SoaringNZ, Issue 56

NEW ZEALAND’S PREMIER SOARING MAGAZINE

SEBASTIAN KAWA IN NEW ZEALAND CLUB CLASS NATIONALS YOUTH SOARING DEVELOPMENT CAMP PILOT VS OXYGEN • CLUB NEWS i s s u e 5 6 F e b r u a r y – A p r i l 2 0 19

IMAGES THAT SOAR ABOVE THE ORDINARY

John McCaw – aviation and agricultural photographer

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contents february–april 2019 features 12 The Kawa Experience 20 Youth Soaring Development Camp 2018 25 Club Class Nationals 28 32 Years to Find Silver 31 Gnarly – Flying the Multi-Class Nationals at Omarama

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Marlborough Gliding Club

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Pilot vs Oxygen

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Derek Piggott MBE

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Springfield Competition

regulars 6 Letters to the Editor 7 Log Book 45 ab-initio 48 instructors column 52 Blast from the Past 54 GNZ Awards & Certificates 55 Gliding New Zealand Club News 62 Classified Advertising

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from the editor february–april 2019

It’s been a great soaring summer. Everyday my social media feeds are full of pictures and stories of great flights. And not just individual flights. There have been a lot of exciting gliding events happening over the season and some of the greatest enthusiasm seems to come from people flying at the non-sanctioned events.

Non-sanctioned doesn’t mean illegal by the way, it simply means that it doesn’t come under the auspices of the Sailplane Racing Committee. The sanctioned competitions are the Nationals – multi-class and club class, and the Regional contests.

This season, the fun contests to fly, if social media engagement is anything to go by, were the Canterbury Club contest in Springfield before Christmas, the Auckland Club contest in Drury just after Christmas and the Matamata Soaring Centre comp/Club Class Nationals that has just wound up in Taupo. I’m not saying that the Nationals at Omarama wasn’t exciting, but it didn’t seem to generate the buzz that the other contests did. The North Island Regional contest was postponed due to weather and will now be held mid-March.

Part of that social media content is because the Springfield contest is new, the Auckland contest was incredibly well hyped

by Simon Gault on behalf of his sponsors (which is very good for New Zealand soaring as a whole and Simon did an amazing job getting these companies on board) and the Taupo contest had Sebastian Kawa, the world’s best soaring pilot, competing. It’s hard to imagine what the Matamata Soaring Centre can do to top that next year.

The Youth Soaring Development Camp isn’t a contest, but populated as it is by an enthusiastic and young group of pilots who breathe social media, we saw a lot about that too.

We don’t have any coverage of the Auckland contest this issue because for some reason Enterprise contest organisers, North and South Island, don’t seem to send content to SoaringNZ. We don’t let it worry us.* We’ve got a photo essay on the Springfield contest (you probably weren’t going to read the words anyway) and many words about flying with Sebastian Kawa (please read these, they’re inspiring). We have some nice words and some really interesting statistics from the YSDC. While the Taupo contest was on (it was terrible timing because I really wanted to interview Sebastian) I was walking the Milford Track. Tramping has become my ‘thing’ in the last

1000m down, contemplating the easy trip.

few years and my tramping buddies and I have managed to do a Great Walk every summer for the last four years. The Milford was a bit daunting because of the distance (53.5 km) and the infamous 1000 metre climb over the Mackinnon Pass. Not terribly surprising for those of us used to these sorts of things, the up part of the pass turned out to be much easier than the down (it’s the knees).

The Milford Track isn’t easy, but it is perfectly doable.

I had made the mistake of saying out loud, sometime back near the beginning of last year, “Who wants to do the Milford Track?” and ended up leading a party of seventeen! My party consisted of friends, friends of friends, relatives, relatives of relatives, friends of relatives and relatives of friends. Most people only knew one or two others in the group but by the end of it we were all really close. There is this whole thing about shared experience

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SEBASTIAN KAWA IN NEW ZEALAND CLUB CLASS NATIONALS YOUTH SOARING DEVELOPMENT CAMP PILOT VS OXYGEN • CLUB NEWS i s s u e 5 6 F e b r u a r y – A p r i l 2 0 19

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An Oakley day out. Nick in his Discus, Mike and Nick’s girlfriend Sarah in the ASH 25.

Photo Alex McCaw.

February–April 2019

Auckland Soaring Contest and North Island Regionals Over the Canterbury foothills – Alex McCaw

magazine deadlines Competition Deadline for Club News, articles and pictures is 15 April 2019 and 22 April 2019 for advertising.

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which creates bonds and that is exactly what happens at gliding contests, Christmas Camps and the Youth Soaring Development Camps. These events are good for everyone involved – pilots, tow pilots, volunteers and organisers – in ways that go way beyond the actual flying. The feelings of social connection, of like-minded people, of family, tie the gliding community together.

So, support your organisers. Be an organiser. Fly, volunteer and have fun with your peers. Start thinking about what you can do next season and let’s plan to make it as good as this one has been.

Stay safe Jill McCaw

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letters to the editor february–april 2019 18M World Gliding Championship, 2018 HOSIN

information broadcast to the pilots by powerful ground stations.

This was not absolutely necessary but useful.

You really need to know your equipment (read glide computer) and ideally have someone on the team that knows about it. Having the right glider is obviously a prerequisite and competition today is all about the gadgets and how you use them.

For me personally, l need to be able to orientate myself sufficiently while flying. In the past that’s been done by a standard aviation map. On this occasion it was solely by glide computer. Big mistake. You still need a suitable map unless you are 100% proficient with the computer. I was expecting one when I entered but no… and there wasn’t a suitable one available anywhere.

I personally hate the way FLARM is used (other than for imminent collision avoidance) but to be competitive overseas we need to start using it tactically here in NZ. Very good pilots will always do well individually or in a team but for the rest of us, we should get on board with team flying and practice it during competitions – a difficult ask for us NZ pilots, but......?

Good accommodation is vital.

Lastly, I would like to thank: the Gliding NZ Umbrella Trust for its grant to me, helping considerably with the costs involved for such an enterprise. Rae Kerr and Russell Thorne for being my indispensable crew.

Everyone for their kind comments and encouragement. I’m only sorry that I didn’t perform as I should have.

I feel I should respond to the brief comments on our trip to the 18m WGC Hosin, in the Nov-Jan edition of SoaringNZ. Firstly, yes, things didn’t quite go according to plan, or how I would have liked, but the glider I had performed well and was every bit as good as the Ventus 3s and JS 3s there. It was a pleasure to fly. Thanks to Graham Paul, the UK owner.

The car we borrowed from Graham’s brother Barry, was a god send and much appreciated.

The site was great, the weather fabulous and the competition management, for the most part, was good.

My biggest problem was the glide computer (LX8000) which threw up many challenges. I thought I had a better than basic understanding of it but I needed to know its more intricate workings. None of the New Zealand crew had any experience with it and a ‘Worlds’ is no place to get some friendly help from somewhere. This particular instrument would turn itself off pretty much on every flight at some stage, once resetting itself to the default Standard class glider setting. This caused me all sorts of grief on final glides until we spotted it with the help of the 18m US team pilot a few days into the comp.

The article stated “Pat also found the gaggle flying far too nerve wracking and dangerous” – this is not accurate. The pre-start gaggles on one occasion were challenging but nothing I haven’t seen before and quite manageable as long as you kept your eyes open.

A few other ‘unhelpful’ things happened which led to a less than relaxed competition but all in all I had some wonderful flights, and achieved some of my fastest times for thermal tasks.

The reason I withdrew was because an incident occurred on my last flight which destroyed both under carriage doors with no replacements available.

What did I learn?

Most big teams had highly accurate FLARM and weather

GAS That was an interesting little article on GAS by Peter Layne. My dad had a share in that glider, along with Keith Wakeman and a few others. Gavin Wills’ father pranged it on Mt Horrible at Omarama and there are still some bits up there.

It was Gavin’s dad who was driving the car when the trailer containing GBH was collected by the rail car at Waddington.

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February–April 2019

Patrick Driessen

SoaringNZ would like to apologise to Patrick and his supporters for the hurried and non-fact checked article printed in the previous issue.

He was deaf and he did not hear the bells or the train hooting!

Perhaps another story.

I have attached the log book entries (which I just happen to have) for Keith’s flights over the Southern Alps and to Palmerston North. Keith’s second flight to the North Island (the 2nd ever crossing) was in K6 GBU.

Nigel Ackroyd

logbook february–april 2019 JONKER SAILPLANES COMPANY RESTRUCTURING. Jonker has announced that, as the result of the growth the company has experienced in recent years they are restructuring. AP Kotze has been appointed as Engineering Manager.

Kotze was previously employed by the firm as Jet/Final Assembly Section Leader advancing to Design Engineer and became responsible for the jet development programme and the certification programme as the Compliance Verification Engineer. He is also an excellent glider pilot.

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.

SCHLEICHER INTRODUCES NEW DESIGN TEAM With the new AS 33, Alexander Schleicher breaks with the decades long tradition of including the designer’s name in a new aircraft’s model designation. New developments from the Schleicher design division are products of teamwork. At the same time the depth of development expertise within Schleicher is significantly increased through the use of new technologies such as, for example, modern CFD software.

Dipl.-Ing. Martin Heide, the last ‘named’ designer has moved on to well-deserved retirement. Schleicher’s current design team is now led by three highly qualified aerospace engineers, supported by other extremely experienced collaborators. The team are: • Joschka Schmeisl, Leader of Design and Production. He has been with the AS design team since 2003 • Paul Anklam, Dipl.-Ing. Aerospace, Technical University Dresden. With the AS design team since 2013 • Ulrich Simon, M. Sc. Aerospace, University of Stuttgart.

With the AS design team since 2017 • Tobias Mörsel, M. Sc. Aerospace, Technical University Berlin • Manfred Münch, In the AS design team since 1981 • Andreas Storch, In the AS design team since 2010

AP Kotze at the Worlds in Hosín.

OSTIV prize awarded to Carbon Fibre Pioneer At this year's OSTIV meeting in Hosín, CZ, former Schempp-Hirth head engineer Helmut Treiber was honoured with the highest scientific award in the gliding world, the OSTIV-Prize. Trieber introduced Carbon Fibre Reinforced Plastic (CFRP) into Schempp-Hirth’s serial wing production with the Nimbus 2b forty years ago, saving a significant amount of weight while showing a higher torsional stiffness and less wing twist in highspeed flight. With the new carbon fibre technology, he paved the way for manufacturing thinner and more efficient airfoils, leading to a big performance gain in the sailplane industry.

See the full citation on the OSTIV website under news and more information about Trieber’s work with carbon fibre and an interview with him in Schempp-Hirth’s magazine Minimoa, available through their website.

This means that the Alexander Schleicher Segelflugzeugbau design team is ideally constituted and equipped to deal with future design challenges.

Joschka Schmeisl says, “To shape the creation of an aircraft from the initial concept all the way to marketing, to coordinate the whole process and then to actually fly it myself, is one of the most rewarding activities I can imagine.”

UPDATE TO FLARM FLARM Technology has announced that UK and Ireland has been selected as the first new region for the updated and improved obstacle warning subsystem, making sure that British pilots can now safely avoid flying into fixed obstacles. Obstacles include cables cars, antennas and power lines.

They also now offer high-resolution databases for the following regions: Austria & Slovenia, France, Germany, Northwest Italy, Northeast Italy, Switzerland, and UK & Ireland and are looking to expand to cover Benelux, Scandinavia, Spain & Portugal, as well as selected regions of Eastern Europe and North America. There is no word on when New Zealand and Australia will be included.

February–April 2019

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logbook february–april 2019

Youth Glide New Zealand launches WINCH PROJECT at Omarama.

Carmen Haybittle training on the Greytown winch

Omarama is home to many YGNZ events including the well-known annual Youth Soaring Development Camp (YSDC). Last December marked the ninth YSDC in Omarama.

The demand from youth to attend these events is increasing rapidly and the 2018 YSDC was the biggest yet.

is mind, the YGNZ Executive decided it was time to think big and think smart as to how we can continue to help build the future of soaring in New Zealand.

We have extremely generous support from Glide Omarama and Z Energy Aviation that helps subsidise the cost of launching at Omarama. Despite this generous support, the cost of aerotowing continues to create a financial challenge, particularly for ab-initio students who undertake a higher number of circuits.

The YGNZ Executive expects the total cost of the project to be approximately $200,000. This includes the purchase, shipment and set-up of the winch and other equipment required for a safe and efficient winching operation. The YGNZ Executive have agreed to provide funds to match any private donation, dollar-fordollar up to $80,000. In other words, YGNZ will directly contribute up to $40,000.

YGNZ has set a target of growing youth participation in our sport in New Zealand in both the short and long-term. With this

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February–April 2019

YGNZ has set the goal of having a winch operating at Omarama before the 2019 YSDC. YGNZ has been working behind the scenes to secure the support of key stakeholders in Omarama. The Omarama Gliding Club, Omarama Airfield Limited and Glide Omarama have agreed to support the project.

How can you help?

YGNZ is in the process of establishing a “vehicle” that is best-placed to own and operate the winch, however, this process is taking much longer than expected so we will keep you posted! If you are keen to donate to the project now, please donate directly to Youth Glide using the details below: Name: Youth Glide New Zealand Inc Account: 38-9014-0547980-00 Reference: Winch Particulars: Your surname Please also send an email through to Tim Austen or Tim Tarbotton so we can thank you and acknowledge your contribution.

If you think you can help financially, with funding applications, or with advice then please reach out to one of us directly.

Thank you in anticipation of your support, Tim Austen and Tim Tarbotton On behalf of the YGNZ Executive tim.michael.austen@gmail.com 027 774 4957 ttarbotton@gmail.com 027 201 2789 www.youthglide.org.nz

logbook february–april 2019

SUNSEEKER

Eric Raymond sent us these screen grabs from his GoPro Fusion of the SunSeeker solar powered aircraft. He says, “When I started flying with cameras on my wing 40 years ago, I never imagined that a camera could take pictures like these!”

February–April 2019

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logbook february–april 2019

FAI NEWS FAI News

FAI joins forces with International Testing Agency (ITA) to support its ‘Fly Clean’ programme Within this agreement, the FAI will retain under its scope the global management of its anti-doping plan and the management of TUEs (Therapeutic Use Exemptions), while the ITA will be responsible for the in-competition testing at FAI air sports events and the out-ofcompetition procedures.

The ITA will create and amend test distributions plans, provide administration of athlete whereabouts protocol and follow up on any matters related to the compliance with the World Anti-Doping Code.

ITA Director General Benjamin Cohen said: “The FAI is witnessing every day the achievements of extraordinary individuals who are constantly surpassing themselves to reach new heights in the many various air sports. The FAI and ITA now join forces to ensure that these achievements take place in a healthy, clean and respectful environment. The ITA very much looks forward to ‘Fly Clean’ together with the FAI and its athletes for the many years to come”.

Susanne Schödel and Benjamin Cohen

Pipistrel and Honeywell Urban Air Mobility update As part of their collective effort, the companies will work together to integrate Honeywell avionics, navigation, flight control systems connectivity, and other beneficial products and services onto a future Pipistrel vertical take-off and landing air vehicle to support fully autonomous operations in the future.

Pipistrel was chosen to be one of Uber’s vehicle development partners for their urban mobility solution. Pipistrel have a concept for cost-attractive eVTOL, addressing efficiency and noise hurdles in vehicle lift, hover, and cruise stages of flight.

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February–April 2019

Interesting Anniversaries The FAI reminds us that this year marks 100 years since the first non-stop transatlantic flight in a powered aircraft, by John Alcock and Arthur Brown and 50 years since Neil Armstrong became the first man to stand on the moon. It is also 20 years since Eileen Collins became the first woman to pilot the Space Shuttle and 120 years since Orville and Wilbur Wright’s first powered flight.

Sign up for the FAI newsletter or watch their website to get more information about these aviation anniversaries and others.

Alcock and Brown taking on mail

Soaring Avionics, Radios and Transponders

AIR GLIDE – A new take on soaring avionics!

We now have a complete system with Vario Display S and Display M coupled with an Air glide TRX 1500 Flarm / ADS-B / Mode C traffic warning system for customers to evaluate here in Masterton.

Contact the NZ Agents for more information. Now with an online shop at www.nzsoaring-solutions.myshopify.com/

NZSoaring Solutions

Paul Buchanan, Hood Aerodrome Masterton www.nzsoaring.solutions info@nzsoaring.solutions

M 021 073 0021 Ph 06 370 8090

GAVIN WILLS

M O U N TA IN SOARING SCHOOL Learn-to-Fly Post Solo to QGP Mountain Soaring Guest instructors: Uli Schwenk Justin Wills

ADVENTURE SOARING FLIGHTS

Inquiries and Bookings phone +64 3 438 9555 | www.glideomarama.com

February–April 2019

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THE KAWA EXPERIENCE The Matamata Soaring Centre was delighted to host the Multiple World Champion Sebastian Kawa at the MSC Contest, held in conjunction with the Club Class Nationals in Taupo.

Places to fly the competition in a Duo with Sebastian were over booked within hours of opening.

These cross-country master classes were transformative, as can be seen in the stories below.

“Faster... Closer...

I think it’ll be all right!”

BY MURRAY WARDELL

BEFORE THE CONTEST SEBASTIAN FLEW WITH MURRAY WARDELL FROM DRURY

D

rury seems like an unlikely place to have an impressionable flight with someone who has flown Argentina, The Himalayas and other exotic and extreme places – but circumstances, co-incidence, the weather and timing all came together this day in an interesting cocktail of conditions and plans.

Sebastian was keen to fly the West Coast and I was keen to push some geographic boundaries. We thermalled our way to Mercer and further to the south west so that we could push out to the coast in the higher airspace allowance south of Orton and forge a new route. Initially, I was a little self conscious / nervous / intimidated by flying with the world’s best, and then came words of encouragement from the back seat, “That’s good!”, as I pulled up and slowed down in some good lift. “Yes”, I thought, finally I had done something right. Shortly afterwards I said, “I think we will have to back-track as we’re getting low and I missed a climb back there that I should have taken.”

Sebastian replied, “That’s why I said, ‘That’s Good’.”

The English translation turns out to mean, “Turn in this lift.” We chuckled over our missed translation. I re-established our position to where we should have been and we had a much better run ahead out to the coast.

“I’m not comfortable here,” I said, observing the lack of sufficiently identified land-out options.

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February–April 2019

“I think it’ll be alright,” Sebastian reassures me. This is one of the phrases that will stick in my mind from this flight.

LESSON – fly much faster than I have been, fly the energy lines, every wisp, every bit of cloud, the streets, cloud gaps, adjacent streets, when to cross over and how are all important.

We approach the coast relatively high, about 1,800 feet. I comment on the wind direction and strength from the generous number of white caps to the horizon. There’s an eerie sense, a quietness, from the back seat. At this time Sebastian is temporarily out of his comfort zone.

Later he said he was sizing up possible landing options when I poled forward with the stick saying, “I know what to do from here.” It’s five years since I last flew the coast but if felt just like it was yesterday and this time I had the right glider an Arcus. We arrived at the coast via a gap at a place co-incidentally (we later learned) eponymously named Kaawa Stream.

After a short familiarisation on the coastal cliffs, I said, “You have control,” – and he certainly did. There was nothing to teach him about here – it was like he’d flown it all his life.

At Raglan, on the north side of the harbour, at 1,100 feet (we couldn’t get much higher) we crossed over to the

south side of the harbour overhead Raglan airstrip for a thermal that wasn’t there and fired up the motor at 800 feet. I was flying well out from Mt Karioi to the north, with the intention of flying around the mountain in clear air when I felt the stick being slapped towards the left and lee side of the mountain. At 1,500 feet, over the top of the engine noise I thought I heard, “Turn the engine off.” We had Raglan airstrip just behind us as a bail-out plan – but I’m wondering what the heck the intention was from here. The engine went away and I heard, “Faster.

Closer. Faster. Closer,” from the back. I turned away from the hill and Sebastian said, “Why are you turning away from the hill?”

I SHOUT, to make sure he hears me, “Because I’m %#(2%&* SCARED.” “Have you NOT been to Omarama?”, he asks me incredulously.

“Yes, I have.” I elaborate, “That’s where I learned to get %#(2%&* SCARED!” “FASTER! CLOSER! FASTER! CLOSER!” he repeats.

I figure he doesn’t want to die either – so I comply with this crazy idea.

LESSON – horizontal wind on a slope gives a good glide and even lift if you fly CLOSE and FAST!

Tirua Point (South Of Marakopa) – New Coastal Territory.

February–April 2019

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THE KAWA EXPERIENCE

Deep Inside Kawhia Harbour On The Way South. (Kawhia Township Just Below Right Wing).

We soar up the face of Mt Karioi and in front of and above the cap cloud.

LESSON – I was flying too close to the cloud instead of ahead, in front and then on top.

At 3,800 feet we set off on a glide south from Mt Karioi.

There was a strong dark convergence inland from Mt Pirongia heading south west to the coast with a base of 2,500 feet. We glided much further inland than I was expecting – but this is EXACTLY where Sebastian was expecting the convergence to be and what the weather was doing. He pointed out that the convergence would still be there for another two hours – just as they ‘promised’) – English translation ‘forecast’.

LESSON – learn more about the weather and how it is going to determine your day and your options.

We do a single glide past Ruapuke (my old Hang Gliding Training Slope), across the back of Aotea Harbour, across the back of Kawhia Harbour, punching forward towards Lake Taharoa into a headwind that hammers the aiming point well down from the horizon. “I’m not very comfortable here,” I said for the second time in the flight. I reminded myself that this was my idea.

I’m not very comfortable either,” comes the reply, “But what choice do we have?” There was silence, then the re-assuring phrase, “I think it’ll be all right.”

Finally, we punched forward around the seaward side of Lake Taharoa and I could see what looked like soarable coastal

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February–April 2019

“I have no experience of this”. (Selfie – Sebastian)

cliffs ahead. The vario had been silent for half an hour and it was a welcome sound to hear it again. It was all right, and I took in the new coastal soaring scenery that this pioneering flight has added to the glider range of the West Coast. It’s a very enjoyable flight south down past Marakopa, and beyond.

Sebastian reports again from the back seat he can see that we have water on the wings, and this time I finally realise that it’s not water but salt spray crystals. But then it actually did start to rain and I made the decision to turn back, heading north about 10 kilometres short of Awakino. Going on wouldn’t prove anything new and it isn’t going to be straight forward to get home.

THE KAWA EXPERIENCE

Murray and Sebastian back at Drury.

Mmmm. Salty

Maintaining and conserving height, we found ourselves at the end of Albatross point at 1,900 feet and had no real other option but to fly 14 kilometres over the sea to, hopefully, meet the cliffs north at Taranaki Point. I was adjusting to being out of my comfort zone once again, this time with a skinny glide across open sea, when Sebastian said, “You have control. I want to take some pictures.” We arrived comfortably at 1,100 feet onto good soarable coastal cliffs and it was routine flying from there back on to Mt Karioi. We had the customary low level crab chasing section of the beach for Sebastian to take some photos and video footage (see Schemmp-Hirth Facebook) as we ran 130 kilometres up the coast to Muriwai.

We’d knocked the bastard off.

After the flight Sebastian said, “Murray, I don’t think you know what this glider can do.”

I said, “That’s why I went flying with you – to learn that.”

FOOTNOTE: Sebastian is a great role model for gliding. Rigging the glider together was a pleasure (he was under the wing putting tape on – he’s the best ground crew I have ever had), washing it before we flew, and washing it afterwards to remove the salt was also no problem. The memory of this flight will last forever and I’ll be applying the knowledge gained from this flight for the rest of my flying days.

The IGC file for the flight is available on OLC under my name for 21,01,2019.

Track – South Mt Karioi -> South -> Aotea Harbour -> Kawhia Harbour -> Lake Taharoa Track – North – to Taharoa -> Albatross Point -> Taranaki Point -> Ruapuke -> Mt Karioi.

I learned heaps and I’m already a better pilot for it.

February–April 2019

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MY CHANCE FLIGHT with a World Champion

BY JOSHUA FERGUSON

Flying above the emerald lakes of Tongariro with the world champion.

A very generous donor bought one of the spots to fly with Sebastian and donated it to a Youth Glide pilot. Carmen Haybittle was selected as the lucky pilot but unfortunately fell ill. Josh, from Hawkes Bay Waipukurau Club was chosen at the last minute to fill the seat. He takes up the story.

briefing. Apparently, there WAS going to be lift, yippee, but later in the day and not very easy to use.

A task was set and I got comfortable in the back seat of Trev Terry’s Duo Discus. A take-off time was set for 1300 and it was all go. After a bumpy tow, we climbed nicely on Mt. Tauhara and into weak wave. After getting into the rhythm with the other gliders, I was starting to get blown away with Sebastian’s knowledge of how the air flows around a mountain, and where the lift is. Then there were his tips on how to thermal successfully, stuff I had never even considered. It was out of A last-minute phone call and an eager dad was all it took to this world. see me hoon off to Taupo for a day flying with the one and only, After a while flying locally over and around Tauhara, Sebastian Kawa. we headed over towards Poronui Lodge and ended up quite The mood was high at 0800 Sunday morning when my free low, probably the lowest I’ve ever been without wanting to ride (Dad) and I hit the road. The weather was fine in Napier, land. “Taupo conditions are not very good” Sebastian was but it was hard to tell what it was going to be like in Taupo. complaining. After climbing in a good thermal, we headed But, nothing was going to stop us. Around 7:30 the night before, Southwest along the Kaimanawas under a line of good lifty I had received a phone call from Roger Read asking if I would cumulus. We stopped toward the end of this line and started to be willing to fly with Sebastian Kawa, as, “an opportunity has gain as much altitude as we could. We ended up in decent wave come up.” Obviously I said yes. Dad said he and started shooting up. This was when he wanted to get out of the house and come piped up, “Fly out of the lift! We’re getting too, so I didn’t even have to pay for gas! too high, 9500 feet is the limit.” Of course, We were just getting out of the hills I’ve always wanted use any lift available, so on the Napier/Taupo road when a very this was a strange concept. We continued on, worrying looking low cloud started to toward the Tongariro National Park. I asked cover the sky. I hoped it would burn off. him to take control for a bit so I could have The original high moods dwindled to a a drink and let the realisation sink in, that I measly average mood when we heard that was flying with the World Gliding Champion even the Taupo Gliding Club locals weren’t above the emerald lakes of Tongariro. It was sure if it would improve. Still, fingers unreal. Unfortunately, we couldn’t make it all Low cloud over the airfield – a disappointed looking Josh. were crossed and we joined the weather

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February–April 2019

THE KAWA EXPERIENCE

ROUND UP COMPILED BY STEVE WALLACE

“Intense, full on, every second” STEVE FOREMAN (AVIATION SPORTS)

“When I wasn’t crapping my pants, I was taking photos. I took very few photos!”

MURRAY WARDELL (AUCKLAND)

the way to Ruapehu, but I was not complaining; the views were 10.5 out of 10 regardless, whether we were above Mt. Ruapehu or not.

I let Sebastian take some photos of his own and we started to head back. This proved difficult. There wasn’t much lift and plenty of kilometres to cover. After getting lower and lower and not finding any lift, we ended up firing up the engine, much to Sebastian’s disappointment, but the sudden vibration of the engine on my back got my stomach rumbling so I wasn’t too pleased either. Thankfully, I did not throw up, but it was close. It was smooth sailing downwind to the airfield from then and we touched down after 3 hours 29 minutes in the air. The glider was pushed into Trev’s hangar and Sebastian started discussing the flight. He showed me a few hand drawn diagrams and started to explain what he was getting me to do during the flight, and why. The whole flight started to make sense, such as the glider actually accelerates through a thermal so your first turn must be the tightest to ensure you stay inside. A few other small tips were mentioned too and some information on the glider’s instruments. He also mentioned that his longest flight time was 14 hours and that 3 and a half hour flights are just his average flight time. I thoroughly enjoyed this flight and I look forward to flying by myself in Hawkes Bay and letting the experience gained from this flight kick in and get me going places. A massive thank you to Youth Glide NZ for this insane opportunity.

“Worth every second, unbelievable experience”

ROB LYON (TAUPO)

“Humbling, accurate, planning, outstanding ability to read the weather” DEREK KRAAK (CANTERBURY)

“Interesting that Sebastian is winning the comp yet he’s letting the students do most of the flying. Just telling them where to go.”

DAVID JOHNSON (PIAKO)

General feedback from pilots is that the experience has been exhausting, intense, humbling, scary and full on but absolutely worth it. Sebastian let the pilots fly as much or as little as they wanted but they all say he doesn’t let up on them and their flying for one second! He is a very demanding task master, incredible reader of the weather, thorough planner and 100% focused flyer all of the time – exactly what you’d expect from the world’s best.

February–April 2019

17

WORLD BEATING CONTEST FLYING

BY DAVID JOHNSON (Piako Gliding Club)

During the Matamata Soaring Centre contest at Taupo I was privileged to fly a competition task of 471.98 km, at a speed of 126.53 kph, with the world multi class champ, Sebastian Kawa. People are asking me what his secrets are. I jokingly say that will cost you $200.

I

t is very easy to say fly fast between thermals, pick out the best climbs and climb in the core of the thermal, however, it is not until you fly with the master over a cross-country competition course do you even start to grasp what is going through his mind.

Rather than going into detail on the flying side I would like to tell you about the man and how as his student for the day I found both him and the experience. Sebastian is a medical doctor. He’s obviously well-educated and speaks great English with an Eastern bloc accent. From early in the day the preparation for the day’s competition was regimented. The glider was washed, ballasted and on the grid before briefing at 10 am. Job done so we could then concentrate on the briefing.

Briefing over and while most of the other pilots are gridding their gliders Sebastian spent a good half hour on his laptop looking at all the predicted wind strength/directions, thermal strengths and energy lines for all times of the day over the task, making plans for the best start time and decisions on how far to fly into each turn point circle. Several of the other pilots hung over his shoulders to see what the master was thinking. At the launch

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February–April 2019

point before take-off, Sebastian’s eyes are already skywards, looking at conditions not only around the field but also out into the distance. Just before take-off there was another wash of the wings and canopy with soda water and a microfibre cloth. He explains that the slightly acidic water is the best for cleaning just before launch.

Once in the air the intensity in the cockpit seems to go up a notch. Before going anywhere, the motor was started and checked. We made a quick trip out to almost the first turn point and back to check thermal strength and test energy lines. Through the start-line the intensity went up a couple of gears and the master was now searching the skies ahead for the next 20 km, looking at all the clouds and potential energy lines, joining the cloud developments into invisible pathways though the sky. He sat there with his left hand raised, rubbing his fore finger and thumb together for much of the flight as his mind sought the best passage. At low altitude over country that most of us would be cr...ping he didn’t seem to be fazed, flying on searching for lift like we were at 5000 feet. If we missed a climb at low altitude all he said was, “Huummm,” as if a little frustrated that his skills had failed him. But he moved on quickly to find a honking thermal.

As an instructor, Sebastian taught me more in five hours than I would have learnt by myself in five years flying my own glider. At times he got frustrated to the point of being almost angry with me and my lack of skill and I sooo understand how he must have felt. Would I fly with the master again? At a heartbeat. Value for money? I would pay twice at much!

THE KAWA EXPERIENCE

FUNDING FOR THE KAWA EXPERIENCE Steve Wallace reflects on the visit by the World Champion and gives some background as to how he came to fly at Taupo.

Sebastian’s trip to New Zealand, while funded by the GNZ members who bought seats for a day flying with him, was underwritten by the Matamata Soaring Centre. There was a misconception that this was a GNZ organised thing. GNZ does not have the allocated funds or mandate to risk member’s fees on such ventures. The MSC on the other hand has a long history of bringing overseas gliding talent to New Zealand to transfer knowledge, educate and enhance the gliding experiences of its members.

In the past, we have benefitted from the likes of Matthew Scutter (Junior World Champion and founder of SkySight), G. Dale (top international coach, racing pilot and gliding author), Peter & Lisa Trotter (top Aussie coaches, racing pilots and gliding psychologists), Bernard Eckey (top Aussie coach, Alexander Schleicher agent and gliding author), Ralph Henderson (international contest director) and his wife Helen Wood (commercial psychologist who lends her skills to gliding psychology) So, this year through the suggestion and help of Aviation Sports Club member, Kazik Jasica, the question was asked of Sebastian and the response was favourable. Terms were agreed and arrangements made. The risk was selling enough seats for a day with Sebastian to cover costs and not leave

the MSC with a big bill. Weather was also a major risk and contingencies for moving Sebastian south to Greytown or Omarama were also put in place. Feelers were put out to see what pilots might be prepared to pay and the responses indicated that we should be able to cover costs. As it turned out, the original glider we had planned became unavailable and Trev Terry of Taupo stepped up to save the day and offer his Duo. This allowed the price to be dropped from an original $1,000 per seat to $800 per seat.

After a little bit of marketing build up and hype, D-day arrived and seats went on sale. The response was overwhelming. All seats were sold out within four hours and by the next day we were oversubscribed by 50%. Enquiries even came in from overseas. A generous donor purchased a seat for a very lucky YGNZ member and Trev Terry advised he would donate the glider hire portion of the fee to a Taupo YGNZ fund. Taupo Gliding Club came to the party and offered free onsite accommodation and free meals on club nights. As well as flying the rostered pilots, Sebastian has given talks on his competition and flying adventures from around the world at BBQs held at Aviation Sports Club, Auckland Gliding Club and Taupo Gliding Club. So many thanks go out to all those who helped make this possible. It’s not every day you get the greatest competition glider pilot in the world, ever, come to show you what it takes and how it’s done.

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19

Youth Soaring Development

CAMP 2018

BY SAM TULLETT

The 2018 Youth Soaring Development Camp was another successful week for all involved.

This year, despite some very uncooperative weather, turned out to be one for the history books in terms of attendance, flying, and student achievements. The challenge of supporting 34 pilots, the largest number seen at any Youth Glide NZ camp, was made worthwhile with a record 599 flights, 69 hours towing and a fantastic list of achievements.

T

hroughout the camp we had eight students who flew solo for the first time; Phoebe Preston-Marshall, Emma Derold, Logan Hoskin, John Robertson, Harry Legget, Sondre Langvik-Owen, Luke Scholes and Mackay Wakefield. A further six returning pilots achieved their B Certificate; Matt Moran, Simon Hay, Blake Wilson, Hunter Masfen, Ric Springer (Japan) and Peter Brunton (Australia). While conditions during the week were best suited to ab-initio training, those wishing to progress their flying further made the most of the breaks in the weather. The LS4s had eight new type ratings. Allie Thompson and Laura Wagstaff earned their basic aerobatic ratings, Peter Brunton flew his FAI Silver Height Gain and Sam Tullett set a 300 km task to claim his FAI Diamond Goal flight.

Flying activities during this years camp were not just confined to Omarama as they have been in the past. A group of six students travelled south to Alexandra for the day to experience winch launching and see what it was like flying from a different airfield. Here they proved that you don’t need a tow plane or a world-renowned gliding site to climb to 10,000 feet in the wave.

As always, none of these achievements would have been possible without the enormous effort put in by over 26 volunteer

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February–April 2019

support staff during the camp and in the surrounding weeks.

While time donated by instructors and tow pilots is most apparent, the help received in the campground and kitchen is arguably more important to the success and safety of the camp.

The care of Judi Paape, Gill Hoskins, Geoff Owen, Alan and Wendy Pilkington, Kim Read and a number of other wonderful volunteers ensured we remained healthy throughout the camp and were able to devote as much of our attention towards our flying as possible. If you are a regular follower of the annual Youth Soaring Development Camps then you may be getting fed up with hearing the names Kim and Roger Read all the time, but you can be sure that they will continue to appear. It is not until you spend some time at the camp yourself that you will see just how much of their time goes into giving so many students such incredibly valuable experiences, a humbling knowledge of the skies and an unforgettable 10 days.

As well the efforts of volunteers, the camp relies on generous donations from a variety of avenues. The camp’s major sponsors (Air New Zealand, GNZ Umbrella Trust, CAA and Z Energy) play an important role on keeping flying costs as low as possible.

Helping with this are discounted towing costs, glider rates, landing and camping fees from clubs and sponsors including Glide Omarama, Omarama Gliding Club, South Canterbury Gliding Club, Marlborough Gliding Club, GMT Syndicate, Omarama Airfield Limited, Omarama Soaring Centre and Avon Technical Solutions. Keeping everyone fed was made easier this year with over 100 kg of potatoes and other produce from Oakleys Premium Fresh Vegetables, mushrooms from Meadow Mushrooms, supplies from Sanitarium and two sheep from Longslip Station which were spit roasted during the camp.

The mid-week fundraising dinner raised around $1500, and the generous donation of two photo prints from Milan Kmetovics and newly found auctioneering talent of Harry Legget saw a further $2000 raised for future Youth Glide projects.

YOUTH SOARING DEVELOPMENT CAMP Kim and Roger Read...

...It is not until you spend some time at the camp yourself that you will see just how much of their time goes into giving so many students such incredibly valuable experiences, a humbling knowledge of the skies and an unforgettable 10 days.

Harry Legget (Student) and Tim Austen (Instructor) after Harry had just completed his first solo. Harry was also Tim Austens first solo student.

Sam Scholes (Student) running through his pre take off checks with Toby Read (Instructor).

Sondre Langvik-Owen (Student) experiencing a cross country flight with Fraser McDougall (Instructor).

Mike Marra practicing his culinary skills spit roasting one of the two sheep kindly donated

by Patterson family from Longslip Station.

Fraser McDougall (Instructor) giving his student Logan Hoskin his post solo flight soaking.

Sam Tullett preparing the Discus for his 300 km task to claim his FAI Diamond Goal flight.

February–April 2019

21

YOUTH SOARING DEVELOPMENT CAMP

Left to right: Alexandra Thompson, Laura Wagstaff, Carmen Haybittle, Maria Cramp, Emma Derold, Phoebe Preston-Marshall attending the YSDC final dinner.

Harvey Watson (Student) is awarded a flight experience with Ballooning Canterbury by Roger Read

Sondre Langvik-Owen (Student) is awarded his A Cert by Captain David Morgan (Chief Operations Integrity & Standards Officer – Air NZ)

Logan Hoskin (Student) is awarded his A Cert

by Captain David Morgan (Chief Operations Integrity & Standards Officer – Air NZ)

The camp ended in good fashion with the final dinner and awards ceremony. This year we were fortunate to be joined

by Captain David Morgan from Air New Zealand, the camp’s principal sponsor. After enjoying a flight in a Duo Discus with Fraser McDougall he helped with the presentation of awards and spoke about the importance of gliding when pursuing a career in aviation. Following on from last year, the Omarama

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February–April 2019

Mackay Wakefield (Student) is awarded his A Cert by Captain David Morgan (Chief Operations Integrity & Standards Officer – Air NZ)

Gliding Club awarded SI Regional Competition entry packs to pilots progressing towards competition flying.

Generous offers from Air New Zealand, Air Safaris, Milford Scenic Flights and The Helicopter Line of a day-long work experience were given to a number of students interested in learning more about a career in aviation. Three new prize sponsors – Airways NZ, ASPEQ and Spidertracks – as well as existing sponsors each provided their own cash prizes to go towards student flying accounts, aiming to encourage the upkeep of their flying outside of the camp. The soaring adventure flight with Justin Wills was this year awarded to and instantly redeemed by Hunter Masfen. Hunter was also the receiver of a generous donation of $100 from Norbert Scarlat to put towards his training. Continued support from NZAWA saw prizes awarded to Phoebe Preston-Marshall and Emma Derold, who both hope to compete in this year’s NZAWA rally in June. The Thompson family from Hawkes Bay provided a new trophy for presentation at the camp, to be awarded for the most Meritorious Task Flight. Kirstin and Daughter Allie Thompson spoke of the need to encourage task flying among young pilots and presented the fantastic trophy to the inaugural winner, Sam Tullett.

It is all very well to describe the success of the camp based on achievements, statistics support and encouragement from the aviation industry and fellow glider pilots. However to gauge the success of the camp, the main aim of which is to give young men and women a passion for aviation, it only seems fitting to hear from the students themselves…

YOUTH SOARING DEVELOPMENT CAMP

Harry Legget (Student) is awarded his A Cert from Captain David Morgan (Chief Operations Integrity & Standards Officer – Air NZ)

Left to right: Emma Derold (Student), Sabrina Schels (Instructor) and Phoebe Preston-Marshall (Student)

HARRY LEGGET

EMMA DEROLD

Ever since I can remember I have wanted to fly, a desire mainly instilled listening to the daring exploits of my Grandfather who spent much of his life flying jets (the Meteor and the Lightning) in the Royal Air Force. He began his flying career in the late ‘40s flying gliders over the moors of Scotland as an Air Cadet, and then during his early Air Force career flying and instructing on gliders that had been built to train Goering’s Luftwaffe in the newly occupied West Germany.

Some might call it a coincidence, others might call it fate, I prefer to call it a conversation had after too many beers, that 11,682 miles away from where my Grandad first went solo, Tim Austen (Youth Glide New Zealand President) spoke to me at a party at the University of Otago where we both happened to be studying law, and said, “I hear you’re interested in flying!” Fast forward six months and I had the privilege of sitting in a glider for the very first time on a stunning day taking off from runway 09 at Omarama on the inaugural day of the Youth Glide New Zealand Youth Development Camp. The following ten days were filled with a mixture of early mornings to jump in the aircraft and get a few circuits in, and late nights around the fire telling flying stories, which, with each retelling, became a little harder to believe. It was truly special to be able to ring my Grandad on the day I went solo to tell him that I had achieved a life-long dream of mine, and in many ways a dream of his to see another member of his family take to the skies. Seventy odd years later the technology may have changed slightly but the raw feeling of the wind rushing over the wings and the surging sensation of a thermal as it rockets upwards brings the same joy, passion and anticipation of adventures that are yet to come. My sincerest thanks go to my instructor and friend Tim, and to the unshakeable Roger Read for his dedication and support to get the next generation up in the air. They say that the journey of a 1000 miles begins with a single step; the Soaring Development Camp has been my first step and I can’t wait to see where the journey will take me!

The camp was amazing! I flew solo in the Twin Astir, MO. My instructors were Sabrina, Graham and Roger. Each individual taught me different techniques, be it ridge soaring, circuits, extremely short landings or making my flights ‘picture perfect’. I came to camp with the majority of my A Cert ticked off, was passed on to Roger and 6 circuits later, I soloed on Saturday. I am so privileged to have flown solo and also be able to ridge soar or thermal. The support and love was amazing! To thank everyone for this, I gifted/ surprised them with big wet hugs. :) The runway at Omarama allows for multiple gliders and tow planes to land and take-off simultaneously. Next to the Glide Omarama Duo Discus’ and the private gliders, the Youth Glide operation hosted eight gliders on the flight line and four tow planes. There was a real buzz and sense of purpose at the airfield. Aside from practicing circuits, I soared the Buscot ridge when the easterly winds blew, found convergence west of Mt Horrible and practiced thermalling and gaggle flying, allowing me to use my situational awareness and keep my head firmly outside the cockpit. During the farewell dinner, I received my A Certificate from the Chief Pilot of Air New Zealand, David Morgan and a runner-up certificate to Team Player from the New Zealand Association of Women in Aviation. Summing it all up, the camp was such a great experience, in and out of the cockpit. I would like to say a big thank you to Kim and Roger Read, Tim and Tim and their team, the instructors, tow pilots, volunteers and sponsors, the people who lent us their gliders to fly and Glide Omarama.

DUNEDIN

AUCKLAND

February–April 2019

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YOUTH SOARING DEVELOPMENT CAMP

Everybody involved shared one goal in particular – to get the most out of the 10 days and to help others do the same.

JOHN ROBERTSON

SAM TULLETT TARANAKI

Arriving a few days late to my fourth YSDC, it seemed I had missed the last of the good weather despite an optimistic forecast. While initially a cause for concern, I began to realise that this would provide the perfect opportunity to progress my gliding in those areas often neglected. For me this had been my Category C Instructors rating, which for a long time had been postponed in favour of cross country flying. Sure enough, after a week of un-soarable weather, we had sent the paperwork off to be approved. A week of work on the ground also left me well prepared to attempt my FAI Diamond Goal, which I achieved on the final day of the camp when the weather finally cooperated.

Unbeknownst to me this camp would introduce a new award, the Thompson Trophy for Task Flying, which now takes prideof-place on my desk at home as a result of this flight.

JOHN ROBERTSON

CALLUM DODDS

AUCKLAND

AUCKLAND

The Youth Soaring Development Camp in Omarama is an experience I will never forget. At first, 10 days seemed like a decent length of time but, being perpetually engaged, the passage of time almost didn’t register until the final day. I arrived at the camp with little gliding experience, in terms of both the flying and the culture surrounding it. I was not sure what to expect but it very soon became apparent just how much of an opportunity this camp was. Everybody involved shared one goal in particular – to get the most out of the 10 days and to help others do the same. This amazing atmosphere combined with the equally amazing gliding location served to fuel my interest in gliding. Soon enough, I was off solo and greeted on return with icy water. On my fourth solo I managed to stay up and get away from the immediate airfield area. I joined someone in a thermal just west of the airfield and shortly afterwards five or so more gliders did too. With my prior experience limited to little more than circuits, it was incredible to be flying so close to many others and to be able to use much of what I had learnt at once. It would have been easy to turn up at the camp expecting a glider, instructor etc. to all be ready and waiting, not appreciating just how much time and effort has been put in.

I am extremely grateful in particular for the tireless work of Kim & Roger Read but also for that of the countless individuals who had a hand in making those 10 days as awesome as they were.

Having just returned from Omarama I’m looking forward to putting the many skills and abilities which I learnt at camp into use at AGC. For the most part the soaring conditions over the 10 days were challenging with thick inversion layers preventing the surface from heating, the exceptions being the last two days which turned out to be quite pleasant soaring days. In spite of the weather I managed to get two new type ratings, an LS4 and a Grob 103 Twin Astir. Flying the LS4 was a new experience for me having a retractable undercarriage combined with a 40:1 glide ratio (quite different to the PW-5 I must say), this made for my longest flight on the camp – a 74 minute soaring flight over Mt Horrible before being requested to land. I was looking forward to experiencing wave (something I have never experienced before) but unfortunately due to the weather no opportunity arose. On the days when the soaring conditions were not desirable, I achieved the majority of the briefing side of my QGP with only solo hours and the final flight test left to complete. It was great being around like minded people of a similar age. We learnt a lot from each other as well as making new friendships. On the final night I was honoured to receive two awards, a days work experience with an Air NZ A320 crew courtesy of Air NZ (which I’m very excited about) and $500 towards furthering my knowledge, understanding and experience of soaring and general aviation courtesy of ASPEQ Assessment Specialists.

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February–April 2019

CLUB CLASS Nationals

BY HUGH DE LATOUR

In a departure from the norm, this year the Club Class Nationals were run in conjunction with the Matamata Soaring Centre competition at Centennial Park, Taupo. Far from being a problem, this format proved to be a great success, and all participants enjoyed a great two weeks of soaring. Most days there were 26 gliders on the grid.

I

t was a great three weeks overall for the Taupo Gliding Club as we hosted the Vintage Kiwi gliders for the week before the Nationals. As always, we really enjoyed hosting the Vintage Kiwis – they are a great bunch of enthusiasts with a fantastic attitude; always positive and making the most of whatever is offered. The only blight on the landscape was losing the use of the locally based back-up tow plane which suffered a propstrike while taxiing and was therefore unavailable for the rest of the contest. We were very grateful to Craig Stobbs for stepping in at short notice with the use of the Pawnee SUG. Of course, one of the major factors in making the Club Class contest such a success was the presence of the thirteentime World Champion and current 15m world champion pilot Sebastian Kawa. Sebastian had kindly agreed to come to New Zealand on the invitation of the Matamata Soaring Centre; not only to visit but also to participate in some of our club and

Mike Strathern

Pat Driessen

February–April 2019

25

CLUB CLASS

Terry Delore and John Ahearn just flown in from Springfield

contest flying. It was a pleasure and a privilege to have him at the Club Class Nationals in Taupo. It was truly an inspiration to be able to learn from the world number one glider pilot – especially for those who were lucky enough to fly with him in the Duo Discus and also the rest of us who were able to watch him in action and chat informally afterwards.

Another highlight was the arrival on Day 5, ironically one of the worst weather days of the contest, of Terry Delore and John Ahearn in the ASH 25, having flown all the way from Springfield, west of Christchurch! Amazing stuff, and again truly inspirational. After a couple of days enjoying Taupo, they then proceeded to fly back to Springfield; perhaps an even greater achievement.

Overall, this year's Club Class Nationals were blessed with good but not perfect weather conditions, so there were plenty of challenging days with challenging tasks, giving rise to some really close contests.

Following up on his winning ways in the Central Plateau Champs, Mike Strathern in a borrowed ASW 20 made his

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February–April 2019

presence felt, giving Tim Bromhead, Steve Wallace, Mark Wilson and others a good run for their money. Gradually, however, Tim pulled ahead until on a dramatic final day he accidentally busted airspace. The subsequent penalty obliterated his lead and allowed Mike to take out the title by the slenderest of margins – just 4 points out of 7,500! Tim finished second, with Steve Wallace third. Congratulations Mike.

In the MSC contest it was a somewhat similar scenario with three pilots vying for the top spot. Despite his assertion that he was letting his ‘guest pilot’ do most of the flying, Sebastian Kawa was always there or thereabouts, and for pretty much the whole week it was either him, Patrick Driessen or Keith Essex leading the field. On the penultimate day it was Keith in first place, Sebastian second and Patrick third, but as in the Club Class that last day was a bad one for the leader, and we saw Keith drop to third behind Sebastian who ultimately took out first place with Patrick second. Well done guys – it was never easy out there.

So, by almost any measure it was a successful contest.

CLUB CLASS

Mavis Oates

The Grid

Sponsor's tent

Someone loaded the wrong task

There was lots of positive feedback from participants, and the weather gods were kind which is always a help. Although at times we could have done with more helping hands on the ground, the organisers (who after all are all volunteers themselves) did a great job from the Contest Director down, and all deserve a vote of thanks. So here goes. I propose a vote of thanks to all the volunteers! Cheers.

Look at the windsock. It was a no-fly day!

February–April 2019

27

In November Taranaki Gliding Club member Les Sharp ventured south to improve his cross-country skills by flying at Jerry’s Course.

32 Years to Find

SILVER

BY LES SHARP

Prior to this trip, I had never done a serious cross-country glider flight. I had achieved my “C” badge at Omarama during the Easter camp in 1973 and had done some flying there for a couple of days at the beginning of 1989 but hadn’t ever been beyond easy gliding range of the airfield.

O

n Day One, Sunday 4th November, I was assigned to fly with Phil Plane in Duo Discus DD. We got established on the nursery slopes and Phil kept prompting me to improve my technique to climb in the rotor-thermals that were working quite well. Once we had enough height, we set off for Hugo’s Elevator and then down the Hawkdun Range in ridge lift past Mt Ida, with Phil pointing out the landing options as we went. We returned along the Hawkduns and on hearing a position report from another glider near Mt Cook, I commented that flying a glider around Mt Cook was one of my ambitions. Phil said that it was probably on, so he set about finding the wave and we headed north towards Lake Ohau and then up the Dobson River valley climbing steadily. Mt Cook was shrouded in cloud, but the summit ridge was clear on the western face and we flew past at about 17,500 feet, climbing at around five knots.

On the 5th, after the morning lectures, a task was set: Omarama to Mt Ida, Stewarts, Dog Kennel Corner to finish at Omarama.

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February–April 2019

Flying with Phil again in DD, we got established and again tracked south along the Hawkdun Range into a significant headwind, and because of this turned as soon as we had touched the circle. We were flying north in wave but fell below it in the area where the Huxley River valley joins the Dobson. Phil took control and spent quite a time working very hard beside the Ben Ohau Range near Glen Lyon to get us back up into the wave. From there it was a comfortable run up beyond Stewarts to the far edge of the circle, then tracked towards Dog Kennel Corner. Again, Phil’s wisdom came to bear as he decided that it would be unwise to go further than touching the circle and heading for the finish at Omarama. We had flown 274 km at an average of 117 km/h. A great introduction to flying an AAT task.

Back in 1986 I had achieved my Silver height gain, flying from German Hill airfield, the home of the Taranaki Gliding Club at the time. In 1990, I did a 5 hour flight at the same location. On 6th November 2018 I set out in VW planning to do a 50 km flight to complete my Silver Badge. After getting established on Horrible in

As well as learning a lot, the simplest way to describe the experience was Wow! weak lift I couldn’t get enough height to get out of the local basin area and landed back after 2 hours 17 minutes.

The 7th proved to be a great day. Early in the morning Mike Oakley set off on his epic flight of 1933 km and Max Stevens set a new NZ record for 300 km out and return. Again, I flew with Phil Plane in DD. Phil requested a tow to the southern end of the Clay Cliffs and we released in lift and climbed above the cloud. We flew south in the lee of the St Bathans Range, then the Dunstans, over Alexandra with airbrake being used to stay below 13,500 feet. At Roxburgh cloud caused us to turn back north until we were over Lake Tekapo. Phil demonstrated his skill by flying around the southern end of the Ben Ohau range so that our main let-down was upwind of Omarama. He anticipated that there could be significant turbulence near the airfield. We landed after 3 hours 28 minutes having covered 426 km at an average of 126 km/h. As well as learning a lot, the simplest way to describe the experience was Wow! The next three days weren’t flyable and the weather included snow on Horrible.

Sunday 10th was practice day for the South Island Regionals.

I had a go at the task, and did okay, getting to the first turn point at Pukaki Airport, but managed to confuse my Oudie. I decided to try and map-read my way to the next turn point at Old Man Peak.

After struggling for a while I headed for the end of the Ben Ohau range, and while there was some zero sink, it only served to get me closer to the Sheldon Downs airstrip. I headed across the end of the lake towards the airstrip, and as no thermal found me, I notified my intentions and landed. Luckily a contractor who had been spraying alongside the strip arrived and radioed the manager. That was good because there is a gate that had to be unlocked to let Roxburgh

February–April 2019

29

32 YEARS TO FIND SILVER

Lake Pukaki

the retrieve crew (Alex and Nick) in. Had I realised that it was only 9NM from Omarama I would have opted for a tow out as the strip was long enough.

It was decided that I needed to complete my 50 km distance, so that became the objective. On the 11th I launched after the grid and headed north to near the southern end of Lake Ohau where I climbed to about 8000 feet in rotor lift. The Ben Ohau range had no cloud over it to indicate anything happening there, so I headed through the Ribbonwood Gap and started up the Ahuriri River, finding some lift on the face of the Barrier Range. About 40 km out from Omarama I wasn’t able to maintain height and after several attempts to get on top of the ridge didn’t succeed. Having located the Longslip airstrip I tried soaring a ridge on the eastern side of the valley and managed to delay the inevitable for a few minutes.

When I got lower on one run than the previous one I headed for the downwind leg and landed. This time I opted for the aerial retrieve option.

The next attempt was on the 13th. On the first launch I didn’t manage to get away, so I took a higher tow, got established on Horrible and climbed to 8000 feet, tracked out over Hugo’s and on to the ridge on the St Bathans Range. On trying to go north I ended up below the top of the ridge and after trying various features I eventually got on top again. On the way out I had noted that there was good looking cloud along the Hawkduns, so I tracked back to the convergence line that led towards Hugo’s Elevator and headed south. I had to make a few climbs to stay above ridge height, but it wasn’t a struggle. As the plan had been to go north, I hadn’t noted how far I was south of Omarama when I released, so I flew on until I had 55 km showing on the Oudie. By then I was sinking so back tracked to the ridge and hoped that it was enough to prevent me telling a hard-luck story. Back on the ridge I got a climb to cloud base, and with the tail wind helping, I only had to look for climbs about three more times to keep me near cloud base.

When Glyn (my official observer) looked at the file it looked good

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February–April 2019

Longslip Airstrip

(turn point 50.91 km from release), and the file was submitted.

No flying on the 14th. When the sniffer flights for the contest gave up, I did too.

On the 15th, I set myself a 300 km task and was prepared to try for a height gain if I could get near Mt Cook. It wasn’t to be. After two attempts I managed to get up to around 8000 feet over Hugo’s Elevator but couldn’t find my way into higher wave (marked by a clearly defined nor-west arch). I landed after 3 hours 39 minutes, and because the forecast was for rain, followed the example of the pundits and put VW in its trailer.

I now have my Silver badge, 32 years out from the date of the height gain. I’m not sure if I could claim a record for the slowest Silver completion in NZ, but I have it now, and I know it won’t take me that long to get Gold.

Hopefully, I will return to Omarama one day, and Gavin will understand that I have no desire to put dents in the rocks. I really appreciated his concern and wish to thank him, Phil Plane and all the others who helped me break out of the local flying syndrome that had been a feature of my gliding to date.

GNARLY

Flying the Multi-Class Nationals at Omarama

BY STEVE WALLACE

I headed South this year to fly the Multi-Class Nationals from Omarama in a Duo Discus. My partner in crime was to be Nigel Davy. Nigel flew from the back seat and I flew from the front.

I

had never flown dual in a competition before so I was I bit unsure as to how things were going to work out. As it turned out Nigel and I got on like a house on fire and we had the team work and decision making pretty well sorted from day one. Nigel’s local knowledge was invaluable and enabled me to fly in places I would not have gone by myself. Generally, I flew most of the time and Nigel looked after tactics and strategy from the back seat. Direction choices were always discussed and the most emphatic won if the decision was not one of mutual agreement.

The contest itself was very well run, with amazing Omarama weather – nine days of flying out of eleven. We had many wave days, along with ridge, thermal and rotor thermal.

On one particularly good wave day I flew my fastest task ever, 186 kph around 570 km of an AAT. This was however only good Icebergs on a lake

enough for third as the winner, Keith Essex, achieved 206 kph over 620 km. I don’t think the 200 kph barrier has ever been broken before in a New Zealand Nationals task.

We had some highs, 22,000 feet over Aoraki Mt Cook, and some lows, thermalling away from under 2,000 feet at the Makaroa airstrip (elevation 1,669 feet). We had one day win and one land out. I learnt the stations (they don’t call them farms down there) are very big. It was an 8 km walk to the road! I also saw some numbers I hadn’t seen before. 70 knots wind speeds, 200 knots ground speeds, 14 knots of up and 24 knots of down!

The Omarama sky is certainly very dynamic and just full of energy.

The mountain scenery is incredibly spectacular, there was lots to do for the family and everybody was super friendly, with many a good evening had swapping ‘war’ stories at the local airfield café and bar, The Pink Glider.

If you ever get the chance to fly in an Omarama comp in a twin with a local that knows his way around, I highly recommend it. You’ll have a massive amount of fun and many flights that you will certainly remember for a long time to come!

Big sharp ridges

February–April 2019

31

Springfield, home of the Canterbury Gliding Club Photo Geoff Soper

32

February–April 2019

February–April 2019

33

MARLBOROUGH

Established in the Awatere Valley Wave

Some of the best flying in the country

BY CHRIS RICHARDS AND CARL JACKSON

Continuing our series on gliding clubs around the country, we hop to Marlborough where the flying can be very exciting. Chris Richards writes about the convergence flights that can be done from their base at Omaka in Blenheim, then Carl Jackson picks up the pen to talk about wave flying.

South Bound Culverden Basin

Approaching Mt Hutt

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February–April 2019

We are fortunate to be close to the hills, 5-10 km south of Omaka Airfield, to allow us to get established in all soaring conditions – wave, ridge, thermal and convergence.

Marlborough, I believe, has some of the best convergence flights in the country.

A flight I have enjoyed a couple of times is a 550 km triangle using sea breeze convergences. This works best after a SW front has gone through, creating a SE flow up the East Coast of the South Island which enhances the sea breeze, leaving unstable heated air inland.

Take off from Omaka around 11 – 11.30 am just as the sea breeze is getting going. You then soar south, running in the converging air between the Awatere and Wairau Valleys for about 50 km. This sets you up to go west, crossing the Wairau Valley on the sea breeze to the Richmond Range, climbing as high as possible in thermals then crossing Tasman Basin using the sea breeze coming in from Tasman Bay to the Mt Arthur Range inland from Motueka. Taking extra climbs over the range, you continue past the Cob Dam, picking up the Golden Bay sea breeze to the head waters of the Aorere River, inland from Collingwood.

MARLBOROUGH From here it is heart in the mouth stuff as you need good height – hopefully 7-8,000 feet in order to fly west to the West Coast sea breeze. If things don’t work, you need enough height to get back to the east side of the divide, otherwise it would be a one-way trip to Karamea, which would be a LONG retrieve.

It has always worked to be able to continue flying south following the convergence west of Mt Owen along the Victoria Range to Haupiri. From here you head east over the main divide in thermals, picking up the Canterbury sea breeze NW of Hanmer Springs, which runs through to the Clarence Valley in the Inland Kaikoura Range. This leads to Mt Tapuaenuku and home across the Awatere Valley to Omaka Airfield which is about a 550km triangle.

As I have no current traces, I have drawn a track on the accompanying map. The photos are supplied by Frank Saxon who has flown parts of the track over the years. The scenery is spectacular with coastal vistas east, north and west, bush country on the west leg with limestone country around Mt Owen, 6,166 feet. Then there is arid country on the final leg with Mt Tapuaenuku, 9,465 feet. Most of the flight is between 5-8,000 feet with good bits over 9,000 feet. You can do the northern leg more directly in thermals but the interest of the flight is to use as much convergence as possible.

It is possible to do a 500 km out and return to the Rakaia River and back, trucking south through Molesworth to Lake Sumner, Craigeburn, Lake Coleridge and back in some convergence and some thermal. These are the two good flights to do.

Regular flights using convergence thermal conditions each summer are generally south to Lake Sumner, west to Victoria Range, Mt Owen and back home to Omaka over Lake Station near Lake Rotoiti and the Nelson Lakes Gliding Club site. There are lots of variations inside this triangle.

CARL JACKSON TAKES UP THE MARLBOROUGH STORY

On days that are a little more boisterous, Omaka is well positioned to connect with wave systems developing in the west to northwesterly airflows. The local terrain generally lies east/west initially so a NW airflow provides more organised wave close in, making it easier to contact the lower wave.

The mid-distance flights have most pilots setting Mt Hutt as the southern turn point for 500 km Out and Return. A flight of this nature takes in the spectacular vistas with the rugged eastern coast line on the left and snow-covered mountains on the right as the glider tracks south. Approaching Hanmer Springs, the landscape takes a dramatic change as you over fly Molesworth Station with its tussock valleys and scree slopes.

With the valley floor some 3,000 feet AMSL and limited land out options – a few extra feet is always a good thing. The Molesworth area is a decision point to commit for the flight south to connect with the Culverden Basin wave or retreat, with enough height to make it back across the mountains to Omaka, if the conditions don’t feel right.

Overflying Hanmer Springs southbound the wave tends to become more organised with longer runs. As you approach Lees Valley, the climbs pick up and contacting the North West Arch is achievable for those with astronaut tendencies. It is a surreal experience cruising along the leading edge of this monster wave system basking in the sun as it streams into the cockpit despite the OAT -30°C. Approaching Mt Hutt, it pays to have a bit of height to transit across the Rakaia River as like most valleys of its size, the wind funnels down and breaks up the wave system; so

Tasman Bay convergence later in the day, looking NW towards West Coast convergence

get low at your peril! Depending on your aspirations when you arrive at Mt Hutt, there is still the other half of the South Island to explore if a front hasn’t pushed too far up the island.

Reversing track at Mt Hutt, the return trip is a lot quicker as a quartering tailwind component pushes you north. I like to bag a bit of height prior to departure from the Culverden Basin, which puts you on a highspeed final glide from 150 km out – great fun!

Like all flights of some distance, weather conditions need to be monitored throughout the flight. Often, I have experienced increasing moisture and associated cloud cover on the return trip, usually around Hanmer Springs and Blenheim itself.

Usually the Clarence and East Coast is clear, but the decision needs to be made early whether to push on as the land out options are few.

February–April 2019

35

MARLBOROUGH

RAY LYNSKEY

Marlborough’s most famous pilot and the world's first 2000 km On 14th December 1990 Marlborough Gliding Club member Ray Lynskey, flying his Nimbus 2 Golf Lima Alpha, became the first glider pilot to achieve 2000 km non-stop. In fifteen hours his marathon flight took him from Blenheim's Woodbourne Airport to his southern turn point of Lumsden (in Southland), then north up the Southern Alps and onto the North Island to his most northerly point near Wairoa in Hawke Bay. From there he returned to Blenheim after 15 hours of flying covering a total of 2026 km. His average speed was 135 km/hr at heights of up to 28,500 feet. As part of this epic journey he crossed the notorious Cook Strait twice in one trip. Ray went on to become World Champion at the 1995 Worlds held at Omarama. This competition is featured in the video Champions of the Wave.

This is Ray's account of this record-breaking flight.

(This was back in the days when turn points were recorded with a photograph down the wing of the glider. It was quite a skill positioning the glider on the correct angle and within the correct quadrant for the photo to be valid – Ed.) This article was previously printed in NZ Gliding Kiwi.

T

he soaring season had started well in the South Island, but November arrived and surprised everyone with its low temperatures and frequent heavy rain. The westerlies which followed in early December were very disturbed, ruling out long flights but often providing excellent soaring conditions for relatively short distances.

On Saturday the 8th of December a moist northwesterly flow spread onto New Zealand, giving heavy rain on the West Coast and hot dry Foehn conditions to the east of the ranges. This heat wave lasted about five days, scorching eastern plains while ironically rivers fed from the high country were in flood, closing some roads. Rain spread east off the mountains at times with the passing of each front, but dried out quickly.

On the evening of December 13, the forecast indicated that the wind had generally backed further to the west and appeared to be less disturbed by fronts than had been the case previously during this weather system. An active cold front was not due to move onto the South Island until later on Friday. It looked a possibility for a 2000 kilometre attempt, so we raced around getting rigged and making the usual preparations for an early start.

Up at 0430 on Friday morning, the wind was blowing at about 10-15 knots north-west, and first light at Woodbourne showed 2/8 stratocumulus on the tops and some scruffy roll cloud in the Waihopai Valley, but no high cloud or lenticulars. It was worth a go.

We were airborne at 0600; Jamie Halstead seeing me off and John Sinclair towing in the old Cessna 172. We really appreciated the length of Woodbourne’s runway as the Cessna worked at getting the heavy Nimbus into the air.

Releasing overhead the field at 3000 feet, I headed directly for the ridges to the south, following a vaguely marked wave which allowed a slight climb. I was then able to climb slowly in ridge lift and turbulent wave—induced thermals to 4000 feet before

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February–April 2019

moving across to the western end of Blarich and climbing to 6000 feet. Normally from here the choice is to drop downwind into the Awatere wave or follow the ridges further west, but the best option appeared to be to head straight north-west to the roll cloud in the Waihopai and hope to get there high enough to contact the wave. I actually reached the rough lower part of the wave at 4000 feet, and thermalled back to 6000, straightened up into wind and climbed rapidly, at up to 8 knots, until lift weakened markedly at FL 140. Looking to the south, waves were marked by lines of cloud which were more like stratus than roll cloud, but it looked reasonable. It took about an hour to get established in the wave.

The wave clouds were aligned more to the west than northwest, and did not parallel the upwind ridges. I flew south just west of the Awatere, descending to 10,000 feet before climbing to FL 150 over the Acheron River. Continuing on, I hoped that conditions would be stronger to the south, allowing a higher average speed.

My track took me east of Hanmer and out over the Culverden Basin, remaining between FL 120 and FL 170, but it was not possible to cruise fast in steady lift for very long. Alas, I was forced to stop and climb frequently.

Entering Lees Valley, heading up slowly through FL 165 above all the cloud except some cirrus, suddenly I flew into violent clear air turbulence. This unnerving and very unpleasant air took me by surprise and for a few minutes the cockpit was a mess with all sorts of things flying around. I immediately slowed down but it was impossible to hold any set speed – it was fluctuating between about 40 and 90 knots. This ‘rolling’ turbulence made it difficult to descend, and in fact I was climbing. I guessed that it was the shear between two different wind velocities or interference between a higher and a lower wave system. Whatever it was, I just wanted to get the hell out of it. Back down at FL 150 it was smooth again.

I followed small wisps in the lee of Torlesse and Hutt, and

MARLBOROUGH

World Champio

climbed in quite strong lift to FL 210 at Mt Somers. This bit was good and it looked like an easy glide to an obviously active roll cloud in the north Fairlie Basin. I misjudged this and ended up using weak lift at 11,000 feet behind the Ben McLeod Range to avoid getting stuck. This slow climb was frustrating, but I needed it, and as soon as possible left it for the growing roll cloud further south. It looked great, and as I sped off towards it I expected to pull up into at least 10 knots. But no. Nothing. Another small wisp forming further upwind. Off again, flat out. This time – yes!

Reducing speed in anticipation I flew just over the top of the developing cloud....and again nothing except less sink. Yet another wisp upwind and other small clouds drifting in a line off the top of the Two Thumbs. I was baffled. Ok, no more heading upwind, I tracked south at about FL 130, trying to pick out the wave by carefully observing the scattered wisps. Eventually I stumbled into a reasonably good climb near Burkes Pass, which took me to FL 170. From here it was straight for a flattish cloud in the middle of the McKenzie Basin which was weak but allowed me to maintain height past Simons Pass.

Looking ahead things were pretty broken and mixed up so the best option, something I would have preferred to avoid, was to take the gamble that the scruffy looking Ben Ohau wave was working.

If the sink was any indication, it should be booming. Down to 7,500 west of Twizel, the cloud looked very rough but there was a short straight shadow on the ground from the cloud’s leading edge.

It took a few minutes in very turbulent air to climb in the strong gusts to cloud base and then settle down in a steady 8—9 knots.

About time too. By FL180 it had reduced to about 3 knots. I headed to the next well—marked wave west of Omarama where another good climb allowed me to fly over the top of the extensive cloud upwind to Merivale, and on to FL 200 in the excellent Pisa wave.

A Queenstown weather report, passed on by Christchurch Control earlier, said that the rain had stopped and the sky was

n 19 95

clearing. Luckily for me it was not completely clouded in further south. It looked even better from FL 250 in the Nevis Valley.

As usual, the wind velocity in the south was markedly higher, and it took 10,000 feet to penetrate the sink to cross the next lot of cloud to an edge west of Kingston. Lift here was much weaker, not quite strong enough to maintain height at the airspeeds necessary to make any progress.

My turn point at Five Rivers Garage was under cloud so I pushed on further southwest until it was visible through a gap for the photos. I did not want to descend and risk spending time trying to climb up again, it was already mid-day. Six hours and 650 kilometres so far. The trip back up the island better be faster.

Once northbound, I reduced speed to 70 knots, making good progress with the tailwind component and climbing slowly. Near Kingston lift improved to 5 knots and I climbed back to FL 160 before diving downwind over the cloud mass to the Nevis wave.

This took me to FL 180. From there it was simple to run along the leading edge, go downwind into the Pisa wave, climb to FL 200 and on to the cloud west of Omarama. This was still working, but not as well as earlier.

I lost a lot of height getting back into the wave at the southern end of the Ben Ohaus. Further north the cloud mass and rain had spread out across the McKenzie, so I stopped for a top up climb to FL 170 before heading for a flat looking line of cloud at Tekapo.

This marked a weak wave leading over the Tekapo ski field, but what I really wanted was stronger lift to fly faster.

With things looking poor ahead to the north, I flew east to what was now a good wave in the lee of the Two Thumbs. FL 160 here allowed me to continue northeast following wisps to the Mt Hutt wave. By now the waves were clearly marked to the north, but not strong enough to climb high, but at least it was warm and pleasant cruising along between FL 120 and 150.

As I went further, conditions began to deteriorate and the sky appeared to be just a jumbled mass of wind-blown cumulus.

February–April 2019

37

MARLBOROUGH

A little less than 6.5 hours of daylight left, over 700 kilometres and two Cook Strait crossings to go.

Wave became difficult to find but I kept going, thinking that the more defined clouds in the Clarence valley would work. I was down to 8,000 feet before finding worthwhile lift, but once above the clouds again the lift went up to 8 knots. I stayed in this lift until reaching FL 200, then flew slowly on, maintaining height.

At this stage in the flight, approaching Lake Grassmere at the northern eastern most point of the South Island, I was trying to ascertain what conditions were like in the North Island.

The time was 1500; it had taken three hours to return to the Blenheim area. A little less than 6.5 hours of daylight left, over 700 kilometres and two Cook Strait crossings to go. Hmmm.

The haze made it difficult to gauge conditions. Most of the North Island appeared to be covered by an extensive cloud mass; the only clear areas being the southern coast and a gap in the eastern Wairarapa, which with a large dose of optimism took on the appearance of a roll cloud. A pilot report relayed by Wellington Control said that Napier was clear.

To me it looked terrible, but the flight was not impossible to complete at that stage. I still had time, enough oxygen, was not cold, and generally it had been going quite well up to now. There were no high lenticulars in the Wairarapa, normal a necessity to cross back to the South Island, so unless something developed the chances of finishing were remote. It certainly did not look inviting, but having completed the southern leg, I decided to continue regardless, even if it meant gliding across Cook Strait and landing at Masterton. There was still a chance.

Advising Wellington Control that I intended to carry on, I set off across Cook Strait for Wairarapa. As I approached the coast it became clear just how much cloud there was, right across the divide and out toward the east coast. Fortunately, the gap over Martinborough was quite wide and looked more like wave cloud now. I crossed the coast at FL 120 and soon found weak lift, enough to maintain height at 60-70 knots. Approaching Masterton I decided that it would be better to penetrate upwind to where a more developed cloud seemed to be working. This wave, the primary, was good for FL 140, so I continued cautiously northward, toward what looked like total overcast, the plan being to turn back to Masterton when it became obvious that it was not sensible to continue.

It was interesting that in places gently undulating stratus had formed above the bubbly-looking cloud below. This marked weak but reliable lift. At the bottoms of the layer the cloud was quite thin and had some small gaps, the main problem being that the ground was under heavy shadow and was quite dark, making it difficult to locate features. In the lee of the Manawatu Gorge there was an area with no gaps, tempting me to turn back for Masterton. I decided to keep going another couple of miles to a more lenticular-shaped cloud. Luckily it worked, up to 3-4 knots.

Stopping for a while to climb to FL 150, I could soon see that there were better gaps further on, within easy gliding range. In fact, it

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looked much better, about 7/8 cover. Out to the east it was clear, so I continued on between FL 130 and 160, finding lift up to 4-5 knots. This was encouraging, and I hoped that the cloud would tend to clear rather than fill in completely.

Soon the cities of Hastings and Napier came into view to the east, and cloud cover reduced to 4/8. Lift was 3-4 knots at best, but reasonably steady and well-marked. Wind speed was now much lower, still with some tailwind component going north. The sun was getting lower, and the cloud shadow spread further east.

I had never seen the Willow Flat Bridge turn point before and hoped I could find it. Lake Waikaremoana came into view in the distance to the north and Wairoa was just to the east. I was sure that the winding river amongst the undulating countryside below was the Mohaka, so followed it until I spotted the bridge. It stood out clearly in the sun. Great. Turnpoint two. Took the photos from FL 130.

Right. Time was now 1720. 4 hours daylight remaining — it was actually still possible, except for small things like the weather and Cook Strait.

Losing 2,000 feet, I pushed back to the wave used earlier, and followed a similar track southbound. The cloud was definitely increasing. Soon it became very slow going, although the lift was still there. When I reached the Norsewood it was obviously totally closed in to the south, but I was in 4-5 knots lift —the best for some time. There were two wide wave clouds with small gaps between them to the east, and beyond that it clear.

And what was most intriguing was that even further downwind to the east, a long thin high lenticular-shaped cloud had developed. Earlier it had appeared to be only a thin cirrus line, however now it took on the right shape. Contemplating this cloud for a few minutes the choices were clear: return north to land at Hastings or take the chance on this lenticular and if it didn’t work, well Waipukurau was not far away.

Turning southeast, I stopped briefly in the two waves to top up to FL 160, and then kept going. The lennie was right over the east coast, and the closer I got the better it looked. Sure enough, just like magic, smooth and 6-8 knots up. I could barely believe it.

Maintaining a southwesterly heading at 55 knots, I climbed in front of the best looking part to FL 285. Further south it was not so well defined, but I was descending only very slowly at 80 knots. The only part of the North Island that I could see was the east coast. The rest was covered by a great glaring white mass of cloud. It took time to progress south and I was very uneasy about the lower cloud spreading further east. My intentions were to follow the lennie all the way south, and then push upwind to Lake Wairarapa to see if there was any possibility of making a return Strait crossing, but I really wanted to know if Masterton was clear enough to safely reach.

Nothing changed for some time apart from getting very cold, but passing Castlepoint I was reassured to see that the southern Wairarapa had only 4/8 cover, and Masterton was no problem.

With a good safe diversion available, all concentration was focused on how to ‘cross the ditch’.

Over Lake Onoke there was a vague roll cloud/lenticular. It appeared to be ‘blurred’ around the edges. I would head for that.

There weren’t many other options.

Before leaving the lenticular, I climbed slowly back to FL 280. I could not yet see the South Island apart from the Seaward Kaikouras, way off in the distance, due to the haze and low sun in the west. Time was almost 2000.

MARLBOROUGH

After the push into wind I flew just south of the wave cloud and at FL 190 found lift, 3-4 knots initially, where I stayed until it was less than one knot at FL 215. I was now becoming a little optimistic because the upper wind was not too strong, although it was around to the west, and I did not anticipate the heavy sink associated with an upper wave system. There were also clouds out in Cook Strait which could possibly help. I had made six double crossings previously and thought that FL 215 should be enough to get home, but without my normal safety margin. To allow the abandon decision to be left until much later I requested that I be able to use the commercial airport at Wellington as an alternate rather than returning to the Wairarapa. Not your usual glider landing spot. Within a few seconds this was approved and I was on the way.

To the left I could see Lake Grassmere shining in the sun, and ahead, part of Arapawa Island, but still could not pick out the southern coastline. The glide went well for a while but soon the sink was on-the-stops down. I passed about three miles south of Karori Rock at FL 150, watching the altimeter unwind at an alarming rate, and heading for the south side of a line of cloud slightly lower than I was and aligned west—east. It appeared to be caused by some convergence effect rather than wave, but would it help? Yes!!!! Remarkably, heavy sink turned to zero sink and I could even climb a little at 65 knots. This continued for some miles and did make the glide look better. I was reasonably happy with how it looked at mid—strait, even with the headwind and more sink expected. But the fact remained that I HAD to reach one coast or other, and Wellington was getting further away. Very soon I would be committed to continuing on to the South Island.

The whole southern coast was now quite clear, and the surface of the sea showed a moderate northerly at low level.

A final glide to the south coast remained a reasonable prospect and I made the decision.

Tracking directly for the White Bluffs east of Blenheim I could see several scruffy westerly roll clouds straight ahead and they worked as advertised: quite strong sink and rough but useable lift. I stayed between 5-6,000 feet until there was only three miles to go then flew at 130 knots toward the northern faces of the Bluffs. Reaching them at 3,000 feet I could then slow down to maintain height before pushing into wind and onto the Wither Hills and home.

Finally, it was a very short, very comfortable final glide to Woodbourne and in a couple of minutes I had made a finish and landed. The time was 2100; 20 minutes daylight left. Done!

John and Jamie were waiting, and quite a number of Marlborough Gliding Club people arrived within minutes, knocking the tops off bottles. The party was about to begin.

With the completion of this flight, it is a most appropriate time to thank all those who helped during this and previous attempts, and a special thanks to the Wellington and Christchurch air traffic controllers.

Brief details of the flight Distance: Time taken: Average speed: Glider: Date:

2026 Kilometres 15 hours 135 kph Nimbus 2B 14 December 1990

CONTEST RESULTS A round up of competition placings from around the country since the last issue was published.

Congratulations to our champions.

Club Class Nationals/Matamata Soaring Competition Taupo, 27 January – 9 February CLUB CLASS

1 2 3

KZ BA KT

Michael Strathern Tim Bromhead Steve Wallace

7,535 7,531 7,440

1 2 3

TT VZ UC

Sebastian Kawa Patrick Driessen Keith Essex

7,777 7,418 7,377

MSC

New Zealand National Multi-Class Gliding Championships Omarama, 2 January – 12 January OPEN

1 2 3

UC DD DK

Keith Essex Scarlat & McCormack Derek Kraak

8,166 6,954 6,672

2A Z1 TD

Nick Oakley Vaughan Ruddick Tony van Dyk

8,132 7,264 6,462

RACING

1 2 3

OPEN-UNHANDICAPPED

1 2 3

UC DK DD

Keith Essex Derek Kraak Scarlat & McCormack

8,196 6,777 6,237

Springfield Competition Springfield, 2 December – 8 December SPORTS

1 2 3

2A TF PB

Nick Oakley Morgan & Oakley McCaw & Tucker

800 735 723

South Island Regional Gliding Contest Omarama, 11 November – 17 November RACING

1 2 3

VR UO EE

David Jensen Davy & Austen Sabrina Schels

2,277 1,642 1,422

UC 2A ZW

Keith Essex Nick Oakley Peter Chadwick

3,807 3,489 2,953

OPEN

1 2 3

February–April 2019

39

In the last issue we ran the first part of this article originally printed in USA Soaring. Part one looked at the physics of breathing. Part two covers oxygen delivery.

PILOT vs OXYGEN PART 2

BY DR DANIEL JOHNSON CONTRIBUTORS: JEAN-MARIE CLEMENT, PATRICK MCLAUGHLIN, DER HEINI SCHAFFNER

Hypoxia, Hyperventilation and Supplemental Oxygen Systems. How Each Can Kill You … Or Not. OXYGEN DELIVERY The remainder of this essay is focused on some specific aspects of the Mountain High Electronic Delivery System (EDS), invented in 1991 by Patrick McLaughlin, an embedded developer by profession and de facto pulmonary physiologist for his company — and pilot. MH has demonstrated it is able to provide sufficient flows for healthy lean people. Yet it does not know your medical status, is not artificially intelligent, nor can it read your mind — you have to provide the intelligence!

E.D.S. Operating Principle

Flow [l/min]

Schematic example of a single breath (at 20 bpm)

30

O2-application principles differ between EDS and Continuous Flow System According to altitude timed, pulsed O2-flow delivered by the EDS (15 l/min during up to 0.5 sec.)

Inspiratory dead space volume (pendulating air in upper airways that does not mix with residual lung volume and will not contribute to gas exchange ! = useful

15

= wasted Total time of wasted oxygen flow with a continuous flow system (83%!)

EDS function The essence is that a constant-flow system wastes most of the oxygen; EDS pulses what’s needed when we inhale. EDS detects the small drop in pressure within the nostrils as a breath begins and gives a little puff of oxygen at 15 L/min for up to ½ second, depending on pressure altitude. (See Figure 1.)

2 0

1 Active inspiration

2

3 Time [sec]

Passive exhalation

Figure 1: EDS O2 flow — Dr. Heini Schaffner; Dancing with the Wind, p 270.

The idea is straightforward. Yet like so many things that seem easy, the path goes over a tall hill and involves some nuances.

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What could go wrong here?

Oxygen supply If the cylinder is empty, nothing helps. (Some of us have put the aircraft away without closing the bottle.) The maximum pressure available from US suppliers is about 2,300 lb./sq.-in (nominally 2,000 psi). Special suppliers offer higher pressures.

Beginning a flight with a cylinder other than full is suitable only to prevent low-altitude mild hypoxia. (See figure 2 for an example of flow change with decreasing bottle pressure reserve.)

EDS produces less than maximal flow when the cylinder is < 600 psi. If using full capacity of your cylinder is important, install two different regulators in cascaded series, e.g. 2,000 to 60 psi plus 60 to 20 psi, available at MH and at other suppliers.­­

insects to find a home. When the EDS is later reconnected and gas applied, whatever debris found its way into the open tubes gets pushed into the unit and blocks a narrow place.

Electricity EDS single-place units are battery powered with 2 AA alkaline batteries (3 AAs for 2-place units) and will operate for ~100 hours with a fresh set of DURACELL ULTRA alkaline batteries under normal operation. Batteries should be replaced at least annually. The newer 2-place EDS O2D2-2G units have optional external power — a special cord fits a standard USB slot and expects 5V @ 2.4A.

FIGURE 2: Cannula flow vs. tank pressure. (Courtesy Mountain High.)

What could go wrong here?

Obviously, dead batteries will yield no action. Weak batteries are worse, because they may die when they’re most needed in flight.

There are three low-battery levels: a silent red flash each second means that about 4 hours of function remain. Two silent red flashes each second means that less than an hour remains.

At least get below 12,500 feet! This low-battery detector is specifically calibrated for alkaline cells. It does not give a timely warning with lithium cells because of their abrupt voltage drop.

Alkaline batteries rejuvenate somewhat with rest. Don’t be fooled: this may allow the unit to boot but will not endure through flight.

If the batteries are found to be too low during power-on selftest, the unit will lock out functionality.

Wave flying. Alkaline batteries perform poorly below -20° C / -4° F. Lithium batteries may still have some life at -40°. But if you plan to fly in a cockpit that is below zero with EDS, buy the 2-place O2D2-G2 system and plug it into ship’s power with its USB adapter.

Regulator The EDS must be used with its own XCR regulator or an inline stepdown regulator-equaliser combination to provide the pressures for which the EDS delivery unit is designed. (See https://tinyurl.com/MH-Regulator-spec.) Note that in Figure 2 oxygen flow drops off significantly below 600 psi. This may be fine for low altitudes, but for flights above about 13,000 ft / 4,000 m msl, the bottle really should be full at takeoff to ensure adequate reserve.

What could go wrong?

Other than possibly wrecking the internal EDS sensors or creating an unsealed solenoid valve with excessive pressure, flow will be wrong.

In addition, removing tubing and letting it live independently, open, in the cockpit or hangar, will allow moisture, dirt, and

Tubing Mountain High supplies tubing of proper material, length, and diameter.

What could go wrong with tubing!?!

When two pilots each have an EDS unit (O2D1) supplied from one tank, the tubing to each EDS unit must be exactly the same length, or the pilot with the shorter tubing will steal flow if they inhale simultaneously.

In addition, only one EDS O2D1 can be serviced with the standard 4 mm dia. tubing, no more than 1.5 m / 5 ft from the regulator.

The best way to service two O2D1 units in a dual-place aircraft is for each to have its own tube, of identical length and diameter, from the regulator, using MH ‘Y’ split-kits to attach them to the one regulator as close to the outlet fitting as possible. Otherwise the inspiratory pressure drop from each unit will create a delivery issue with the other.

You should use 6 mm dia. tubing with the O2D2 at distances up to and over one meter — if some debris should get into the inlet tubing and restrict the flow a bit, it would be quite a bit less significant than with 4 mm dia. tubing.

Why not borrow an oxygen cannula from your uncle with lung disease who’s on oxygen?

Medical tips are so much more soft and comfortable ….

Here’s why not: First, EDS requires stiff tubing so that the subtle pressure drop of inspiration is accurately transmitted. Medical cannulas are made for use in clinical environments for a short period of time. The softness is from the plasticisers, which leach out and the tubing becomes brittle.

Medical pulse-conserving oxygen dispensers are calibrated to a particular cannula, are flow-regulated, and are designed for a patient sitting upright. Some ambulatory medical oxygen conserving devices have unique cannulas that have a separate February–April 2019

41

PILOT VS OXYGEN

THE INVENTION OF THE MOUNTAIN HIGH ELECTRONIC DELIVERY SYSTEM

BY PATRICK MCLAUGHLIN

I wanted a system that automatically adjusted the delivery of oxygen with altitude, was small enough to be taken up in a hang glider, and affordable to pilots. This idea kept rattling around starting in the mid-1980s, until I read a paper by Brian Teip, et al, about anticipatory oxygen delivery methods that decreased wasted flow by 75% while still achieving a target saturation. From this I realised that to use sensing diaphragms to detect breathing and a pressure sensor to track pressure altitude was feasible. It would be so radically different from the norm that I feared it may not be accepted.

Pilots then were taught that an aviator’s oxygen system, capable of working at high altitudes, must have a large vacuum-cleaner sized hose connected to a smelly face mask that made you sound like Darth Vader, a large regulator, and a SCUBA-sized tank. The complexity, size, and weight of the system and the complexity of cockpit management, as well as its unaffordability, deterred pilots from using oxygen.

After patiently working to create reliable and inexpensive breathing-sensor technology, I designed, built, and test-flew the first EDS in 1991. It looked more like a Walkman than an aviator’s oxygen system, with novel small tubes, black box, and cannula.

I feared that pilots would be skeptical of its small size and strange appearance and not give it a chance. However, I knew it was a very good solution for these missions. It seemed realistic that only perhaps a hundred or so, globally, would see this. Holy Moon Rocks(!) I was quite wrong, as this technology is now being used globally in fixed and rotor wing and soaring flight every day.

I produced about 50 units, advertised in Soaring magazine, and released it as the EDS Model A1 in 1992.

A glider pilot, Bill Hill, was one of my first customers. He purchased one, flew with it, understood and liked it, and then wrote an article about it for the magazine (https:// tinyurl.com/bhill-EDS.) Soon after, I realised that Mountain High E&S Co., est. 1985, was busy enough to put me to work full time for a while. The business grew slowly, the technology evolved, and we added a spectrum of support items.

We are now in the fifth generation of the EDS. The most satisfying thing is that we now have about 15 families earning a paycheck.

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tube for each nostril. Pilots who’ve tried these cannulas are mystified that their EDS unit no longer works. In addition, each maker of oxygen systems has carefully selected the cannula, tubing type, and length for use with their delivery system. EDS units are built and calibrated for proper delivery while using MH tubing. If you change the tubing, you’ll change the flow.

The pilot may not fit the cannula Clément and Schaffner discovered that a tall pilot had to pinch his nose around the cannula to get proper response from the EDS because his nostrils were large and a sufficient inspiratory pressure drop did not occur. MH now supplies two cannulas with each system, standard for most people and flared for those of us with large nostrils. Try each, in turn, to see which delivers puffs more reliably.

I’d like to use the Oxymizer™ moustache reservoir cannula to further conserve oxygen.

Ted Nelson was the first to design a calibrated flowmeter and the Oxymizer™ conserving cannula. This was revolutionary at the time. When used and worn correctly, it reduced the needed flow of oxygen at 10,000 ft. by well over 50%. Adding an Oxymizer™ cannula to your EDS will not conserve even more oxygen, rather, it will deprive you of it because the accumulating reservoir of this cannula confuses the breath sensor in the EDS and the dynamic benefit of a sharp pulse is lost.

Cannula orientation The flat tab rests on your philtrum (that narrow vertical groove in the middle of the lip). The prongs should follow the curve of the nasal channels. If the tab points up, the prongs’ opening may touch the inside of your nose and hinder detection of the inspiratory pressure drop and the EDS will miss many of your breathing events, increasing the chance for hypoxia, and will become uncomfortable. (Having said that, your faithful editor has to use the cannula upside down due to personal intra-nasal anatomy.)

Preflight check • •

•

Think about the effect of head movement on the tubing: after placing the prongs in your nostrils Put the selector switch on N, ensure that normal quiet inhalations trigger a puff (may occur with alternate breaths on the ground).

Turn your head fully from side to side, and up and down, to ensure that this does not dislodge the nasal prongs.

YOU: (What could possibly go wrong with me?)

Clément and Schaffner extensively recorded oxygen saturation while flying wave. They discovered that many typical pilot activities interrupt breathing and can cause transient severe hypoxia.

First, any event that strongly focuses pilot attention may cause unconscious breath-holding for up to 30 or 45 seconds, which can quickly drop oxygen saturation into the 70% range.

Stressful peaks in flying can also trigger shallow or chaotic breathing that randomly triggers the EDS, causing hypoxia.

Episodic patterns of periodic breathing (“Cheyne-Stokes”) have been observed in all their investigated pilots above

PILOT VS OXYGEN

8,000 feet. The usual, regular respirations are replaced with clusters of subconscious over-breathing (hyperventilation), followed either by absent or (less often) shallow breathing.

This results in variations of blood O2 saturation up to 12% in flight, discovered post-flight in review of continuous recording.

(This is a reason to use a recording ‘wristwatch’ oximeter, and download the record after flight, to see whether unrecognized hypoxia occurred.)

They observed one troublesome incident of slight but continuous coughing at 25,000 feet msl — the pilot could not inhale effectively to trigger the EDS and could not speak. He turned the EDS down to N when he meant to turn it up to F to increase flow. Hypoxia then caused tunnel vision and stupor, though he could hear. Fortunately, the other pilot was alert to trouble and took control. The hypoxia may have impaired his cough reflex; at any event he stopped coughing and recovered.

Other ‘minor’ activities were also seen to cause moderate hypoxia: eating, drinking, talking to each other or ATC, and pushing to urinate.

CONCLUSIONS Understand that flight in Class A airspace, especially above 20,000 feet/6 km, is life-threatening territory for both hypoxia and hypothermia, and neither come with an idiot light. Prepare intelligently.

• Have backup oxygen, with confirmed function, up there.

• Take off with less than a full tank only if you don’t really need O2.

• Hyperventilation is important — it causes tissue hypoxia. Expect subconscious hyperventilation above 10,000 ft / 3 km, increasing with altitude.

• If you feel air hunger, you’re most likely hyperventilating.

• Then count out loud to six slowly between breaths until the air hunger diminishes.

• Use oxygen above 5,000 ft / 1.5 km msl for peak performance, minimum stupidity.

• Buy an excellent, proven oxygen system and read the manual, memorizing the bold print.

• Where the manual confuses you, email a question to the manufacturer and follow up with an actual telephone call to ensure understanding.

• Review the manual when you break the equipment out of storage after a layoff.

• Test every aspect of your oxygen system on the ground — and use fresh batteries.

• Use an oximeter to measure the effectiveness of your system for yourself, but thoughtfully, understanding its failure modes (cold fingers, motion, sunlight, etc.)

• If you buy a cheap one, also check your life and liability insurance coverage so your heirs won’t be burdened financially.

• Keep your oxygen pressure gauge in sight.

If you feel foggy mentally, you’re probably hypoxic.

OK, now have safe thrills!

REFERENCES Dancing with the Wind, Jean-Marie Clément, 2015.

Going Higher, Oxygen, Man, and Mountains by Charles Houston.

What price a summit? Charles Houston. Wilderness Environ Med 1996; 7:287-8.

Everest — the Testing Place by John B. West, the grand old man of respiratory physiology.

About the Author Daniel Johnson, MD, FACP, ex-Sr. AME Dr. Dan Johnson, an internist for 40 years and aviation medical examiner for 32, hung up his boots at the end of 2017 and is taking his first sabbatical since he was 16. He lives in the remote reaches of the west coast of Wisconsin, and he has come, blinking, out of the medical cave. He’s been a pilot since age 16, active since 45; he’s a mediocre soaring pilot and owns an old Ventus Cm and an older Mooney 231, and is older than both laid end-to-end. He has spoken to and written for pilots for 25 years on aeromedical factors, and wrote the monthly “Soaring Rx” column in Soaring magazine from April, 2011 through March, 2016, when he laid that aside because the rest of life had become much too busy. Now that he has no real responsibilities, he is finally free to go soaring on the good days — so what did he do? He agreed to spend half the summer in el Calafate helping the delightful Perlan folks in some way.

About the contributors Jean-Marie Clément Jean-Marie Clement is a French engineer and soaring pilot whose first flight was at 14. He joined the French national junior soaring team in 1963 and became a CFI in 1964. His first degree was in fluid dynamics and aerodynamics. He worked with Prof.

Piero Morelli at the Turin Polytechnic Institute in development of the superior KMX TE probe in 1972, making the first demonstration of acceleration on TE compensation. His second degree was in paper manufacturing, in which his father was also involved, and this became his career, while aerodynamics remained an enthusiasm.

He was active in hang gliding beginning in 1975 and co-founded the Italian Hang Gliding Federation, and designed and built a series of improved Rogallo wings, which he used to win the Italian Standard Class championship in 1977. In 1982, he resumed gliding and achieved first place at the World Cup at Vinon, and in that year flew the first 1000-km flight in the Alps.

After this flight, he applied engineering principles to arrive at an understanding of wave and dynamic soaring. With the French team, he won the European championship in 1988 at Issoudun and the French Open in 1989 at Fayence. Beginning in 1992, he focused on long-distance flights, with the first declaredgoal 1000 km flight in Italy. Beginning in 2000, he set several more distance records in Europe, including a 3-turnpoint flight of 1064 km in the Pyrénées and in 2001 an out-and-return of 1014 km from Varese across the Alps. In 2002, he began flying in Patagonia, setting more records, including the first 2,000 km out-and-return in November, 2003. Since 2002, he has organized annually a scientific gliding expedition to Patagonia.

His book, Dancing with the Wind, is a distillation of his long experience with successful wave soaring. In total, he has set 27 French records and 6 World records in soaring.

February–April 2019

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PILOT VS OXYGEN

Heini Schaffner, MD Heini Schaffner, MD, is a Swiss alpine glider pilot since 1961 (3,500 hr gliding and 150 hr powered flight) and has been a clinical anesthesiologist for 39 years. He has been checked out in 35 different types of gliders and has worked in 80 different hospitals (to obtain more gliding opportunities ...), and besides hard work, he has flown all over the world as an accompanying physician on repatriating MedEvacs. Today he is the proud owner of a two-seater Arcus M that occasionally serves as his ‘flying research lab.’

Although he never sought an appointment as an AME, nonetheless he annually attended for 30 years week-long advanced refresher courses for French and twice for German AMEs, held at the National Gliding Centre (CNVV) in St. Auban, SE-France. His special medical interest was neuroanesthesia, and since retirement, he has focused on high altitude medicine, ingenious oxygen dispensing devices for gliders, and particularly the impairing effects of subtle, but

sustained hypoxia during daylong alpine and cross-country flights. This led to propagating his unofficial concept of “zero hypoxia” in flight as a basic prerequisite to good airmanship.

Two widespread PDFs (in German) further explain this concept and made him a popular speaker and “eye-opener” in gliding clubs and instructor refresher courses.

Patrick McLaughlin Patrick is the inventor of the oxygen Electronic Delivery System, founder of Mountain High, and is currently the Director of Research and Development at Mountain High. How the EDS system came about is described in the side bar “The Invention of the Mountain High Electronic Delivery System.”

GOAL: SAFE OXYGENATION — SHOULD YOU USE AN OXIMETER?

Yes,

truly. There is no other way to test your system’s effectiveness. If your system works as designed, you may feel that you don’t ‘need’ one. If you become hypoxic, you may not function well enough to understand what it’s saying.

They are prone to particular errors. Yet we recommend that every pilot flying a non-pressurized aircraft above 6 km / 20k ft msl should use a quality oximeter.

(The life you save may be your own.)

Though imperfect, they are useful — especially for intermittent use, to determine whether flow rates are correct for yourself in the conditions you are flying into, and whether your system has been configured properly. A recording oximeter can allow you to discover incidents that might have caused unnoticed hypoxia while flying.

Pulse oximeters work by shining two colors of light into an area of tissue with known blood perfusion. They measure the ratio of the reflection over the absorption of the two colors by the tissue. They should constantly calibrate against the ratio between the surge of reflected light caused by each pulse and the intervening quiescent flow, to produce a valid reading.

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Inexpensive oximeters are neither as reliable nor as accurate. Nonin was the first and remains the standard; Masimo appears equivalent. Manufacturers claim their readings are +/- 2% or +/- 3% in the range of 70-100% saturation. This means that when the oximeter reads precisely 87%, your actual blood oxygen saturation is probably in the range of 8490% for the less accurate, 85-89% for the more accurate — in the best laboratory conditions, which your cockpit is not!

We recommend you consider a recording wrist oximeter. It uses a small finger probe and a wristwatch device. It displays the current pulse and saturation after being touched, and is not easily read in sunlight. Post-flight analysis is useful to identify undetected incidents of hypoxia.

What can delude this instrument?

- Sunlight can overpower the unit’s own spectrophotometric light source.

Some models have better shielding than others.

- Pigmented skin yields lower saturation readings when actual values are in the 80% range.

- Fidgeting degrades their accuracy by 5-20% (that is, with a true O2

saturation of 95%, the meter may read 75-90%). It’s the pilot’s job to continually fidget with the controls!

- The oximeter is measuring the oxygenation of the blood in the fingertip.

What really matters is the oxygenation of the blood flowing through the brain.

- Hyperventilation constricts brain arteries but not finger arteries.

- Cold fingers have low blood flow, so readings will be low. Only measure warm fingers. Yes, this is a problem for wave flights! (Consider using a claw bicycling mitten to keep the fingers warm, protect the finger probe from being dislodged, and allow pinch with thumb and first fingers.)

- Carbon monoxide, dear smokers, falsely elevates saturation readings due to the color of carboxyhemoglobin.

References: Pulse oximetry, https:// tinyurl.com/PulsOx1 and Pulse oximetry: fundamentals and technology update, https://preview.tinyurl.com/ PulsOx2, are technical reviews of oximetry that are worth reading. There are no reviews of the quality of specific oximeters.

ab-initio ROGER READ YOUTHGLIDE INSTRUCTOR

FITNESS FOR FLIGHT Before the onset of winter and the increased likelihood of chills and sniffles, I thought it timely to write about ensuring we are fit to do the flying we want to do. It makes good sense to make sure we are in good condition so we can ensure our best performance as a pilot.

We should always ensure that before starting our day at the airfield, we begin with a ‘preflight’ of ourselves. To help cover the various topics to check, we can use the ‘I’M SAFE’ checklist to cover the necessary considerations.

I Illness We must be free of illness.

Most illnesses affect our primary senses and have the potential to cause visual problems and/or balance problems and therefore orientation problems. Ears and sinuses must be clear of congestion to cope with the pressure changes that occur with all flight. Remember, the greatest pressure changes occur in the first few thousand feet so don’t be fooled into thinking, it’s okay so long as I don’t go very high! Even a circuit can cause immense pain if your sinuses are blocked.

Our limbs and muscular system must also be fully functional to allow normal control. Don’t be tempted to fly too soon after any illness and ensure you don’t fly if still in bandages that may restrict your full control of the glider. I recall one instance of a nasty ground loop on take off when the pilot, sporting a heavily bandaged left hand, had to swap hands to pull the release when a wing dropped. The delay in releasing aggravated the situation and the glider ended up badly damaged!

M Medication Most over the counter medications are not designed with pilots in mind. They work perfectly well on the ground but have hazardous side effects for pilots. The most common undesirable effects are drowsiness and suppression of primary senses. Preferably, check with an Aviation Qualified Doctor or at least

ensure your GP is aware that you fly and that they are happy that any medication you are taking is safe for use as the flying pilot … not just as a passenger.

S Stress There is an optimum amount of stress for humans. Too much and we suffer undesirable side effects like forgetfulness and irrational decision making … not good in an aeroplane! Don’t think going flying is an escape from the stress in your life; it is supposed to be relaxing but you must start free of stress so you can handle any that invariably pops up during your flying. When flying, remember that the environment we operate in can be very stressful in terms of summer heat or the cold of winter or high-altitude flight.

Avoid getting wet before flying and it’s a good idea to carry a spare set of dry gear in case you need to change before launching. If flying high, remember that any degree of hypoxia will also raise stress levels and fatigue you more than normal.

A Alcohol or Drugs The rules state

the day. Don’t forget to take sufficient fluids to avoid dehydration. When flying, we process more water so the risk of dehydration with its detrimental effect on our performance is greater. Ensure any food and drink containers are stowed appropriately when carried in the cockpit.

Having pre-flighted ourselves, we can go and enjoy our day’s gliding. Once flying, there may be occasions when we start out feeling okay but for whatever reason, we get tired or feel unwell. This will certainly undermine our performance and we definitely don’t fly well when like this.

If you are training, tell your instructor early. They will probably try to take your mind off it while returning to land. An airsickness bag should always be carried, even when solo, just in case … and many of us have ‘been there, done that’ so don’t be embarrassed if you have to use it.

Check yourself and your glider to ensure both are ready for flight … then, go and enjoy the soaring.

we must not be under the influence so, like driving, make sure you are not vulnerable to the side effects of alcohol or drugs. They are particularly bad news for our balance system and erode our judgment and decision making performance. Don’t fly with a hangover!

F Fatigue Most of us will be well aware of our degraded personal performance when tired. Flying is a demanding exercise both physically and mentally so we must be well rested. Sleeping on the job can be disastrous! Safe and successful circuit flying and landings require judgement and decision making of a very good standard at the end of the flight when fatigue will potentially be at its highest level.

E Eating We are what we eat … eat well and fly well; eat rubbish and (probably) fly poorly! Ensure you have eaten well and take food along to have during

February–April 2019

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DEREK PIGGOTT MBE 1922-2019

Derek & Roy the oldest combined age in a contest ever

Derek Piggott is a familiar name to glider pilots world-wide. The wellknown British gliding instructor died on 6 January. His series of books on learning to fly gliders were the go-to books of many an aspiring pilot. They have been reprinted many times and as they address the very fundamentals of soaring, they are as relevant today as when they were first printed. The following article is abridged with permission from John McCullagh’s obituary in Sailplane and Gliding.

F

rom the age of four, after a flight in an Avro 504, flying was Derek’s life. He volunteered for the RAF as aircrew in 1942, trained in Canada and was commissioned in 1943.

After months of waiting on a Lancaster Bomber station he volunteered for glider operations which promised immediate operations. He did his conversion training on to troop-carrying gliders before being posted to India to No.668 Glider Squadron.

He was detached to No.267 Squadron for four weeks as second pilot on Dakotas, flying supply operations over the front lines in Burma.

He returned to England in 1947 and was posted to the Central Flying School as an instructor of instructors. Failing to enter the

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Empire Test Flying School due to high tone deafness (a common problem with early pilots), he went to the RAF Gliding School in Detling as chief instructor. Although an unspectacular achievement, his systematic sequence of exercises in dual-controlled gliders greatly improved the safety of gliding. In 1953 Derek Piggott received the Queen’s Commendation for work on developing and introducing new instructional techniques for gliding in the Air Training Corps.

He was particularly proud of his monograph Sub-gravity sensations and gliding accidents, which identified why some pilots panicked and flew vertically into the ground.

He left the RAF in 1953 and became the Chief Flying Instructor at Lasham Airfield, where he remained, with occasional breaks for filming, until 1989.

REMARKABLE PILOT If merely judged on the 154 types of powered aircraft and 170 types of glider that he had flown, Derek Piggott can be rated as a remarkable pilot. If it had wings, he flew it: from the Bristol Boxkite to four-engined bombers and jets. However, Derek Piggott is best known throughout the world as a glider pilot and instructor. While working as a stunt pilot for films, he probably exceeded the nine lives traditionally attributed to cats, surviving through his flying skills and an ability to think quickly under pressure.

In 1955, he set a British gliding altitude record in a violently turbulent thunderstorm in a Skylark 2. As it climbed, the glider became heavily coated with ice, which periodically jammed the controls. After experiencing severe electric shocks he decided to descend, but this proved impossible even with full airbrakes.

Maintaining control with only turn and slip and air-speed indicators, he reached over 25,000 feet. With no oxygen, he was barely conscious when he found descending air.

In 1959, the Daily Mail sponsored a race from London to Paris on the anniversary of Bleriot’s flight across the Channel. Derek crossed the channel twice in gliders, once in an Olympia 419 which he soared from Deal to the outskirts of Paris, and once in a primary glider while being towed.

Derek was occasionally employed for feature films as a stunt pilot and technical adviser. He had a great ‘camera sense’, knowing which manoeuvres would look impressive and accurately positioning the aircraft to appear in each shot. For dog-fight sequences he advised fellow pilots to move in behind the other aircraft until they were scared, and then close in a little more.

For Darling Lilli in 1968, he was responsible for the majority of the designs of six replica SE5A aircraft and for supervising their construction. They were completed just days before simulated dog-flights. He also advised on the construction of several of the early aircraft re-created for use in Those Magnificent Men in Their Flying Machines in 1964. For some types he had to rediscover how to fly them safely and he had a number of narrow escapes. Some of these replicas were barely flyable until Derek trimmed them to make them controllable and tolerably stable.

For Chitty Chitty Bang Bang in 1967, he was required to fly in a copy of a 1910 Lebaudy airship. It was reported to be almost uncontrollable and they had two crashes through power wires.

Using his experience of a crash in an Indian paddy field after engine failure, Derek deliberately crashed an aircraft for Villa Rides on a river bank while flying towards a cliff. He stopped it from 55 mph in 10 yards by making the undercarriage collapse. His major concern had been the cliff, which made the stunt more dangerous and yet it was never seen in the finished film. In The Blue Max Derek was the only stunt pilot to agree to fly for a scene in which the two rivals challenge each other to fly beneath the spans of a bridge. The two replica Fokker Dr.I triplanes had four feet of clearance on each side when passing through the narrower span. They had limited manoeuvrability and insufficient power to pull up over the bridge if the flight-path began to go adrift. Derek took the role of both pilots.

He placed two poles beyond the bridge and by aligning them on the approach, he could fly down the centre-line of the span. Because of the need for multiple takes of both aircraft from various angles, he flew the wider span of the bridge 15 times and 18 times through the narrower span.

In 9 November 1961, flying Southampton University’s Man-Powered Aircraft (SUMPAC), Derek covered over 64 metres, becoming the first person to make an officially authenticated takeoff and flight in a man-powered aircraft. For television programmes in 1973, and again in 1985, he flew a replica of the first heavierthan air aircraft at the site that Sir George Cayley had used in 1853 in Brompton Dale, Yorkshire. Cayley had named the oar-like main control as the ‘influencer’, which Derek said was a serious exaggeration.

Despite his adventures, we should not overlook Derek’s greatest achievement, which was to make gliding safer. His structured progress cards, instructor courses and defined weather limits for inexperienced pilots probably saved many lives.

Derek wrote eight books on gliding, including his autobiography, Delta Papa, and was the guest speaker at many events throughout the world. The first book, Gliding, is now in the 8th edition. Some of his books have been translated into German and Japanese.

Derek was regarded as a warm person, keenly interested in anyone who wanted to fly. He took immense trouble with his pupils and had huge patience in diagnosing faults and explaining techniques. In 1987 Derek Piggott was awarded the MBE for services to gliding. In 2007 the Royal Aero Club awarded him their Gold Medal – the highest award for aviation in the UK. Also in 2007, the Royal Aeronautical Society appointed Derek an Honorary Companion of the Society. In 2008 he was awarded the Lilienthal Gliding Medal by the Fédération Aéronautique Internationale for outstanding service over many years to the sport of gliding.

He continued flying up to his 90th birthday, and regularly thereafter, but no longer as pilot in command. Derek Piggott enjoyed a very full and happy life for 96 years.

DEREK PIGGOTT’S BOOKS Are all still in print, are highly recommended and can be ordered through online bookstores.

Delta Papa A Life of Flying Going Solo: A Simple Guide To Soaring Gliding: A Handbook On Soaring Flight Gliding Safety Understanding Flying Weather Understanding Gliding Beginning Gliding Derek Piggott on Gliding

February–April 2019

47

instructors column RAY BURNS CFI, AUCKLAND AVIATION SPORTS CLUB

DECISION

LOOKOUT I’ve been thinking about lookout (again).

Lookout is a function of perception (seeing something), decision (deciding what to do) and response (doing something).

O RESP NSE

CEPTION PER

I’ve been reading an article from the Australian Transport Safety Bureau (ATSB) called ‘Limitations of the See-and-Avoid Principle’ (The full article can be found through a search of the ATSB website).

The article is quite old now but the principles are very important. For those of us who have seen it before an occasional reminder is a good thing; for those that have not, then some of the information may be an eye-opener (pun intended).

A lot of the items found in this article you will have read in Jonathan Pote’s excellent Human Factors series. This is but a short precis of the original.

CAA published a similar extract in the July 2009 Vector edition.

It might seem obvious, but the point is worth making: The first part of the see-and-avoid principle is you need to look outside the cockpit. It’s worth re-iterating that we need to have our eyes outside the cockpit and away from the instruments – MOST (e.g. 90%) of the time.

Once we have looked out, there are a number of limitations to consider Field of Vision Most people have a field of vision around 190 degrees. It starts to contract from about age 35 and this contraction accelerates markedly after 55.

Obstructions We are a lot better off in most gliders than our power friends; our cockpits don’t have door pillars and the like to block our view.

However, we are blind below and behind.

If you are flying a two-seater from the rear, then there are a number of obstructions to consider: A head right in front of you first and foremost. Visibility from the rear is definitely not as good as from the front.

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February–April 2019

Dirt on the windscreen is really another obstruction and easily fixed by cleaning the canopy!

Glare When the glare source is 5 degrees from the line of sight, visual effectiveness is reduced by 84% cent. In general, older pilots will be more sensitive to glare.

Blind spot We all know that each eye has a blind spot that the brain compensates for using binocular vision. Did you know that the blind spot increases to 18m (the size of a glider) at 200m (a comfortable turning diameter)?

Accommodation (The process of focussing on a subject) A young person will typically require about one second to accommodate to a stimulus, however the speed and

degree of accommodation decreases with age, i.e. the whole process is deteriorating with age. The average pilot probably takes several seconds to accommodate to a distant object.

Empty field myopia This is the tendency of the eye to focus at about half a metre when there is nothing else to look at.

Mandelbaum Effect The eye can be ‘trapped’ at the at-rest focus (½ m). Dirty windscreens are particularly likely to produce the Mandelbaum effect.

Background Contrast and Contour interaction Think about where you fly. If you are in the mountains in the South Island trying to see another glider against snow covered terrain is extremely difficult. It is not much better against scree hills.

The first part of the see-and-avoid principle is you need to look outside the cockpit

However, lack of contrast is equally significant in other environments. I do a lot of my flying around the semi-urban surrounds of Whenuapai where there are a lot of helicopter movements. They are nearly always below me and I am trying to see them against the ground and houses. This is most difficult. It is even worse for the helicopter pilot – trying to see a white glider against a cloud.

those numbers are, the ATSB supplied this graphic which shows the relative size when a GA aircraft approaches a military jet with a closing speed of 600 knots:

In conclusion, please remember that all of the limitations mentioned above are exacerbated by:

»» Fatigue »» Dehydration »» Hypoxia »» Workload (like trying to

Lack of relative motion The eye is much better at detecting objects that are moving than objects that appear to be stationary. Accommodation is a multi-part process. The object needs to be detected in the peripheral vision, the brain needs to detect the object and the eye needs to move to focus on it and identify it.

When we are on a converging course with another aircraft the target may well appear to be stationary in our vision and therefore may not be detected. Scanning by zone can help increase the relative movement.

Small visual angle When on a head on collision course with another aircraft, the angular size (i.e. how big the air craft looks in our vision) is tiny until just a few seconds before impact.

Compare those times in this chart with the times shown in the reaction time chart. That’s looks pretty scary to me and not at all beyond reality if you like to fly high in the wave.

centre in a thermal)

»» Stress (maybe I left my circuit

»» »»

While we may not meet a military jet at 600 knots in New Zealand, you can extrapolate the relative sizes and times for an A320 doing 400-450 knots.

planning a little late and I’m now making an approach lower than I really should be) Overheating Age – just about all of our physical attributes are deteriorating! – Vision and reaction time included.

Therefore: Apply the IMSAFE, keep a good active lookout, allow for your age, clean the canopy and your glasses!

Photo Alex McCaw

A particularly interesting graphic from the ATSB’s report is this one:

Two gliders travelling at 60 knots will cover 2,500 feet in the time it takes to react. If you were up with the big boys and on a collision course with a 737 closing at 400 knots, you cover well over a mile in that time. To give you an idea of how important

February–April 2019

49

SPRINGFIELD competition PHOTOS BY GEOFF SOPER

In November the Canterbury Gliding Club held their second Springfield Competition.

The weather was not as good as it could have been but the locals and visitors from around the country had a good time regardless. There was some other aviation entertainment on offer with a highlight being the extraordinary model aircraft displays by Alex Hewson.

50

Februaryâ&#x20AC;&#x201C;April 2019

Februaryâ&#x20AC;&#x201C;April 2019

51

blast from the past the crowds and in turn generate income.

These include birthday parties, wedding ceremonies, annual conferences, vintage car meetings and so on – included is the annual model aeroplane buy and sell event. It was on one of those occasions that Ann got talking to a chap and mentioned she had a much larger ‘model’ needing repairs. She told him about Fido’s plight and his eyes lit up immediately. Enter Gary Hoekstra!

He took it upon himself to rebuild it for her. Gary had been a glider pilot in his Netherlands homeland but is not a licensed aircraft maintenance engineer.

PETER LAYNE HISTORIAN

DOWN FIDO – DOWN! Ann and Noel Johnson of Tauranga always looked fondly on their K6. They had won it in 1966 in one of John Roake’s somewhat unorthodox raffles. Surely the first time a glider had been offered as a prize! He also created New Zealand’s first car raffle. The K6’s registration lent itself to the nickname, Fido. The Johnsons and Fido had many amazing flights and with Ann on board, it set 19 New Zealand records – possibly a record itself for one New Zealand glider.

When FD pirouetted into an embankment at Kaikohe Airfield on 1 February 2007, the glider was written off. Only the wings, tailplane and canopy survived. Ann decided she wanted Fido back. Ann had been a volunteer tour guide at Classic Flyers at Tauranga Airport since it first

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February–April 2019

opened its doors in 2005, when it started accumulating various retired gliders.

She was also a foundation Vintage Kiwi Glider Club member. The club started a donation fund to buy the wreck and restore it in entirety to display standard.

The next challenge was to transport the wreckage from Kaikohe to Tauranga.

Immeasurable thanks are owed to several people to make that happen aboard FD’s now derelict trailer. Included are Paul Rockell, Peter Fiske, Robin Britton, Robin McRae, Barry Hamilton and John Dolphin.

The end challenge was to find someone local to restore it with the proviso that no parts from any other glider were to be involved. Ann considered employing a local boat builder.

Classic Flyers has built up a strong rapport to host annual events to draw in

All Ann wanted was for a craftsman to use adequate materials to bring FD to display standard, presented in its original livery and placed prominently in one of Classic Flyers three hangars. So, Gary set about his task and soon Fido looked at least as good as new. The rigging pins all slotted into place perfectly and the glider was hoisted into the upper reaches of the main hangar behind a genuine looking mock up of Tiger Moth ZK-AVJ. Some years later FD transferred to the maintenance hangar and was suspended from the roof.

Since 2013 this hangar has been occupied by one, and sometimes two, Grumman Avenger aircraft, both undergoing restoration. These aircraft were the largest single-engine aircraft operating during World War II. Once in a while these large aircraft were moved around. On one such occasion, Fido and Avenger NZ2505 engaged in a bit of a dogfight with Fido sustaining a few cuts and bruises.

Roger Brown, president of Vintage Kiwi Glider Club, arranged with Classic Flyers to do the repairs and what better person could there be than Gary Hoekstra? On 21 December 2018 Fido came down

FEEDBACK

In September this year I attended the annual Royal Aeronautical Society, Jean Batten lecture, given in Tauranga, by the Rev Dr Richard Waugh, who spoke on New Zealand National Airways Corporation.

While having a coffee afterwards I looked at some chap whose face and name tag looked familiar. Simultaneously we said, “Auckland Gliding Club!” He was Chas Lake who was a regular tow pilot in the 1960s and 1970s. I mentioned I’m still an associate member and confine my activities pretty much to articles including the “Eden Park flypast”.

Exclaimed Chas, “I remember that, I was flying Pawnee BWS!” Consequently, Chas has very kindly penned his account of the occasion and as a consequence we may have identified the pilot of the fifth glider involved leaving only the pilots of Pawnee CEB and Tiger Moth AIA to go.

there were sports other than rugby.

The other tow planes were Piper PA25-150 ZK-BWS which I flew and Piper PA25-235 ZK-CEB and de Havilland Tiger Moth ZK-AIA, all pilots unknown to me.

We formed up as we flew towards Mount Eden. You could call it a formation of sorts – a bit rough at first but eventually it settled down. I had never flown in close proximity to other aircraft except when towing a glider or when flying in a glider on tow. At one stage I was flying underneath a glider and then flying alongside. The thought of learning on the job comes to mind!

We flew over the park more or less east towards the west at around 1000 feet.

I think we flew around the park then headed back to Ardmore where the gliders did their thing after releasing and the tow-planes returned to normal duties as there were other people wanting to fly.

It was a great experience for me. It would have made interesting headlines if we had lost a glider over Eden Park at 1000 feet! The old saying, ‘too low, too slow, and where to go’ comes to mind!

“Log book entry 14 August 1971: formation flight Eden Park, 1 hour 20 minutes.

Peter’s logbook shows he flew K6 GDL that day on a separate flight and recorded, ‘first flight this glider since a major rebuild’. So it’s just as well every participant returned safely!

It was a suggestion on the day by, I think Graham McAlpine, (the fifth glider pilot?) to show Auckland that

Now, in 2019, we would probably not attempt this sort of thing even if we were still allowed to.

Chas Lake’s account:

A BIRTHDAY GIFT FOR PILOTS?

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• A “must have” book. Sailplane & Gliding (UK).

• “The book of the Century… You must buy this book, sell whatever it takes, but buy it.”

Gliding International (NZ).

• Unmissable, alongside Reichmann, Bradbury and Moffat.

L’@éroBibliothèque (France).

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

Volo a Vela (Italy).

• It reveals to you the invisible treasures of the atmosphere.

Alvaro de Orleans Borbón (FAI Vice President).

Price €50 plus postage. Order to info@topfly.aero

Jean-Marie Clément

On 2 January 2019, with the work finished, Fido was raised once more.

Gary then did some maintenance on the undercarriage area of Hall Cherokee GBT with the glider remaining suspended. The regular volunteer engineers expressed their approval of the high standard of craftsmanship Gary put into his work in the short allotment of time. Needless to say, Ann was thrilled to see her pride and joy looking as good as new again.

The original account of the rugby test flypast, written by Peter Layne, featured in SoaringNZ, issue 54. Readers were encouraged to come forward with information identifying which pilots and gliders participated. Some information has surfaced in coincidental circumstances.

Peter tells what happened.

Dancing with the wind

The timing of the lowering of FD was for Gary to do the work with minimal other people around over the Christmas/ New Year period. Avenger NZ2505 had gone back to its Gisborne home however the team of 20 volunteers who restored it have moved onto Avenger NZ2539, retrieved in a derelict state in 2017 from a farm just north of Auckland. Gary’s work also needed completing quickly before the pending arrival in January of a Gloster Meteor to be restored.

AUCKLAND GLIDING CLUB EDEN PARK FORMATION FLYPAST DURING A RUGBY TEST – A SEQUEL!

TopFly

from its lofty heights and was placed on an operating table making it easier for Gary to do his work. In order to stabilise the glider, a de Havilland goblin engine was placed under the port wing and a strap was attached holding the wing and engine together. At 2,100 lb of thrust I guess it could be said that this is probably the most powerful engine ever to be attached to a glider!

Dancing with the wind

Jean-Marie Clément

February–April 2019

53

GNZ awards & certificates

NOVEMBER 2018 – FEBRUARY 2019

EDOUARD DEVENOGES GNZ Awards Officer

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

QGP No 3400 3401 3402 3403 3404 3405 3406 3407 3408 3409 3410 3411 3412 3413 3414 3415 3416 3417 3418 3419 3420 3421 3422 3423 3424 3425

Pilot’s Name Michael Strathern Timothy R. J. Hughes Amy-Joanne Randalls Jordan C. Richards Tim Tarbotton Werner Meuser Philip Sturley Alfred Spindelberger Jürgen Wenzel George Metcalfe Hans Folkesson Mikko Yliharsila Klaus Kalmbach Callum Dodds James Mitchell Les Vorosmarthy Clayton Lee Boyd Gareth S. Cartwright James K. T. Austin David Ames Ric Nobuyuki Springer Kieran Cassidy Bradley Pattison Peter Logar Maria Cramp Volker Appel

SILVER DISTANCE

Tony Prentice

Leslie G. Sharp

Sam Tullett

Ric Nobuyuki Springer

James Mitchell SILVER DURATION

Clayton Lee Boyd

Maria Cramp

Kieran Cassidy

Ric Nobuyuki Springer

Anja Runge

Club Date Glider Nelson Lakes GC 30 10 2018 Canterbury GC 3 11 2018 Canterbury GC 3 11 2018 Canterbury GC 3 11 2018 Wellington GC 3 11 2018 Glide Omarama 6 12 2018 Glide Omarama 12 12 2018 Glide Omarama 12 12 2018 Glide Omarama 12 12 2018 Glide Omarama 12 12 2018 Glide Omarama 17 12 2018 Wellngton GC 1 1 2019 Auckland GC 5 1 2019 Auckland GC 11 1 2019 Wellington GC 16 1 2019 Omarama GC 22 1 2019 Glide Omarama 22 1 2019 Piako GC 24 1 2019 Gliding Manawatu 25 1 2019 Kaikohe GC 1 2 2019 Glide Omarama 6 2 2019 Wellington GC 7 2 2019 Glide Omarama 8 2 2019 Glide Omarama 8 2 2019 Wellington GC 8 2 2019 Wellington GC 12 2 2019

Auckland ASC 4 11 2018 Taranaki GC 7 11 2018 Taranaki GC 15 12 2018 Glide Omarama 10 1 2019 Wellington GC 10 1 2019

Glide Omarama 29 12 2018 Wellington GC 25 1 2019 Wellington GC 25 1 2019 Glide Omarama 27 1 2019 Wellington GC 9 2 2019

SILVER HEIGHT

Sam Tullett

Adam C. Cumberlege

Ric Nobuyuki Spinger

Clayton Lee Boyd

James Mitchell

Mark Shrimpton

Patrick Lalor

Taranaki GC 15 12 2018 Auckland GC 7 12 2018 Glide Omarama 10 1 2019 Glide Omarama 29 12 2018 Wellington GC 10 1 2019 Piako GC 6 2 2019 Piako GC 10 2 2019

SILVER BADGE 1186 Leslie G. Sharp 1187 Adam C. Cumberlege Japan Ric Nobuyuky Springer

Taranaki GC 5 11 2018 Auckland GC 5 1 2019 Glide Omarama 27 1 2017

GOLD DURATION

Clayton Lee Boyd

Kieran Cassidy

Maria Cramp

Ric Nobuyuki Springer

Anja Runge

Glide Omarama 29 12 2018 Wellington GC 25 1 2019 Wellington GC 25 1 2019 Glide Omarama 27 1 2019 Wellington GC 9 2 2019

54

February–April 2019

PW 5 ASW 20 Discus 2b Std Astir III DG 100

Std Astir III DG 100 DG 100g Std Astir III DG 101

Discus 2b LS1-f Std Astir III Std Astir III DG 100 Club Astir PW 5

Std Astir III DG 100g DG 100 Std Astir III DG 101

QGP No Pilot’s Name GOLD HEIGHT

Andrew C. L. Campbell

Ric Nobuyuki Springer

Club

Date

Glider

Auckland GC 4 11 2018 Ventus CT Glide Omarama 10 1 2019 Std Astir III

GOLD DISTANCE

Sam Tullett

Ric Nobuyuki Springer

Taranaki GC Glide Omarama

GOLD BADGE 340 Andrew C. L. Campbell Japan Ric Nobuyuki Springer

Auckland GC 9 11 2018 Glide Omarama 27 1 2019

DIAMOND HEIGHT 429 Andrew C. L. Campbell USA Kelvyn Flavall Japan Ric Nobuyuki Springer

Auckland GC 4 11 2018 Ventus CT Glide Omarama 4 11 2018 ASG 29 E Glide Omarama 10 1 2019 Std Astir III

DIAMOND GOAL

Sam Tullett

Taranaki GC

DIAMOND DISTANCE 155 Tony Davies 156 Jonathan D. Wardman

Piako GC 4 11 2018 Discus B Omarama GC 10 1 2019 Discus 2b

THREE DIAMONDS 129 Jonathan D. Wardman

Omarama GC

1250KM DIPLOMA

Michael Oakley

Canterbury GC 7 11 2018 ASH 25

1750KM DIPLOMA

Michael Oakley

Canterbury GC 7 11 2018 ASH 25

NZ RECORD 300 km, O&R, Speed, DO, General

Max Stevens

Ventus 2C 7 11 2018 200.6km/h

OFFICIAL OBSERVERS 09 – 135 Kelvyn Flavall

Glide Omarama 7 11 2018

15 12 2018 Discus 2b 10 1 2019 Std Astir III

15 12 2018 Discus 2b

17 1 2019

GNZ FIRST COMPETITION AWARD 051 Tony Prentice Auckland ASC 4 11 2018 052 Leslie G. Sharp Taranaki GC 15 11 2018 053 James Mitchell Wellington GC 2 2 2019

GLIDING NEW ZEALAND CLUB NEWS

CLUB DIRECTORY

Link for club info www.gliding.co.nz/Clubs/Clubs.htm Auckland Aviation Sports Club Club Website www.ascgliding.org Club Contact Peter Thorpe pbthorpe@xtra.co.nz Ph 09 413 8384 Base RNZAF Base Auckland (Whenuapai) 021 146 4288 Flying Weekends, Public Holidays

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.glidingcanterbury.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 Oâ&#x20AC;&#x2122;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

The club news is your chance to share with the rest of the country and abroad, some of what makes your club the best gliding club in the world. Club scribes, please watch the deadlines (but we'll make allowances for special circumstances so contact the editor before you panic) and likewise, the word count is supposed to be 300 words to allow everyone to have a say. If you need more words than that, you probably should write a real article about that special event.

Deadline for club news for the next issue 15 April 2019.

AUCKLAND AVIATION SPORTS CLUB Cool, well actually hot hot hot, summer is booming and so is our soaring.

A good Christmas/New Year holiday season saw plenty of soaring. Everyone has been out to make the most of the weather.

A few of our pilots have been having a bash at locally set up tasks for Task Pilot. It has been gaining momentum and helping pilots target something in the sky, rather than aimlessly going around in circles.

Thanks to Steve Foreman for putting tasks together. Some of pilots have ventured north to Wellsford and Mangawhai. One day someone will be back up to Kaikohe and make it back home again. A big congratulations to Kazik Jasica who went solo just prior to Christmas. He recently flew with Sebastian Kawa, which is just as well as Kazik was instrumental in organizing his tour to NZ. Our new Tow Pilot Andrew Williams went solo in a glider as well. What will I fly today, will be his dilemma.

Andrew Fletcher has been taking every chance to get aloft and build up hours and mileage in the PW5 & K6. He also completed his first land out in NZ, which was top notch, and right across from a vineyard. Happy retrieve crew and a classy landing spot indeed. Even when the weather was blah we set up some paddock landing practice on the airfield, which was a lot of fun and beneficial.

Two of our members participated in the Auckland Soaring Champs and thoroughly enjoyed themselves. A big thanks to the Auckland Club and the sponsors for a great event. Steve Wallace competed in the South Island Regional comp and both Steves, Foreman & Wallace, are currently competing in the Club Class Nationals at Taupo. Ray and Derry went to the Vintage Glider fly in at Taupo the preceding week.

Februaryâ&#x20AC;&#x201C;April 2019

55

CLUB NEWS

Auckland Aviation Sports Club: The grid

Auckland Aviation Sports Club:

Auckland Aviation Sports Club: Pakiri

Auckland Aviation Sports Club: Sebastian Kawa talking to the group

Everyone has been busy making the most of this soaring weather.

And as mentioned the club had a visit from Sebastian Kawa who took several flights with members. We had a BBQ in the evening and Sebastian gave us a wonderful talk and presentation on his soaring adventures and experiences. Just incredible and we thank him for being so generous with his time and knowledge.

Till next timeâ&#x20AC;Ś

Club Skipper Auckland Aviation Sports Club: Kazik Jasica solo flight

Auckland Aviation Sports Club: Steve and Nigel Davy

56

Februaryâ&#x20AC;&#x201C;April 2019

AUCKLAND This summer started a bit patchy but really evolved into good weather after Xmas.

Our Summer instructor Mr Mike Birch arrived in mid-November but was thwarted by the inclement weather. He has since settled in quite well with the AGC way of doing things. Of course, we could always be busier mid-week, however we have been enjoying seeing Mike introducing new members and up-skilling existing ones using his training expertise.

Immediately after Xmas a group of AGC members went to Matamata as part of our traditional Christmas camp. Many enjoy this change of scenery and it is a chance to use the Matamata Soaring Centre facilities as well as get a wider idea of how other clubs and areas operate.

After New Year, the big event on our calendar was the Auckland Soaring Competition. Sponsored by Smeg, Alfa Romeo, Wakachangi Lager and Dr Feelgood Ice Creams, we were ready for a great time to be had by all competitors. This certainly happened for the 28 or so who entered and even more importantly for the crew who help run the event and support the competitors.

It really was a huge success and even the weather co-operated to the point where we decided to have a break mid-way through the flying.

Shortly afterwards we were visited by Sebastian Kawa who took some members out of Drury for some huge learning experiences prior to flying in the MSC comps in Taupo.

Several members (including myself) then took part in the MSC competition including Jason Williams and Paul Schofield in our Duo. The Duo team did really well along with Pat Driessen who ended up second behind Sebastian. Well done Pat. While that has been going on we have enjoyed very dry hot weather and some great flights. Congratulations to Anton Lawrence on achieving 300 km (Drury – Kinleith return) which he remarked as “too easy” because of the great soaring weather.

There have been quite a few new solos and new students, too many to publish in fear of leaving anyone out – however we welcome them to our club and the enjoyment of soaring as a sport and a recreation.

RG

CANTERBURY A great turnout to the club’s annual pilgrimage to Omarama over the New Year holidays saw some great flying and socialising.

On his second attempt, Jono Wardman knocked off his 500 km flight between Clyde and Glentanner to complete his diamond badge, with a 167 km/h average, flying mostly in wave. Well done Jono! His first attempt ended with wine and food with an accommodating farming family only a few tens of kilometres from Omarama, but many hours of driving for the retrieve crew, who finally got back to Omarama at 1 am.

Christine Franke, of Germany, flying with the club while studying for her PhD at Canterbury University, enjoyed a P2 position with Doug Hamilton in his ASH25 on one day of the Nationals, discovering that the weather in NZ is not always against you. She went on to fly wave to and back from Mt Cook in the club LS4.

Sandy Yong extended her solo experience in a new location, with a good time on Mt Horrible in windy westerlies. Student pilot

Photo Geoff Soper

CLUB NEWS

Canterbury: Sponsored by VW Touareg

Alex Hewson enthusiastically enjoyed 18 flights and concentrated contributions from instructors to progress both in skill and enthusiasm, if that is possible. He also thrilled and delighted the crowds on several nights with his LED illuminated models flown after dark.

Other noted flights included 1000 km out and back in the wave by Alex McCaw and Graeme Erikson. The club’s summer instructor AJ Randal, visiting from the UK, experienced a lifetime first with high altitude soaring and wave working ‘as advertised’.

Congratulations for podium finishes in the Nationals for club members, with Nick Oakley dominating the Racing Class for a first place, and Derek Kraak placing third in the Open Class.

Back at Springfield, summer soaring has burst into life after a lacklustre November/ December with activity on many good days both weekday and weekend, and seven days/week operations continuing until March.

CENTRAL OTAGO For a number of reasons, the gliding side of our flying club has been pretty quiet over the last year. We do attempt to fly each Sunday but often struggle to get enough hands to make the day easy and safe. We're certainly not generating enough income to pay the insurance on our sole club Twin Astir glider, so it's up for sale. However, when there's a thermal day forecast, Nick is always keen to fly the Twin, and a couple of our resident singles are soon rigged – we're not dead yet!

For example, in December the club had a very successful winching day with crew from the Youth Glide camp coming south to experience this exciting launch method (with the last flight ending up high in wave). In January we flew twice. The last Sunday was

stinking hot, well into the 30s on the ground and still above freezing at 17,000 feet in the wave above.

Cheers JR

GLIDING HAWKES BAY AND WAIPUKURAU Another year has started but the rain has continued. November rainfall was around three times and December twice the historical averages and with further falls since, the area is extremely green for this time of year. The airfield has a green tinge and long grass as opposed to the normal burnt brown typical of this time of year.

Despite the rain, mid-December saw some good soaring conditions with one Sunday seeing thermals starting early and continuing all day. This resulted in just four instructional flights for the day due to the flight lengths with all climbing to cloud base and enjoying great views of the local area.

Graham White ventured further afield in his LS8 while John McConville and Craig Hunter utilised HB to make it a great members' day.

Another Sunday saw a poor looking weather forecast proven wrong with good soaring eventuating. While cloud base was only around 3,500 feet with showers in places, good strong lift was around which allowed flights of well over an hour in the local area. Members made the most of the conditions by flying until late in the afternoon.

Great soaring conditions of thermals, wave and convergences were seen mid-week in early January. However, 40% of Sundays since 01 July, the club’s normal flying day, have seen no flying take place due to unsuitable conditions. This is the highest amount of non-flown days recorded in the last six years.

Jason Kelly and Graham White ventured to Omarama for the Nationals February–April 2019

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Photo Pam Gore

Piako: Double tow to Raglan

Piako: Raglan Matamata tow

in early January and despite a number of challenges, clocked up over 30 hours of flying and flew over 2,600 km OLC in the process.

As always, we look forward to some classic Hawkes Bay soaring days as the season continues.

Piako: Mark, Sarel and Scott with NI

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Februaryâ&#x20AC;&#x201C;April 2019

PIAKO We had a team of Piako members head to Omarama in November (Paul Knight, Maurice Weaver, David Jensen and Brett Hunter) to attend the South Island Regionals. David Jensen, who is very familiar with gliding around the mountains, came away with a win in the racing class.

The North Island Regionals which were due to be held at Matamata in November were unfortunately a complete weather washout.

The contest is now been rescheduled for 16th to 23rd March.

CLUB NEWS

Piako: Christmas camp

Piako: Gary, Steve, Mark and Jim

The National ATC gliding camp was again held at Matamata 10th to 14th December. In previous years the course CFI has been Rob Owens, but this year it was run by Norman Duke, who is a member of both Piako and Auckland. There were eight or more first solos.

Our tow plane CNC was finally repaired by putting on BZA’s fixed propeller. No sooner did we get that completed, the part we needed for the constant speed propeller arrived. It has been quite an ordeal for our chief tow pilot, Tony Davies, but we finally have our tow plane in action again.

This year’s Christmas Camp was very active with good weather, but only a few days with good lift. We had a total of 197 aerotows over 10 days and a good representation from our Auckland club regulars. Seamus Breen, Rae Kerr and Mike Smith have been stalwarts of the Christmas Camp for decades and certainly this year, a lot of fun was had by all.

The Auckland Club competition had five of our members competing.

Our annual sojourn to Raglan ended up a success, despite a few hiccups. We had to leave early, as the airfield was needed for parking for a Rock Concert. This in turn meant that we had to fly at Matamata while the Walsh Flying School was still operating.

Everyone had to brush up on rarely used radio skills which probably isn’t such a bad thing.

We are continuing to expand our membership base, with 7+ new members either signing up since our last club news or just about to finish their five flights at club rates. We have two new instructors, Malcom Piggott and Derek Shipley. Gareth Cartwright is a new QGP. Congratulations

SC & GH

TARANAKI There were a few days in December where activity was minimal. These were followed by other days when things were quite busy with individual flights of several hours. Peter Cook and Peter Williams have both converted to the Janus and pronounced it a worthwhile glider, remarking on, as others did, how well it covered the ground.

We had a visit during January from a German couple, one of whom is training to be a Lufthansa pilot.

Dennis Green continues to apply his hang gliding experience and has had some good flights in the PW5. Glyn Jackson flew around the mountain on the 9th February and later took the Ventus to Taupo to a surprised welcome. A 12 hour retrieve followed.

The Nimbus has gone south to Feilding and two ASW15’s from Norfolk are now hangared at Stratford. Peter Cook has arrived back from the Club Class at Taupo happy with the pearls of wisdom he picked up from Sebastian Kawa. The day after the

Taranaki: February–April 2019

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CLUB NEWS

Taranaki: Vampire on approach for Stratford

contest Tim Bromhead, Keith Essex and Murray Wardell all flew from Taupo into North Taranaki hill country and back – and why not?.

The threat of a drag-racing strip being built on the Stratford airfield has receded somewhat. It could have had an unwanted effect on our operation. The good weather continues and perhaps to celebrate, we were recently paid a visit by the local Vampire jet doing its semi-regular sweep around the province.

PJM

TAUPO Due to some technical issues, our last couple of club news articles have not made it into the magazine so there will be some recapping during this issue.

During the winter period we welcomed six new members who joined the club and a number of personal achievements.

Congratulations to Jolyon Reeves and Akira Petersen for gaining QGP, Geoff Thompson, Gerold Kretschmar and Ken Hunter for going solo.

There was a changing of the guard at the last AGM. Hugh de Lautour has stepped

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February–April 2019

down as Club President and Tim Norman has taken the reigns. Thank you Hugh for your time and effort over the last couple of years. There has also been a change in the committee with a couple of new faces joining the team.

When you next visit the club you will notice that there have been a number of improvements and additions around the club.

Thanks to the efforts of various members we now have a new lawn mower, a pathway from the Glidetels to the camp kitchen, the amenities have been updated and the outer buildings have a fresh coat of paint.

There was a good turnout for the Central Plateau Soaring Competition and an even better number of pilots registered for the Club Class Nationals and the MSC contest which you’ll read about elsewhere.

Our workhorse ASK21 GTG has been offline for a period of time as she went to the panel beaters for a refurbishment. Club member Ken Hunter and his team at Ross White Panel and Paint took on the challenge of stripping off the old cracked gelcoat and gave her a complete new paint job. All work was overseen by the ‘man’, Mike Strathern.

Thank you to all concerned. GTG is looking

bright and shiny and flying well.

The weather has improved since Christmas and the club has been busy with visiting pilots and students, not to mention our own club members who have completed some decent flights. With luck, the rest of summer will continue to provide awesome flying conditions for the contests and local flying and soaring.

So, until next time, fly well and have fun.

Trace

VINTAGE KIWI Fifteen sailplanes supported the Taupo 2019 Vintage Kiwi Rally. There were a number of Libelles (both standard and open), a Briegleb BG12 – 16, Standard Cirrus, DG101, Test 14 – Bonus m, a selflaunching Russia AC5 m, Standard Jantar, ASW15, Slingsby 17m Dart, a KA6br and several KA6es; in all, a very good range of both Vintage and Classic sailplanes. The weather was generally fine and hot but with a confused mixture of wind, thermals, wave, and some ridge lift all thrown together.

It was soarable and such challenging conditions are nothing new for these Vintage Kiwi veterans. Everyone enjoyed the highly

CLUB NEWS

Taupo: We've done some work around the place

variable non text book type of flying. Kevin Clark led the pack by clocking up some 20 hours over the six days flown. The rest of the team were not far away from Kevin’s effort with everyone achieving some good flying hours and one member saying it was the most flying he had achieved on a rally yet.

Late afternoon starts were dictated by the conditions, which allowed plenty of time to drive into Taupo and ‘do over’ the shops.

This also allowed for plenty of discussion time back at the airfield, putting the gliding world to rights, as you do as you wait for the conditions to settle.

Two travellers from the UK arrived while visiting family in New Zealand, and

to see how our Vintage Rallies operate in the colonies. They are both involved with the organisation of the next Vintage Rally in the UK later this year. They had a couple of flights in the Taupo ASK21 and were somewhat taken by surprise by the magnificent views that Taupo and the volcanic plateau offers. This is something that we might take for granted.

Vintage Kiwi member Peter Layne became the most current out-landing VK pilot being dumped onto the ground by the rather confused conditions. He was flying the Taupo ASK21 with an instructor when a small rotor cloud that had sat quite happily a mile or so just up wind decided to

re-establish itself over the circuit area just as they started their own circuit. The end result, a rather incredible but safe precautionary out-landing in a small triangular shaped paddock and a very good story to tell.

A group of scale modellers, headed by Bill De Renzy of Matamata, also flew their incredible large scale model sailplanes as part of the Vintage Kiwi camp. They had a great couple of days. Believe it or not, they would aero-tow launch behind one of two scale model Pawnee tow planes. Sadly they lost an immaculate model KA8 due to a control server locking up. Because of its large size it truly had a haunting look as it spiralled from height in to the ground.

Would it get rebuilt? Of course. That is what modellers do.

The Vintage Kiwi rally ran through to the Friday which is when some of the upcoming Club Class Nationals and the MSC. Contest competitors were starting to arrive. One of those early arrivals was the current World Gliding Champion, Sebastian Kawa from Poland. He’s a nice and genuine person and it was a real privilege meeting him.

Friday was the best day as everyone stretched their flying legs with flights to Arapuni, Atiamuri dams, the Broadlands high country and to various points up the valley towards Reporoa. There were of course some very hilarious moments on the rally. However as they say, what happens on camp, stays on camp, tempting as it is to relate all of the stories. It’s the old story of – you just had to be there!

Our many thanks to Tom Anderson and Taupo CFI Bill Kendall and their team for hosting another very successful Vintage Kiwi outing.

Roger Brown

Vintage Kiwi:

February–April 2019

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

We take our classifieds list from the GNZ website and from ads detailed with us personally. To update your ad, please go online or advise our webmaster.

Ads notified to SoaringNZ will appear on this page but we are unable to make changes for you on the web page. Please contact the webmaster if your item sells.

GLIDERS SILENT IN • Self Launching Sailplane -$44K. Alisport (Italy) self launching sailplane with retracting Alisport 302efi FADEC 28hp engine driving a monoblade propeller. For full details, Google 'Alisport Silent In' or <alisport.com>.

Airframe 890hrs, engine and propeller less than 4hrs (new 2013) Removeable winglets, tinted canopy, usual instruments plus Trig TT21 transponder (with Mode S). Wing wheel, tail dolly and one man rig gear. Excellent open trailer with current reg. and WOF. Currently registered as Class 1 microlight.

Neville Swan phone: 09 416 7125, email: nswan@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. Ben Stimpson email: bstimpson@xtra.co.nz phone: 027 555 5485 PW6-U. ZK-GPK. • Constructed 2002. s/n 78-03-01. In very good order – cockpit paint re-furbished. Normal instrumentation i.e. 2 x Altimeters and ASI's. Microair 720 Com. Borgelt B40 electric varios front and back seat.

2405 Total Service Hours in service. Full service history with Sailplane Services. Fully hydraulic disc brake Mod. (CAA approved). Currently no transponder or trailer but these can be supplied if required. Ross Gaddes email ross@sailplaneservices.co.nz phone 027 478 9123 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. $110,000. 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 0204 1187 493 or 03 572 5409 Nimbus 2 GPA • PU Paint in good condition, tinted canopy, standard panel with microair radio. Optional instruments are a CAI302 &303 along with a Becker transponder (250 Watt). Has O2, Jaxida all weather covers and trailer.

Open to sensible offers. Contact Carl Jackson email c-jackson@xtra.co.nz 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. Contact Ross Gaddes phone 64 274 789 123 email rsgaddes@gmail.com Glasflugel Hornet 206 GKJ • s/n 22. 2543hrs, Borgelt B400 vario, Mountain High oxygen, reliable King KY97A radio, original gel coat all in good condition, good quality ground handling gear, tidy steel framed aluminium clad trailer.

Roomy cockpit, 38 L/D and powerful trailing edge air-brakes make this glider

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February–April 2019

an excellent club or first-time owner aircraft. Reluctantly selling as I am retiring from gliding this year. Hangared at Alexandra Airport. "Softie" parachute, in excellent condition, included. Price reduced – now $19,000. Contact Phil Sumser phone 03 448 5411 email phil.sumser@xtra.co.nz Grob Twin Astir GJW • The Central Otago Flying Club is down-sizing its gliding operations and is seeking expressions of interest in the purchase of its Twin Astir GJW. S/N 3009, Built 1977, Hrs 4400, Mountain High oxygen, Microair 760 radio, Borgelt B40 Vario, new aerotow hook. Overall good condition and includes well-made steel open frame trailer. Contact Phil Sumser phone 03 448 5411 email phil.sumser@xtra.co.nz Share of LS4. ZK GMT • Serial 4129. Omarama. Third share in LS4. Includes hanger space at Omarama. Excellent condition and well run syndicate. $19,500. Contact Paul Murphy phone 027 249 4122 email paulmurphy@ netvigator.com Standard Cirrus • Immaculate, low hours (940). LXNav S3 vario with speed to fly function. LK8000 PNA with moving map. Tinted canopy. Becker 4201 radio, tow out gear etc. EDS oxygen with recently tested and certified bottle.

National 360 parachute. PLB and Spot. Very good trailer with new tyres, rego and WOF. $21,500. Contact April phone 027 220 3306 email april_rumsey@ yahoo.com Speed Astir 2B • 41:1 flap glider. Kiwi trailer. 2300 hours always privately flown. Participated in the world championships in Australia. Located in Northland. GUB was based in Omarama up until 2 years ago. $17,000. Contact Gerold Simmendinger phone 0224 915 645 email Alaskamermaid2@gmail.com DG 400 • s/n 4-285 – 15 mtr and 17mtr wingspan options. This aircraft is an excellent original condition with original gel-coat still in very good condition. All normal instrumentation with Cambridge S Nav and Borgelt electric backup variometer. Trig TT21 Mode 'S' transponder with Dittell FSG71M com. This glider has only 438 hours total time, 262 starts, 66 hours with 22 hours since engine overhaul. Originally registered in Canada as C-GPLS in February 1992 and imported to NZ in January 2011 in flying condition. This aircraft has had no major repairs and excellent records since new. It currently has a damaged 17mtr tip extension which will require repair. The Fibreglass top Cobra trailer was new in 2014 and is still in excellent condition. Contact Ross Gaddes phone 09 294 7324 or 0274 789 123 email ross@sailplaneservices.co.nz

AVIONICS Cambridge Vario readout • Suit LNAV or SNAV. As new large size readout.

Requires 80mm hole. Never used. $75. Contact Roger Sparks phone 0274 956 560 email r.sparks@xtra.co.nz Microair transponder and encoder • New. $1,250. Contact Garry phone 0204 118 7493 email gkmorgan54@gmail.com Nano 3 in perfect working order • Comes with charger and USB cable.

Selling as it does not record my jet noise. $500. Contact Patrick Driessen. phone 274 866 441 email patdriessen21@gmail.com Power Flarm Core (SN: 2041) and FlarmView display (SN: 343) • PowerFLARM Core: – ADS-B / PCAS functionality, NZ (EUROPE) version: works for Europe (excl. Israel), Africa and New Zealand, Latest firmware (6.63 valid to 31-5-2020), Does not have add-on licences (obstacles, 2nd antenna, ENL etc) FlarmView: – Version1. Sale inventory: PowerFlarm Core unit, FlarmView ext. display, Flarm dipole antenna, ADS-B antenna, GPS receiver, Power & data cables, Manuals & notes. $3,000 NZ post incl. Contact Dane Dickinson email dane@xtra.co.nz

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

Deadline for receipt of advertising for our May 2019 issue is 26 March 2019.

ClearNav Vario: CNv with 2 displays (mechanical and digital) • CNv: Latest firmware installed: 3.6.4250, XC licence upgrade version (full cross country functions, IGC secure recorder etc), Mechanical (analog pointer) display (SN: 31775), Digital LCD display (Vario + Navigation) (SN: 0082), Air Data Computer (All sensors: pressure, magnetic, GPS, 3D accelerometer), Temperature probe, External speaker, Power and data cables, Printed notes https://clearnav.net/main/cn-vario.html https://clearnav.net/main/cn-variomanual-xc.html $2,800 NZ postage incl. Contact Dane Dickinson email dane@xtra.co.nz

TRAILERS As new trailer, 8m X 2.4. about 1.8m high • Was used to ship my motor glider to NZ. Spare wheel. $3000. Contact Garry Morgan email gkmorgan54@gmail.com phone 0204 118 7493

Wanted Vintage, Classic Glider • A new pilot, wants to own and love a vintage or classic glider. Preferences for Slingsby T51 Dart 15 or Dart 17, Ka6 or similar, with trailer. Will consider other offers, including aiframes in need of TLC and restoration. Contact Martin Brill phone +64 21 057 1768 email mbrillx@gmail.com Instructors Wanted, Omarama • Experienced gliding instructors required at Glide Omarama, October through March. Minimum requirements are a C Category instructor rating and cross-country mountain soaring experience.

Applicants will be required to undertake a flight test prior to acceptance.

Special consideration given to instructors with fluent German, a tow rating or tailwheel experience. Email info@glideomarama.com or phone 03 438 9555.

OTHER FOR SALE Tost High Powered Winch • Up for grabs is a high powered winch, on the back of an Izusu truck. Perfect for any club that needs a new winch. Comes with 2 new reels of wire each 1500m long, three new parachute assemblies, cable splices, crimping tool etc. V8 small block engine rated to winch up to 750kg gliders. $45,000 Contact Bruce Drake email Drakeaviation@hotmail. com phone 03 313 4261

ADVERTISE IN

Windsock for your gate, club rooms or control van • Length: 800mm, Inlet Diameter: 250mm. Come with a wire hoop to hold open. Great for assessing wind strength and direction for many activities. Put one at your flying field gate, hanger, clubroom, control van etc. Light enough to take anywhere. I have sold these to Fishermen, Hunters, Emergency Services (for helicopter rescue) Pilots, Paragliders, Microlights you name it. Great product made from Ripstop Nylon like paragliders are constructed from. $14. Contact Pilot Pete email pete@pilotpetes.nz phone 0274 559 449 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.

Winch • High quality professionally built winch. Single drum, V8, Auto, Dyneema rope about 5200' long. Tost parachute. Generally launches a 2-seater 1500' AGL no wind. Selling because our gliding operations are down-sizing. Price is negotiable but expected to be north of 10k, please contact the seller to discuss. Contact Phil Sumser phone 03 448 5411 email phil.sumser@xtra.co.nz Sailplane Grand Prix in the Andes Blue-Ray Disk • In perfect condition. It was used once and has otherwise remained in its packaging. $24 including shipping to NZ. Contact Tim Bromhead phone 021 217 9049 email tim@ pear.co.nz

Cheapest aviation advertisements in New Zealand

WANTED 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

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February–April 2019

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