 617 8778

JOHN MCCAW

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