Airborn #213

Issue 213; February, March, April 2020

HANG GLIDING & PARAGLIDING

Dalby Big Air Kiwis Tow Dubbo Paragliding NZ Record 7.50 Including GST

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any pilots visit flying sites outside their own region. To ensure that you don’t jeopardise arrangements between land owners and local flyers you must ALWAYS check with local pilots BEFORE flying.

That way you won’t upset land owners or pilots, you will be shown all the best sites and will be welcome back. We don’t publish site names and locations NORTHLAND H.G.P.C. C/- Guntram Gross 1 Brook Road Whangarei Email: Skywalk@hotmail.co.nz www.facebook.com/ NorthlandHangGlidingandParaglidingClub/ Pres, Airsp; Shane Gross...............09 436 0268 Sec/Treas; Guntram Gross.............09 436 0268 HGSO; Herman Ahrens..................09 432 9333 PGSO; Wolfgang Harder................09 403 7594 PG; Mike Ferguson..........mferg066@gmail.com AUCKLAND H.G.P.C. PO Box 47813 Ponsonby, Auckland 1144 Email: info@cloudbase.org.nz www.cloudbase.org.nz Pres: Stefan Sebregts .................027 225 2255 Sec: Graham Surrey ..................021 0262 5023 Treas: Malcolm Dawson...............021 052 1568 HGSO: Fraser Bull .......................027 801 4044 PGSO: Reuben Muir.......................09 446 0020 Airsp: Leslie Graham .....................09 579 6485 Stefan Sebregts ...........................021 266 1287 Steve Price ....................................021 781 828 Eva Keim .......................................09 446 0051 Skywings Paragliding ....................09 570 5757 Aqua Air Adventure Hang Gliding.. 027 288 0193 Wings And Waves Paragliding ......09 446 0020

HAWKES BAY H.G.P.C. Inc. 30 Kaweka Place Havelock North 4130 Email: hbhgpc@gmail.com www.soarhawkesbay.co.nz Pres, Rebecca Rae.........................021 605 204 Treas: Duncan Macnab.................027 624 6434 Airsp: Shaun Gilbert.....................022 477 8804 PGSO: Ken Beach........................021 191 6388 HGSO: Ross MacKay.....................06 877 2052 Sites Liason; Euan Talbot ..............06 877 8999 TARANAKI FREE FLYERS C/- Dennis Green 38 Kaitake Rd RD4, New Plymouth Pres, Airsp, Sec/Treas, PGSO; John Morgan ...................................................... 021 726 183 HGSO; Dave Austin....................021 0283 6797

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MANAWATU H.G.P.C. C/- Andrew Brownlie 11 Hollows Crescent Takaro Palmerston North 4412 Email: flyer.rosscoe@gmail.com Pres, Airsp: Ricky Winduss (Wanganui) .......................... 06 345 7659, or 027 447 4117 Sec/Treas, HGSO: Ross Gray......021 126 0892 PGSO: Andrew Brownlie ...........027 444 8911 BAY OF PLENTY H.G.P.C. C/-Dominique Le Sellin 41, Ririnui Place, Maungatapu Tauranga 3112 Email: bophangparaclub@gmail.com www.facebook.com/BOPHangGlidingParagliding Pres: Dave Washer.......................0275 992 934 Sec: Dominique Le Sellin...................... 021 617 111 PGSO: Mark McIntyre........................021 337 595 HGSO: James Low.......................021 102 5004 Airsp: Rhys Akers.........................021 177 7563 Sites: Dave Shaw...........................07 575 9560 Kiwi Air.........................................021 1046 208 Mount Paragliding........................027 249 2702 WELLINGTON H.G.P.C. PO Box 9824 Marion Square Wellington 6141 www.whgpc.nz Email: info@whgpc.org.nz Pres: Jeff Lean............................020 4102 0567 Sec/Treas: Grant Firth................... 021 422 698 HGSO: Grant Tatham...................027 636 3491 PGSO: Matthew Williams.............027 552 5205 Airsp: Ian Miller ............................022 176 8205 Communications; Irwin Imhoff..... 22 087 2173 MARLBOROUGH H.G.P.C. C/- Richard Evans PO Box 546 Blenheim Email: evans.r@xtra.co.nz Pres, Daniel Francis .....................027 823 7292 Sec: Paul Candlish.......................027 467 3574 Treas: Richard Evans..................... 021 648 783 PGSO: Julie Bousquet.................027 340 0718 HGSO: John Urlich.........................03 577 8886 Airsp: Daniel Francis.....................027 823 7292

KEY Pres; .............................................. President

Sec; ............................ Secretary/Treasurer PGSO; ............. Paragliding Safety Officer HGSO; .......... Hang Gliding Safety Officer CFI;...........................Chief Flying Instructor Airsp;.................................Airspace Officer

TASMAN H.G.P.C. C/- Annett Teichner 1137 Motueka Valley Highway, RD1, Motueka 7196 Email: thgpgclub@gmail.com Pres; Josh Benjamin ....................021 136 5405 Sec; Annett Teichner..................021 0231 0755 Treas; Brian Erasmus .....................03 545 1003 PGSO; Greg Benjamin....................03 545 1543 PGSO; Pete Polansky ...................03 528 7374 HGSO; John King..........................03 548 8263 Site Owners; Tim Percival .............03 548 7397 Site Maintenance; Frog Twissell ....03 538 0339 Airsp; Claus Petry.........................021 250 4836 Nelson Paragliding.........................03 544 1182 Adventure Paragliding....................021 762 769 Hang Gliding NZ.............................03 540 2183 Tasman Sky Adventures...............027 229 9693 CANTERBURY H.G.P.C. Inc. C/- Paul Conaghan 22 Shadbolt Ln Rolleston 7614 Email: chgpc.exec@gmail.com www.chgpc.org.nz Pres: Bradley May........................022 681 2832 Sec/Treas; Paul Conaghan ..........022 414 7377 PGSO; Marije Jansen ..................027 603 8404 HGSO; Warren Simonsen.............021 183 2126 Sites PG; Tim Bott..........................021 965 434 Sites HG; Don Payne....................027 432 7884 Website; Stephen O’Shaughnessy.03 326 7373 Airsp; Ryan Scarlett......................022 045 7254 Canty HG School; Bill Degen.......021 247 2676 Cloudbase Paragliding.................027 532 4874 Nimbus Paragliding......................027 432 4874 ParaPro.........................................0800 548 323 AORANGI H.G.C. C/- Tom Knewstubb PO Box 5976 Dunedin Pres, Airsp; Kevin McManus........021 134 0463 Sec, HGSO; Tom Knewstubb (wk) 027 289 6103 PGSO: Lisa Bradley......................021 156 3256 SOUTHERN H.G.P.C. C/_ Tim Brown, 142 Dalefield Rd, RD1, Queenstown 9371 Email: admin@southernclub.co.nz www.southernclub.co.nz Pres; Tim Brown...........................021 182 4243 Sec: Paula Race...........................027 855 8448 Treas: Kat Cerna.........................021 0291 0851 PGSO: Blake Round.....................027 367 7679 HGSO: Pete Helliwell .................021 0284 5170 Sites: Cathal McLoughlin...........021 024 00350 Events: Chris Shaw......................021 051 2905 IT/Web: Daniel Diaz Rizo....................................

Airsp: Chris Streat........................027 485 6236 Craig Smith...................................027 343 3537 Louis Tapper.......................................................

Benjamin Kellet.............................021 232 7217 Dean Orton.....................................021 612 998 Coronet Peak Tandem PG & HG..0800 467 325 Skytrek Hang Gliding & Paragliding.0800 759 873 Extreme Air Paragliding School....021 156 3256 Infinity Paragliding School..............021 981 855 Paraventures Paragliding...............021 809 275 G Force Tandem Paragliding..........03 441 8581

Paramotoring the Raglan coastline. Photo; Emilia Plak

WAIKATO H.G.P.C. Inc. C/- Ian Manton PO Box 131, Matamata 3440 Email: ian@imatec.co.nz Pres: Mark McDonald...................020 444 9995 Sec/Treas: ................ Ian Manton 027 546 2832 PGSO: Bruce Vickerman .............027 498 9941 HGSO: Rick Hawkeswood.............07 868 6250 Airsp: Neil Howe.............................07 304 9631

because flying sites have been lost by visiting flyers who have upset land owners. To assist travelling pilots, people wishing to learn to fly or to contact hang gliding and paragliding clubs, here is a list of people who can help you.

Those on the list or wishing to be listed, should contact their Club Secretaries who should keep Airborn and the NZHGPA website updated of changes of contact details.

ISSN 1170-9928

printed on recycled paper

Magazine of the NEW Zealand Hang Gliding & Paragliding Assn. Inc. Published every three months for hang gliding and paragliding enthusiasts in New Zealand and abroad ● Subscription is by membership of NZHGPA (a legal requirement for all hang glider and paraglider pilots in NZ) ● For non

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are not necessarily endorsed by the NZHGPA or the editor ● Articles, photos

and graphics are copyright to the author, photographer, editor or designer and may not be reproduced without their permission

Contributions

N.Z.H.G.P.A. INC., 46 Quail Rise, Stoke, Nelson 7011, New Zealand www.nzhgpa.org.nz

Administrator

Ian Manton, C/- PO Box 131, Matamata 3440, 027 202 1806, admin@nzhgpa.org.nz

Executive Committee President

Duncan Macnab, 027 624 6434, president@nzhgpa.org.nz

Vice President

Ian Manton, 027 546 2832, vice-president@nzhgpa.org.nz

Executive Members

Carlos Palmer, 027 487 7654, hg.operations@nzhgpa.org.nz Grant Tatham, 06 379 7322, 027 636 3491, hg.training@nzhgpa.org.nz Blake Round, 027 367 7679, pg.operations@nzhgpa.org.nz Ian Manton, 027 546 2832, pg.training@nzhgpa.org.nz Ross Grey, 021 126 0892, flyer.rosscoe@gmail.com Glen Ogilvie, 021 684 146, nelg@linuxsolutions.co.nz

Flying Operations Chief Executive Officer

Evan Lamberton, 021 407 833, ceo@nzhgpa.org.nz

Training Manager

Mark Hardman, 021 809 275, training@nzhgpa.org.nz

All articles, photos, news items, press releases, safety tips and letters will be

Operations Managers

text files in any unformatted word processor file. Airborn can use Apple Mac,

National Airspace Officer

gratefully accepted for publication ● Articles should preferably be computer or Windows text files. You can send them by email, or on SD, flash, floppy, CD

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Advertising All advertising enquiries and payments to the editor ● Classified

advertisements are $0.50c per word to commercial operators and non-

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gliders and paragliders must state certification status and meet our standard

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Editing, Graphics; AeroDesign, Bill Degen Printing; The Caxton Press

Carlos Palmer (Hang gliding), 0274 877 654, hg.operations@nzhgpa.org.nz Ian Manton (Paragliding), 027 546 2832, pg.operations@nzhgpa.org.nz Vacant

Internal Auditor

Kris Ericksen, 021 116 4558, audit@nzhgpa.org.nz

Chief Medical Advisor

Dr Sam Bartholomew, C/o NZHGPA administrator, admin@nzhgpa.org.nz

Paragliding Competition Committee

Timothy Brown (Chair), 03 442 5319, 021 182 4243, tjbro137@gmail.com Johnny Hopper, 021 562 275, NZHGPAPCC@googlegroups.com Vacant

Hang Gliding Competition Committee

Max Gebhardt (Chair), 03 312 7899, 022 159 6101, aerosm@gmail.com Dennis Thorpe, dennis_thorpe@hotmail.com Vacant

NZHGPA Bookshop

C/O Evan Lamberton, 021 407 833, ceo@nzhgpa.org.nz

In This Issue...

NZ Paraglider Triangle Record....................................................4 Kiwis at the Dalby Big Air............................................................6 Kiwis on Tow at Dubbo..............................................................10 Paraglider Emergency Response Course................................14 Coast to Coast Flight.................................................................18 Flying Near Mount Stupid..........................................................20

Please send advertisements, photos and articles to the editor:

Safety Checks, Executive Reports, Events........................ 22-25

Classified Advertisements.........................................................30

Post:

Email:

Airborn Magazine

Cross Country Championships........................................ 26 & 28

Christchurch 8081

FRONT COVER: Richard Simson flying his Atos VQ at Raglan Photo; Richard Simson

99A Panorama Road New Zealand

aero@xtra.co.nz

Next issue deadline: 30 March 2020 A

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3

NZ PG Triangle Record

National paragliding champion Louis Tapper has set a NZ triangle record flying his Ozone Enzo 3 on 23 December with a 197km flight from Treble Cone. Louis tells us how it came together; What weather conditions were you looking for?

My tactic is usually to line up on the good days hoping they will turn to something epic.

Primarily for triangles I am looking for low winds as this stops most big flights, particularly towards the end of the day. I am also looking at the valley flow for the day, potential convergence areas, cumulus heights/locations, thermal heights/strengths and for low

dewpoint. Super high base is not always needed, I’m more looking for strong regular thermals on a route that flows with the day and can start early. On the record day, the SkySight weather forecast was well off with the thermal strength and base, which caused me to think the day wasn’t as good as it was. The wind speed/ direction/convergence was bang on as was the big spread between surface dewpoint and temperature.

The Rasp temperature trace in the

Flight Data; Triangle distance; 196.95km Max height; 9,977ft / 3041m Average speed 24km/h Flight time; 8:10:51

Above; Louis flying above Harris Mountains near Mt Hyde Shotover Valley was also showing pretty good potential, but not as epic as it can be.

What special preparation of equipment did you make?

Nothing special for the day itself.

I have done a lot of planning over the last 7 years with XC Planner and have routes mapped in my head for some time. The skills gained from competitions, flying efficiently and fast was all good preparation. I have not been flying much in the preceding 3 months but have clocked up around 350 hours in the last year cycle between NZ/India/Australia/ Europe. On a good day, I am usually more prepared with gear and launch time, so perhaps the key is to be relaxed with no expectations?

Did you have a route plan and did you have to change it en route?

If so why?

I have tried a similar route a couple of times now and every time take slightly different lines.

Taking different lines keeps things interesting and helps refine the efficiency which is ultimately key for big flights. The key difference compared to other days was making a more direct line on the east side of the Motatapu as the day had a SW component and thought it would have better margin for safety. The second turnpoint in the Rockburn Valley was a bit different as well, pushing the furthest west I gone to date, definitely a scenic turnpoint.

The end leg is always a game of Russian Roulette how far you push, which makes triangles more challenging and interesting than just a downwind dash.

I got it wrong last year, pushing too far at the end of the day and ended up sleeping overnight in a digger. It was also my longest walk (5 hours) since starting paragliding so not too bad. I thought this time around that the 200km turnaround point was 2 ridges away. As it transpired it was only 5 min flying and one ridge away from the turnaround point. I didn’t want to get too greedy this time around and happy to save it for another day.

Were you able to use clouds much?

The majority of the flight was blue but wasn’t such an issue as most things were working well enough.

I know or can guess where most of the thermals were triggering or

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converging from previous trips, so that helped. The last leg at the top of lake Wanaka had clouds marking the line and also Skysight was bang on with the convergence predictions.

Any turbulence or difficult air?

There is always strong and difficult air on every flight in the South Island of NZ. Climbs near Earnslaw were approaching peaks of 8m/sec so just a matter of hanging on. For this day I was always trying to give myself a height margin and conservative about leaving thermals early.

How did you manage the length of time aloft; The key for me is just to focus on the next move or two. Observation, staying present with the flying, not thinking too far ahead is also a key.

I’m generally flying a lot which helps make the thermalling automatic, freeing up the brain for key decision making.

Was cold and altitude a problem and how did you compensate?

I have a pretty good down jacket and gloves which was fine for the day and not too cold.

What food and water did you use during flight?

I didn’t have a pee tube this day so didn’t drink as much as I do normally.

Food was simply a half loaf of bread, nothing special really.

Did you fly with others that day and were they helpful?

At the start it was really helpful flying with others to gauge the day.

We took off really too late around 11.30am. There were a few pilots who had crossed towards Roy early in the day and were struggling low down, so knew I needed to stay high to start with. I’m always a bit nervous

about announcing plans to people I don’t know, as it concerns me that they might follow blindly, getting themselves into trouble. It would be nice to fly more with others in the future however, as it’s generally faster, safer and more fun flying in a gaggle.

How did you feel at the end?

I felt pretty fresh after 8 hours and still had plenty of mental energy left.

The focus was maintaining good safety margins during the day, which definitely lowers stress levels and mental energy required.

What are your plans for the future flights?

My motivation is not just for the kilometres but also for flight quality and doing it in a way that offers good safety-margin and style. The current TC Triangle project has still work to do, so that will remain a focus until I move onto other areas and bigger ideas. I’m pretty sure 197km will get broken at some point by myself or Nick Neynens on the right day. Open Distance is always on the cards for the right day as well and Nelson has some real potential with recent changes in the airspace, thanks to Nick Taber.

I will be off to Europe at the end of May for 3-4 months of competition and XC flying. Towing in Brazil for October is also on the cards. It’s getting pretty pricey chasing the comps/travel so will have to put some time in looking for sponsorship options, to help take the edge off costs required to compete at a high level.

I have been hanging out at the Omarama gliding centre for a good number of years trying to understand what the glider pilots know. They

Above; Skysight’s convergence forecast for the day are a wealth of knowledge as a community, and have a much deeper understanding of flying across the entire South Island. I jump at any chance to fly with them, but sadly no glider flights this year as I am due back at work.

What advice would you give any aspiring Cross county pilots?

There are lots of things I could say to this question but the following are a few of the top of my head. · All the usual advice about flying as much as you can never gets old.

To make flying more a reality, it’s important to get the environment right for flying more. Understanding and working around inhibitors that might be in the way preventing you from flying is key. Not everyone can do 350 hours a year flying, but if you can bump up the hours to 100+ it can make a big difference.

Planning holidays/competitions to reliable cheap flying spots can also pay big dividends with hours in the air an having the money to stay for longer. · Buy beer, ask lots of questions, be

curious and keep an open mind.

Realise you may need to filter the advice as not all of it is good, especially after beer; -) · Read all the books/videos you can get hold of and try to apply it. · Train your observation skills, it’s a underrated skill that’s key to cross country and competition. · Do your planning and preparation ahead of time on the non-flyable days not last minute the night before. Preparation is key to reduce mental energy required, increasing safety and flying longer/further. · Realise that backcountry flying in NZ can be extremely demanding relative to international conditions, so progress slowly and within your skill level, it is always prudent advice. · Do what is fun and inspiring for you, not just because others are doing something or it looks cool. A question I ask myself is “if no one was watching or knew about this would I still do it?” If the answer is yes it’s usually a good start and great filter.

Below; Louis flying at Mt Arun on the Richardson Range

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I’ll Be Back O

n 24th November, the first morning of the Dalby XC Challenge, we awoke to the sad news of writer Clive James passing, one of Australia’s finest cultural exports. Clive had this to say about Arnold Schwarzenegger: “He has a body like a condom full of walnuts.”

Even though much of his life was spent in England, Clive made it his mission to let the world know that Australia was a blessed and wonderful place. Starting on a towing dolly each morning, four Kiwi HG pilots (Neville Marinko, Geoff Christophers, Tom Kelner and me) departed from Dalby Airfield and during the next week got an indelible snapshot of rural Queensland which very much confirmed Clive’s thesis.

During the 2018 Dalby Big Air hang gliding tow competition Viv Clements, president of the Dalby HG club and Kiwi resident in the lucky country, discussed trying to break our open XC PB’s during late spring / early summer from Dalby and hopefully get a few locals to do the same. Viv enlisted help from other Dalby club members (Trevor Percell, Don Doggy Crammer,

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Steven Structural Failure at the Dalby Big Air

Smoky, That Blano, Bruce and Annie Crerar) then before you could say “fair suck of the pineapple doughnut” there were two Dragonfly tugs with pilots, accommodation, vehicles, drivers, trophies and a team dinner were ready and waiting.

Viv did the late-night pickup of four eager pilots from Brisbane airport in his Nissan ute towing a gear trailer. We stayed that night at his house and after an early morning brief meeting with his wife Thuy we headed off to Dalby. It was decided to fly around the Dalby area in a practise day sky that was skuzz filled (smoke & dust?). Interestingly at around 4pm someone flicked a switch and the skuzz cleared instantly to reveal great looking clouds. Bruce later mentioned that after towing me he was searching the hanger in vain for a box of matches to torch my Rev. It wasn’t clear

whether or not I was meant to be hooked in whilst this cathartic ritual took place. I had been towing with tug wheels on the horizon intent, a throwback to early trike towing days. My speeding up to achieve this incorrect alignment meant we were going way too fast. Clear instruction from Bruce meant that subsequent tows went well and the matches search was called off. Later Doggy took us back to Chez Crammer, our accommodation for the next 7 nights where we met the house owner Richard, Doggies brother and our retrieve driver.

The next day saw the arrival of a couple of localish pilots, Pistol Pete Burkitt and Brent Marley. Pistol was in 2nd position on XContest after his recent 368 km Dalby flight but another event participant, supposedly a mate, would

Left; Photo of Bruce towing taken during the 2018 Big Air when there were considerably more green paddocks than during the XC Challenge Right; A threesome, Bruce, Dragonfly and Annie

push him to 3rd before weeks end. Skuzz again adorned the sky and we prayed this was not the promise of our week to come. Viv set a turn point at Texas around 200km downwind in the NW to simplify retrieves. Despite the sky it was plenty flyable and my memories of the day were a very low save in a dusty (apologies Pistol), a low save over a digger working on a dam and a 4,000 ft thermal entry over a large feed lot with a very distinctive cattle shit aroma.

Brent Marley did 127km, his first time over a hunge, on his Gecko but had to land due to insufficient height to cross the Bringalily Forest.

Not only was this a PB but he flew further than all the topless gliders! Strangely someone threw the sky switch again at 4pm but the resulting clear sky and puffy white things were wasted on pilots already staring at a beer in the pub.

The kiwis had limbered up with flights between 113km to 56km and were still fresh for the better upcoming forecasts.

This was my sight of just how desperate conditions on these farms actually are. We were flying over bone dry cattle paddocks not burdened with any grass, the vast majority of the dams were empty (actually a few of the more colourful ones could have doubled as art installations) and, no prizes for guessing, fires in the distance. The farmer that day noted my landing paddock should have been in crop and that this area previously had consistent rainfall up to 4 years ago when someone effectively turned the tap off.

God knows how he outwardly appeared to be so cheery.

Day two dawned with much clearer skies and a firmer NW wind with more W forecast down country later in the day. Viv had primed us up with tales of 8:30am departure and post 5pm evening glass offs. Despite the great flying over the week it was not to be classic Dalby conditions, hot and smoke free E to SE winds where the above rules applied. We took off at around 10am and the 4,500 ft cloud base (3,500 ft AGL) gradually rose to around 9,000 ft later in the day.

One of the agreed highlights of the event was Neville. He flew drama free and landed exactly 100 km away. After

Left; Chez Crammer Senior, note fab drill bitt ornament on the gate posts Right; You’d be this happy if you finally got a piss after 7 hours, Geoff in NSW 238 km from Dalby

being one of three Elbowmagedon participants during a bizarre day at last year’s Dalby Big Air he returned from surgery, close to the area where he was bought up and posted a significant PB improvement. Tom flew similarly well landing with flat instrument batteries at a PB of 158 km with Viv up the road at 174 km.

Shortly after being picked up, Tom witnessed his first gust front. We knew about snakes but didn’t recall signing up for gust fronts. Sub 10 kph winds suddenly erupted into wind gusting 100 kph and shit went off. Lucky Geoff, affectionately known as the Night Watchman on the green side of the Tazi, was still in the air many km away. Toward the end of the flight, hills had to be traversed and he decided to take a good thermal just behind a sizeable one. Unluckily after thermal end, his nose was pointing directly at a howling head wind which had him tongue out the side of his mouth focused with full VG in strong turbulence and the bar stuffed. While a lee side landing was a toss of the coin possibility, the hill was thankfully overflown.

The inevitable 7-hour bladder call coupled with

the character-building wind combo were clue enough it was time to land. The not so simple sideways glider turn in a gale had to be performed prior to the bladder being emptied. The tail end of the flight track took him from QLD into NSW, back to QLD before landing close to Bonshaw NSW, a PB 238 km away from Dalby and his first double hunge. I was excited for him as we’d come here to crack at least 200 km. My first question in ignorance of what had transpired: was that amongst his most enjoyable flights? – “It was my longest flight”.

Car 1 picked up a happy Neville and helped him derig in prickle alley. Unsurprisingly Australia also does prickles better than most. During the drive home Pistol found a tick on his person so the car 1 kiwis had a quick tick lesson which was followed by a personal scan outside the pub. Despite significantly lowering dusk travel speed, Car 2 intersected with a suicidal kangaroo which unfortunately came off almost dead. At times like these we’re thankful to have someone from the Czech Republic who can expediently resolve the situation.

Bingo, next day was NW ish again with a tickle more W so we set off toward a Stanhope turn point. Geoff didn’t suffer FOMO for too long after take-off as he was semi-pooped from the day before and landed close to Dalby. While the first 95 km was reasonably tree free, the balance of the flight has regularish landings between a significant number of trees. At 145 km out I left the 9,800ft cloud base at 2:30pm with tasty looking clouds ahead and just under 30km from a 173 km PB. While I stopped myself from the thought, it looked all on for young and old. However, the final elongated glide, drifting in bugger all lower down meant the elevated ground at Stanhope came up to greet me, again 10 km short of a PB. A pleasant landing ensued amongst hundreds of multi-coloured shade cloth structures. Tom had flown faster and cracked another PB with 205 km on the other side of Stanthorpe and his first time over 200 km.

Who knew that days last retrieve would be such a holiday highlight? Viv hadn’t sent a landing location but we did have his last but unlikely WhatsApp live location somewhere in the middle of hilly 6 finger country. With nothing better to go on with we approached the start of the valley and the scene was what I’d imagined the apocalypse will look like.

A valley filled with one hang glider, fire, smoke, gust fronts, trees bending half, hills, snakes, ants, rain, lightning and shit

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Left; Track log in a stinky sewerage thermal over a large cattle feed lot

flying across the road likely on its way to kill one of the unlucky few cattle on the property. Seriously what more could you ask from a holiday. After quite a few winding k’s and speculation regarding retrieve options we spotted a few vehicle lights heading our away not far short of the fires. The vehicles stopped and after a short introduction out popped Viv from the rear vehicle. Earlier consensus was we weren’t going to find him for a few hours yet, so our reunification was a huge relief for both parties. Viv had achieved both feet hitting the underside of the sail and a 263 km flight that wouldn’t be bettered that week.

When Viv was picked up by locals trying to save a house from the fire, the first question they asked was, “Are you a vegan?”. Viv’s non-vegan credentials couldn’t be questioned as no doubt he had been personally responsible at some stage for chicken they had eaten. Strange as that question may seem to outsiders, we’d also been asked this question during a retrieve at the Big Air. Vegan protesters have been active in Queensland and while I’m not frightened of a vegetable, I can understand how protesters coupled with the desperate state of the land could lead a farmer to be even more sensitive on this topic. A digression – at one pub I ordered

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the roast veges and was told it wasn’t available.

A second attempt to order the salad ended the same way and before I could ask about the last vego menu option, the person serving quickly blurted out that was also not available. After studiously managing to avoid this delicacy in every Australian pub menu over the years, when in Rome … fuck it, “Give me the Chicken Palma!”

The road back home from Viv’s landing was far from line of sight and was expertly piloted

by Trevor in Viv’s Nissan ute. Doggy had an opinion about the ute. While the kiwis would not have a word said against this vehicle, it may be considered by a few others to be a snugger version of a Venus fly trap; easy to get into, less than roomy and very hard to exit. By the time midnight rolled around Doggy had regularly expanded on this theme and with another hour and a half in prospect Trevor put a stop to it.

Doggy did not take up Trevor’s kind offer of alighting the vehicle immediately so he could ring Richard who would come and pick him up in god knows where in the Doggy mobile.

When the following day broke Nick Purcell had arrived for his first flight since the Big Air Elbowmagedon but the forecast didn’t look as tasty as previous days so a few of us were easily

convinced to take a rest day. Nick, Geoff and Viv flew. Nick had a tidy flight after an 8-month break while Viv had the tug rope break on him so he returned to drop it back to the airstrip. This left Geoff to float around a 60 km triangle at 10,000 ft getting low a few times, down to 7,500 ft.

Day 5 was a ditto day, NW with an Ashford turn point and Pistol Pete rejoined us. Viv, Tom and Geoff landed in different places but all did 110km. The balance of the field flew between 17 km and 69 km. My highlight was a double bird strike where they were both so close and so loud, I couldn’t hear the bloody vario. I unfortunately repeated the behaviour from two days previous with a 9,500 ft 2:45pm cloud base departure 25km short of a PB with tasty clouds ahead and again landed 10km short. If the Viv’s retrieve from 2 days previous was the apocalypse, this was post-apocalyptic.

When the car arrived at Tom’s posted landing spot, they saw a shimmering Czech Jesus hovering across the paddock with each foot step increasing the cloud of dust surrounding him. Whilst sorting out my landing paddock in the forest from the air, the ones beside the road had thousands of dead gums lying flat at reasonably close spacings. I took the medically appropriate paddock but it was not close to the road. I thought we’d seen barren previously but this place could have been entered into the world championships. It appeared to be cultivating gravel, kangaroos, a large number of big ant mounds, regular scatterings of cattle bones with the odd sheep and one head of cattle. The sheep appeared to be kept alive by cotton seed feed.

I carried the glider 250m to where I prayed the car could access. I propped it up against a tree to ensure any curious kangaroos could nibble but not stomp on the glider. The harness bag was perched in a nearby bush for the same reason.

The 5 km sweaty walk to the Soldiers Settlement Road allowed me to guide the ever-calm Richard back into this unique farm. We finally got to the

Left; The man is a genius, Tom with soon to be cold, in-flight grapes

glider and humorously Tom took off on foot for a snake hunt. Once again, he didn’t see one and suspect he thinks the whole Australia snake thing is a hoax.

Day six saw another firm NW but slightly trickier conditions which saw Australia dominate. Nick flew farthest but was forced down at 103 km by air sickness, closely followed by Pistol and Doggy at 93 km and 75 km respectively. Tom struggled 55 km along the course at an average speed less than stall speed and claimed that deserved a trophy. Trevor had flown on several mornings before landing next to the car so thankfully we had another driver. He’d come back from having a surgeon replace practically everything so when Annette was available to drive, he finally went XC and made it clear he flew further than Viv. The last day wind actually changed to W, a firm 15 knots on the strip and pointing straight at the sizeable Toowoomba civilian airspace.

The military airspace can be accessed on the weekends and we may or may not be able to have crosswinded over the main divide back toward Canungra. Rightly or wrongly the morning call was made to can the day due to firm wind and airspace. Two cars which included Pam, Richard’s partner, went on an enjoyable trip to the Bunya mountains for a walk. On the way we stopped at the Bell pub. According to the publican it doubled as a therapy centre for local farmers, a few of who had had taken their lives in the year she had owned it. Some Australian weather forecasting Nostradamus had apparently made many predictions and previously had never been wrong, claimed it was going to rain in this area by the end of November, that very evening.

A keg primed ready for either celebration or commiseration. She estimated the pub would close if it didn’t rain by January but somehow

seemed ready to face the next challenge, if required with a smile.

We came here to fly but people make a flying holiday. Thanks to all of those mentioned above because without them there would have been no XC and it was a joy getting to know you all a little better. Thanks to Annie for organising team dinners with trophies. Not sure I have the right stuff but I may try to recycle Bruce’s method of impressing upon a house build client when all else fails, not to head down the wrong track – “There’s two things I won’t do, [sexual relations] my sister and timber floors in a bathroom”.

Viv - this relaxed event or 5 PB’s wouldn’t have happened without him or the unique well-oiled machine that is the Dalby HG club. There isn’t enough enthusiasm in the world but luckily Viv provides more than his fair share. It was a fitting reward to snatch 2nd place on the World XContest

table after this wonderful week. It’s one of life’s mysteries how Trevor and Doggy thought you were flying this week for Australia.

Viv dropped us off at Brisbane airport and after goodbyes unsurprisingly Tom led the charge of the harness filled trolleys through the terminal entry. He was greeted by a Brizzy airport guide, a woman of 70+ vintage. Tom enquired as to where we could find the China Air desk. She pointed to the overhead board and with a very straight face looked him in the eye and replied “Row G, which you’ll see is next to my phone number, you LOVELY MAN”. We were powerless to avoid pissing ourselves laughing.

Clive James couldn’t hope to top that airport guide but unfairly he gets the last word. While the following quote summarised his attitude after a cancer diagnosis 10 years prior to his death this sentiment will hopefully resonate with 3 of the 4 Kiwi pilots on this trip enjoying the twilight of a now richer XC career: “If you don’t know the exact moment when the lights will go out, you might as well read until they do.”

Thanks Queensland, what a blast.

Right; Bell Pub branding board Right; It was a relaxed event, old school; score yourself and write it on the board

Far left; No need to guess what the apocolypse will look like Left; Kangaroo proof Author’s harness

Right; Kiwi trophies at the wrap up dinner, L to R Tom (2 x PB), Geoff (PB), Author (both hands free for a hug), Viv (Open), Neville (Sport + PB)

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Kiwis under Tow Kyla MacDonald reports from Dubbo Australia

F

ly as far as you can.

Sleep where you land.

Next day get in the air again. Repeat.

We’ve been hearing about Fly Dubbo’s flatland tow safaris for the last few years and, just before Christmas, 5 Kiwis decided to give it a bash.

As the name implies, the safari starts in Dubbo, mid-New South Wales, with Phil Mansell as the guide.

Phil is the king of flatland towing in Australia, having built many of the pay-out winches in use there.

One of the great advantages of this type of safari, is that you can fly big distance and don’t have a multi-hour retrieve scenario that sees you driving into the wee hours, and potentially writing off the next day as a result of lack of sleep. We were looking for some of that big distance.

I had been keeping an eye on xcontest.org for flights in the area around Dubbo over November and early December, and had heard that ‘the guns’ were towing with Phil the week before us. Lots of 200+km flights recorded in the start of the season – woohoo!

As Joe, Rodger, Diane, Erica & I flew over the Blue Mountains from Sydney to Dubbo (Qantas, not paragliders), we could see the massive bush fires plaguing NSW. And coming in to Dubbo airport there were massive dusties everywhere and plenty of turbulence. On top of that, we were expecting a heat wave

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in the coming days. Conditions were looking reasonable, if not epic.

When we got on the ground, we learned that due to the dryness this season, even the smallest release has been throwing up dust. So instead of the usual ‘run!’ from a dusty, we kept an eye on how twisty they were and if they looked friendly enough, we’d play with them.

All of us have towed with Phil previously, having been part of the Wings out West competition in Trundle, NSW, last year. Even so, Phil warned us that the first day of safaris are always slow – everyone’s a little nervous and needs to get re-acquainted with tow bridles, radios, and radio calls. It played out exactly as he described. Even the conditions were slow to start.

After spending a couple of hours in the heat, waiting for the wind to die down, we were ready to get started.

Or rather, impatient and tired of waiting in the heat.

We all watched Joe get his crisp, shiny, brand new wing ready on the dusty road, hook up the tow bridle to the line, check radio comms, watch for the wind to square up then make the ‘All out, all out!’ call before getting airborne. It was a good tow, but the only lift around was on the tow line, so he was back on the ground within a few minutes. All good, ready to help

the rest of us dust off the cobwebs & remind ourselves how to tow.

We practiced a few face-plants, hectic runs and nervous fluffing of wings. The usual stuff, right? But we settled into it.

There was no XC that day to speak of, unless you want to consider Joe’s 8ish km flight. But that meant we could retire early to the river for a relaxing swim, cold beer and plan for the next day, which was looking to have better conditions.

With a northerly wind in the forecast, we headed to a spot between Dubbo & Narromine for our next day of towing. Joe & Rodger launched in quick succession and were able to hook up in the air.

They headed off southwest towards Narromine. The rest of us were quick to get on tow to try to catch them up.

Joe had pushed on, but Rodger was taking his time getting dialled in to the day, and I tracked him down

pretty quickly. However he wasn’t the only bird in the sky that I ran in to. And I wasn’t too happy about it. When Phil had told us earlier that pilots have been flying with Australia’s infamous wedge-tailed eagles in the area, but that they were ‘friendly’, I reserved judgement.

Last year on a flight in Manilla I had experienced my first attack from a wedgie. This majestic bird with a body measuring over a metre in length, and wingspan that can exceed two metres, has talons bigger and sharper than my meat cleaver at home. It also has a reputation for tearing paragliders to

Left; Wedgetail Eagle Right; Smoke haze viewed from the air Photo; Joe Ward

pieces, but so far I’d been lucky enough to avoid them. Not this time. The perp screamed at me for daring to thermal in its territory, then dove at my glider, creating multiple gashes on the top surface. I normally don’t describe XC paragliding as an extreme sport, but my heart was pumping after that strike.

Naturally I’m wary of them now.

Well, more than wary, I’m terrified of them.

So when I realised I was sharing a thermal with one, my heart started racing and I was pretty cautious about having a getaway plan. It turned out though, that in spite of a bit of screaming (the bird, not me! …OK maybe I screamed a bit too), it was only interested in having a flying buddy.

It was about then that Joe called on the radio that he had just spent the last few minutes thermalling with 15 wedgies; a magical sight. Still, not one I could relax in and enjoy.

Narromine has a well known glider field. In fact it has a long history of aviation, including a great Aviation Museum, worth stopping in to if you are in the area on a non-flying day.

We shared the sky in the area with several sail planes having a bit of fun.

I landed not too far south of Narromine, packed up and walked to the road. Before I could sit down to eat my afternoon snack & get grumpy about the heat, the air-conditioned truck was there to meet me. 5 star service. We went on chase.

Phil uses an app called SkyLines for live tracking. It requires mobile signal, which you’ll generally have at height, and allows near-realtime tracking, including the pilot’s altitude. With Rodger and Joe still in the air and on screen, we knew where to go.

At some point as we were tracking, Phil pulled over. Joe was still in the air, and Phil had stopped at a point on the road exactly 100km from where we launched. We knew Joe was following the road, because, let’s be honest, this is Australia, it’s hot, and no one wants a long walk if they land – we’re not training for the X-Alps here.

We got out of the truck and looked up to spot Joe – yahoo – 100km!!!

He was still high & heading straight for the small town of Bogan Gate.

Brilliant; with a name like that, it’s bound to be an interesting place.

We headed there too, straight for the pub.

We treated ourselves to a refreshing beer and chat with the locals, including publican advice on how best to track Joe down and how to pronounce nearby Bedgerabong (hot tip, should you ever be out that way: just go for ‘B-bong’). Joe pulled out a flight of 143km open distance, the biggest of our trip. So it was worth getting that fine looking new wing dusty.

A couple of nights gave us strong easterly winds, bringing masses of smoke from the bush fires. We were quite surprised, and maybe just a wee bit nervous, by how strong the smell of smoke was throughout the night. But that was nothing compared to our surprise when we got in the air the following day & saw, or rather didn’t see, through the smoky haze. Visibility was down to just a few kilometres.

Conditions were otherwise good,

with blue skies, if you can call them that.

I was definitely following roads, and pretty regularly checking with ground control that I had a heading that made sense, given I didn’t have the usual flatland horizon for miles to look into. Also we wanted to make sure we flying in the same general direction for logistical reasons. And it was 40+ degrees!

I had another couple of wedgie encounters. The first was almost pleasant, with three wedgies outclimbing me. Basically mocking me for being utterly hopeless at thermalling, compared to their smooth carving turns.

The next wedgie encounter was less pleasant. I remembered that Joe

had met an angry bird just south of Trundle last year. And I was just south of Trundle, in the exact same area he had been. This wedgie approached me and cursed at me. I cursed too.

Then it dove at me. I pulled on my tip to try to shock it & avoid getting hit. Success. But these birds aren’t known for giving up easily. It took another swoop. Dammit we have contact. %#$!?!! OK wedgie wins.

I was out of there.

I pushed on for another few kms but it was getting late in the day and I couldn’t get my focus back. Also there was strong pub-suck pulling me down, so I succumbed shortly after the battle with the wedgie.

The highlight of my flying was a day with poor visibility, and after a

Right upper; Erica launching right; camping Photos; Kyla McDonald

Left upper; Joe on tow Photo; Kyla McDonald

Left lower; The Flatlands Photo; Erica Caro

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11

Left; Kyla launching

Photo; Rodger Kerr

couple of hours flying solo, which is normal in my towing experience, I spotted another bird in the sky.

Initially thinking it might be a wedgie (it was hazy, give me a break), as I got closer I realised it was Rodger!! I joined him in a climb, and we carried on another 50km together, with ground support giving us directional advice and encouragement.

A couple of days tested our risk assessment and decision making.

One day was stronger winds than we were comfortable with, topped off with a heat wave. At 45 degrees and hot wind, it feels like someone is chasing you with a fan heater.

Winds were on the strong side, but probably manageable. But it was forecast to overdevelop BIG. With visibility being so poor due to the smoke, we considered that we wouldn’t be able to see the overdevelopment. We decided on some parawaiting.

As we drove to our launch site, I was reminded of one task at last year’s Wings out West, a tow competition based in Trundle, southwest of where we were. OD had been forecast for

later in the day, but we gave it a shot.

Throughout the launch window, we could see clouds developing on the horizon. It still seemed OK. But it came in really quickly, and we ended up with several pilots who needed to change their undies once they eventually landed, after being hoiked up for ages even while spiralling.

In the end, we all took the ‘better to be on the ground wishing you were in the air, than in the air wishing you were on the ground’ approach. I’m happy we made the right call, and I’m still wishing to get back in the air.

Phil’s operation with Fly Dubbo is top notch. At his home base, there’s a camp kitchen and loo (with shower!), and green grass to throw your swag out.

On safari, his truck is loaded with everything you need to feel comfortable, including a little fridge for cold drinks, a microwave to heat up delicious meals, a kettle for your morning coffee, and plenty of water.

Since he’s been doing it for a few years now, he knows the places to launch, where to camp out next to quiet rivers (actually not quiet at all, have you heard the Aussie birds?!

Loudest alarm clock ever), and understands the local weather well.

The downside to all this luxury, is that people talk about it. He’s already fully booked for next year.

Left; At Bogan Gate pub Right; Relaxing at the river Below; Erica getting ready Photos; Kyla McDonald

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Photos by Matt Taggart

Lighter, higher performance, and more fun than ever!

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It's the ideal travel & adventure wing in the intermediate - EN B range, for pilots seeking highly capable XC performance and low weight & pack volume. Pairing it with the SOLOS harness makes for an easy and comfortable lightweight XC kit at under 7 kg!

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Let’s All PERC Up! An account of the ‘Paraglider Emergency Response Course’ (PERC) devised and run in Cardrona, NZ by Kath Jones

M

istakes in flying happen all the t i m e . We ’ re human. We misjudge speed and distance, we panic, we freeze, we under-correct, we overcorrect, or we just plain get it wrong.

Bad situations can happen out of nowhere, and when they do, we hope like hell for the best outcome possible - a competent first responder, fast access to medical care and the best chance of a full recovery. We want that for ourselves and we want it for the pilots we fly alongside too, many of whom are our friends.

In January 2018, Melanie (Mel) Heather was paragliding around Mt Roy in Wanaka when she witnessed the tragic death of fellow pilot and friend Dave Jongsma. Although there was nothing anyone could do to change the outcome of that accident, afterwards all Mel could think about was whether there was something we could do as a community of flyers to be better prepared when things go wrong.

Mel remembered attending a presentation by Sam Bartholomew, following a flying accident he’d had, on what to do after a crash.

She set her sights on taking that idea further and developing a full weekend course including both classroom learning and practical scenarios so the training could really sink in. She quickly found support from numerous willing contributors locally, nationally and internationally.

Some contributed from afar, such as Tonia Fox from the Bay Area

Paragliding Association in San Francisco who generously shared the content of a similar day course she had run, and some who got in their cars and drove for hours to help deliver the training in person.

One chilly weekend in September 2019, the newly created Paraglider Emergency Response Course (PERC) ran in Cardrona for the first time with around 30 pilots attending.

NB: It was created for those who paraglide, hang glide and/or speed fly - it’s just way easier to say PERC than PHGSFERC! Leading the learning and responsible for pulling together much of the course content was Justin Venable (JV), a paraglider and speed flyer whose experience (not only as a medical doctor dealing with casualties, but also as a crashed pilot being strapped to a backboard for real) was invaluable. He was supported by fellow paraglider pilot Sean Cox and Marije Jansen, both A&E doctors in Christchurch, and Rodney Lofts, also a paraglider pilot and a highly experienced nurse with tales from war zones that could make your hair stand on end! Local volunteers from Wanaka Search and Rescue (Jean Kenney) and Alpine Cliff Rescue (Davie Robinson) took time out of their weekends to show how their expertise fits into a rescue scenario. Last, but by no means least, a couple of the Southern Club’s local legends of flying/instructing, Mark Hardman and Alan Swann (Swanny), were on hand to offer some seasoned advice in the group discussions.

JV set the tone for the course on the Friday evening by saying that everyone’s experience would be part of the learning and he asked us all

to share our stories. Experience in the room ranged from newly signed off pilots who had never seen flying go bad, to veterans with thousands of flying hours and more experience of responding to accidents than they would like to remember. There were about five people in the room who had broken their backs and several who’d got away with other, less serious, injuries (including the two still in plaster casts!) Nearly everyone had witnessed a flying accident and many had been first responders.

We talked about how it can be incredibly stressful to be the first or only person at the scene of an accident. And how it’s even more stressful if you have no idea how to help - you might be afraid you can’t be useful or that you’ll make the situation worse. JV reassured everyone that by thinking practically and allowing common sense to take the lead, there’s a lot we can do to help secure the best outcome.

Ideally, we should all become skilled and confident responders, and that’s exactly what PERC aims to foster. The course wasn’t a replacement for formal first aid training or a PHEC (Pre-Hospital Emergency Care) course, but it focussed on the types of injuries pilots typically sustain, like impacts to the spine in a seated position, broken/twisted/sprained lower limbs, head injuries, concussion, and shock. The course also included ways of improvising first aid with items pilots typically have with them, like using a wing or concertina bag as a pelvic binder.

A couple of people shared how reassuring it was to have someone calmly explaining everything that was being done during their rescue.

Sam Bartholomew’s article on the Safety page of the NZHGPA website called ‘After The Crash’ gives a great insight into how it feels to be the casualty on the ground and the psychological benefits of there being someone composed and confident in charge.

Following the conclusion of the classroom learning and a presentation from Wanaka Search and Rescue on Saturday morning, it was time to move outside and deal with a scenario involving multiple casualties. Passing motorists may well have been surprised to see people and flying gear dangling from trees and lying at awkward angles amongst Cardrona’s historic buildings!

Everybody got stuck in putting theory into practice while being carefully observed by our knowledgeable volunteers. It wasn’t just about how to deal with injuries, there was also how to notify emergency services of an accident using key words that help operators quickly understand what’s happening (such as ‘a fall from height’), and how to prepare for the arrival of a medical team.

The SAR volunteers were amazing as they provided realistic dialogue on the radios and attended ‘casualties’ with the equipment and actions they would use in the field.

Once our pretend casualties were back up on their feet, there was a debrief and a barbecue as the sun disappeared. Sunday morning brought more practical scenarios and a discussion on the risk vs reward trade offs between lightweight gear/reserves and protection/safety. After the course wrapped up, it was off to the pub for a pint, some hot food and (of course) plenty of para-chatting.

So many people were involved in making the PERC idea a reality, and those of us who were lucky enough to attend are incredibly grateful.

There were the volunteers who willingly gave up their time for the good of others, the Southern Club who covered the venue hire and travel costs for the volunteers, and those who lent gear or shared ideas.

I’d especially like to thank Mel and JV who were the backbone of this initiative to support our flying community and perhaps

Left; Jean Kenney from Wanaka SAR presents

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Instrument Networking Benefits For Flyers

T

Above; JV and Marije demonstrate a pelvic binder on Kat even save lives. JV led the learning with authority while simultaneously putting everyone at ease and empowering them to become confident first responders. Mel poured her heart and soul into organising the course and managed to not only keep the cost low for participants, but also made sure every cent raised was passed on in

Below; Onto the backboard

donations to Wanaka Search and Rescue ($700) and to the Otago Rescue Helicopter Trust ($412.40).

As a final note, Mel and JV aren’t members of their club committees or the NZHGPA exec, but their passion for this topic compelled them to take action. Hopefully it’s something that will inspire you too - we’d love to see more pilots PERC up!

he availability of FLARM and FANET on instruments has pilots wondering what the benefits are.

FLARM has been around since 2004 as a more affordable, low power consumption collision warning system for aircraft, compared to transponder systems used on larger aircraft.

It radio broadcasts a users GPS position, altitude, speed and heading that is checked by a prediction algorithm which activates a warning if a collision is imminent. The instrument displays up to 50 nearby users that can seen and avoided before a warning is necessary.

Other obstacles such as power lines and cableways are also An aircraft FLARM screen view on the FLARM database. Over 40,000 manned aircraft are already equipped with FLARM and the number is rapidly increasing. In Europe, essentially 100% of gliders have FLARM and the system is integrated in many instruments available to hang gliders and paragliders.

More recently FANET is appearing on instruments as well. This system uses low power, long range radio in a similar fashion by transmitting position, altitude, direction and also climb rate as well as the name of other users in the network (buddies) that the pilot has set up. FANET only shows those buddies registered to the owners network.

While flying, FANET allows pilots to monitor their buddies’ location, climb rate and progress. On the Oudie screen, buddies can even display a FANET buddies seen on an Oudie instrument showing coloured track, revealing where lift their names, current height or sink areas are. and climb rate As well as preventing pilots from going missing and monitoring of students, it allows for better team flying as audio radio broadcasts can be kept to a much less distracting amount.

Important flight data is constantly available without the pilot needing to remember to broadcast and accurately relay the information.

Of course a chase vehicle can monitor pilot positions as well.

Ground stations at say a popular LZ or launch site can give wind speed & direction as well using data from weather Four FANET ground stations stations (such as Holfuy). In showing light winds of Europe, these ground stations different directions viewed are being activated by adding a on a Skytraxx instrument decoder and transmitter which is available to buy. This allows pilots to be aware of say strengthening winds or changes in direction.

Is it worth it? Additional cost to instruments for FLARM isn’t much for the benefits you may get. If it prevents an aircraft flying into you, the cost is well worth it, though as it eliminates accidents, you may not be aware that an accident has been prevented.

The FANET system is in it’s early days so presently there are few people to use it with in NZ, but it is catching on fast in Europe. In thermals it helps show the best lift when flying near others. It can take a lot of guesswork out of routes if you have enough people in the group to crowd-source the information. FANET has the potential to make XC easier and even to change competition focus more to flying efficiency rather than gambling on best flight paths. It’s an in-flight automatic social network for pilots.

New NZHGPA Administrator The NZHGPA has a new administrator; Ian Manton C/- PO Box 131, Matamata 3440 Phone is the same: 027 202 1806 Email is the same: admin@nzhgpa.org.nz

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Hang Glider Harnesses

The best Italian harnesses from Woody Valley.

Aerodynamic, stylish and tough.

Models for racing to recreational.

The ultimate race harness TENAX 4 with tilt control options and removable skin.

FLEX2 AERO and Flex2 ACRO (right) has the Tenax footcone and upper body construction, with strengthened risers & independent back supports.

A faired aerodynamic harness that’s lighter, more flexible, gives easier landings and a much more convenient packed size.

AeroDesign APRON The most comfortable and practical harness for training and dune flying.

Unrestricted vertical/prone transitions, strong webbing and cordura fabric for maximum strength and durability, parachute container, stash pocket, storage, plus autolocking carabiner, stirrup and instructions included.

www.woodyvalley.eu/eng/

DROGUE CHUTES www.willswing.com/Accessories/drogue.asp Turn your race wing’s glide into a skyfloater’s for small landing areas.

The PDA and short bridle with swivel gives the smallest, safest and easiest to use drogue. At low speed it has little effect, but speed up and your height disappears with little excess speed to burn off. The safest and most versatile drogue system.

Full backup Service Glider & harness repairs, stripdown checks & trim/tuning. Student pilot instruction

w w &w . hP gA pR gA.GLIDING c o . n z SU P P LIES H A NG GLIDING Phone 021 247-2676 (021 AIRBORN), a.h. 03 326-6411 email aero@xtra.co.nz

post 99A Panorama Road, Christchurch 8081

The Best Gear at the Best Price http://www.brauniger. com/en/home.html

Insider & No Limit Helmets by

Wind meters

Read the true wind speed so you can tell how strong or gusty it really is, indicating turbulence or whether it is safe or soarable.

Essential for safe flying.

WeatherFlow Wind Meter A compact, accurate, affordable wind meter that plugs into your Apple or Android device showing wind gust, lull & average plus direction using the device’s GPS. Share by SMS, email, Twitter, Facebook, Instagram, Vine etc.

Reads in meters/sec, miles/hour, knots, kilometers/hour, & beaufort.

Range 1 m/s (3.6kph) to 56 m/s (201.6 kmh).

OUDIE 4; GPS/alti/vario/nav.

Sunlight readable colour touchscreen works with gloves. World maps, airspace & 3D terrain installed & updated as required, wind, thermal assistant, task & triangle optimiser, glide, terrain, IGC tracklogs, micro SDHC, customisable display & audio, 12 hour battery life. In Basic or Full comp / XC versions.

OUDIE 5 is same but with integrated Fanet+ New Model & Flarm. It’s in stock now OUDIE 4 BLADE now in stock; all the above built into a slim instrument pod that mounts on the basebar. Mounts for aerofoil basebars available. Airspeed pitot is built in.

New Model

Aerodynamic helmets with 96% field of vision & strong, light kevlar/aramid reenforced shell weighing just 650gms to save your neck muscles. Shock absorbing EPS liner for maximum brain protection.

Breathable inner fabric. Scratch resistant colours including metallics, matt & carbon.

Sizes 53 - 62 cm head circumference.

EN966 certified for hg & pg.

No Limit has faired back and optional polycarbonate visor for wind protection & aerodynamics, gives 100% UV protection and is anti-reflective, anti-fog & antiscratch. lours and Range of co stock http://finsterwalder-charly.de/en.html in s size

HALL compact (11.5cm) ‘Small Hall’ is the best priced airspeed meter available. Simple and accurate.

Brackets for hang or para. Never needs batteries!

NEW DIAMOND cross Hang glider models come with UV and abrasion protected bridle. Optional swivel.

Up to half the packed size and weight of conventional HG reserves.

125, 160 and 220kg sizes.

EMERGENCY PARACHUTES • Fast, reliable, opening.

• Reduced weight & pack size due to high strength material and Dyneema lines.

The reduced size and weight is especially useful for tandems and hang gliders.

• Optional steering PG (can be retro fitted).

• Extremely low sink rates by horizontal travel of the cruciform canopy in diagonal direction.

• Sizes for 100, 125 and 160kg. Tandems 160 and 220kg.

• Pendulum-free smooth descent.

• 12 month packing cycle due to pack system design and construction.

• Inner container with stowed lines makes deployment easier and minimises risk of tangling.

Check out videos at; http://finsterwalder-

charly.de/en/rescue-systems.html

Revolution

Hyper; pocket size with advanced features makes it ideal for daily flying including hike-and-fly. It will help you navigate simple routes, around complex airspace and also record all details of your flight.

Pocket size (107x70x18mm), Lightweight (135gm), Sunlight-readable color LCD touch display, Wifi & Bluetooth connectivity, Airspace, Hike-and-fly mode.

ELEMENT; Element TRACK has 3D GPS track recording, USB downloads. Wind, All you need for comps & XC. Element SPEED has GPS wind direction & speed for soaring & XC. Easy to operate, affordable & practical.

Element ALTO; Robust, reliable & simple alti/vario with GPS alti, 250 hour battery life. Switch on and fly!

PG Front Chute Container; Mounted where you can see, reach & deploy fastest with either hand.

Less drag & the instrument flight deck is where you see it best, also it zips off as a protective carry bag.

Choose the right instrument at; www.naviter.com/

by Many accidents happen close to the ground, so a fast, reliable opening is most important. The ‘Revolution’ dual canopy, pulled down apex system opens fast & reliably.

Leading German manufacturer Charly makes the Revolution double canopy PDA reserves. Many NZ pilots have been saved by their reserves; even with deployments below 50ft!! which shows how fast these really do work.

Paraglider models fit built in harness containers or front mount cockpit containers.

Hang glider model fits most harnesses and comes with a UV shielded bridle. An optional swivel can be included.

Reserve models for for Tandem to lightweight Vol Biv. Tested to DHV certification and proven.

Fly with confidence knowing you have

Over 30,000 rescue systems sold world-wide

www.volirium.com/home1

CONNECT 1/P1; GPS/alti/vario/ flight computer. Easy operation, touchscreen works with gloves, SD card, USB, maps, airspace, wifi updates, pitot airspeed and more as new features are released.

SPECIAL, Limited Stock

the best back-up available.

When you really need a parachute, you only want the best

All switchable metric/imperial. Mounting bracket options.

Most items are in stock for overnight courier delivery NZ wide. Call or email for more information. Dealer, School and group order enquiries welcome

Over 25 years of free flying experience and quality service

More information, reviews and specials at;

XC TRAINER

Vario/alti/flight computer, 16 ch GPS, wind speed & direction, speed to fly, thermal mapping, Google Earth output. Accurate & www.aircotec.com/ reliable.

QUICK OUT carabiner 4000 kp break load, Can be released under load. With safety lock.

Valuable for windy landings.

www.hgpg.co.nz

Phone 021 247-2676 (021 AIRBORN), a.h. 03 326-6411 email aero@xtra.co.nz

post 99A Panorama Road, Christchurch 8081

Coast to Coast A New Barnicoat Site Record

Flying into Picton Photo; Nick Taber

N

ick Taber and Andrew McLauchan (AJ) flying their Mac Para Elan 2’s, flew into the Tasman site paragliding record books on the 10th of December 2019.

Nick is the first pilot to ever crack flying through from Nelson to Picton/ Waikara 65.89km - coast to coast, with AJ only 22 minutes behind to overfly and bag the new Barnicoat Hill site record and a Personal Best at 66.13km.

They beat the previous long standing record set by Craig Collings of 59.5km flown in 1995.

Nick commented, “One of the most scenic flights I have

ever experienced in New Zealand, such a privilege.”

Full flight details can be seen on NZ XContest: https://www. xcontest.org/newzealand/flights/ detail: MACPARANZ/9.12.2019/21: 49

FLIGHT PIX

Below; A delighted Nick & AJ in the landing paddock

Sam Leathwick flying his paramotor

18 A i r b o r n

Photo; John Leathwick

Follow your The VISION is a superlative high performance intermediate wing. At the upper limit of the B-class, this superb glider offers a new level of performanceoriented fun factor. With an unmet glide performance of 11.6 the B-class wing enables epic cross country adventures with guaranteed success. So you can follow your vision as far as your curiosity takes you. The VISION combines high speeds and sportive handling with damped reactions in extreme flight situations. U-Turn views innovative thinking as a must - so the demand towards the development was in maintaining the class appropriate safety and the simultaneous bursting through the performance limit.

LTF/EN B XS 22,97 / S 24,97 / M 26,97 / L 28,97

www.glidepro.co.nz +64 2041598827 6 Ngatira Road, Muriwai, Auckland 0881 U-TURN, WOODY VALLEY, SUPAIR, CHARLY, GARMIN, FAIRHAVEN, XC TRACER, STODEUS, COMPASS, ALFAPILOT

FLYING NEAR MOUNT M

ount Stupid is a term associated with the ‘Dunning-Kruger effect’ – someone inexperienced, failing to accurately recognise the level of their (in)competence.

The Dunning-Kruger effect – also called ‘illusory superiority’ – is the false impression that someone new to a task, has of their skill at that task.

Not everyone new to a task has illusory superiority, and not everyone with illusory superiority is new to a task.

But generally speaking, it’s newtimers who have it.

Social psychologist David Dunning says incompetent people cannot recognise how incompetent they are.

“For poor performers to recognise their ineptitude would require them to possess the very expertise they lack,” he says.

“What’s curious is that, in many cases, incompetence does

From CAA Vector Magazine

not leave people disoriented, perplexed, or cautious. Instead, the incompetent are often blessed with an inappropriate confidence...”

New aviators are not immune to this. The American aviation author, Paul A Craig, says that during the period when a newly minted pilot is building experience, they seem to be caught between two worlds.

“On the one hand they are fully licensed and legal pilots, but on the other hand they’ve not had the opportunity yet to learn from experience.”

Paul says that when he had finished his private pilot test, his examiner said, “I’m going to give you your licence to learn”.

He didn’t really understand at the time what the examiner meant. After all, he’d passed his test and was a fully-fledged pilot!

“I was so naive,” he writes. “I

thought all the learning took place while preparing for the test and that the learning stopped after the test.

I was not only inexperienced as a pilot, but I also had an inexperienced attitude.”

That attitude is characterised as ‘level one’ thinking by the FAA’s runway safety specialist, Alan Gorthy.

Gorthy, a retired US navy attack pilot, argues there are four levels of competency in single-pilot decision-making. A level one pilot is so inexperienced they don’t even know what they don’t know. At level two, the pilot has had just enough scares to know what they don’t know and wants to fill those gaps. At level three, despite having filled the gaps, the pilot continues to seek out knowledge and challenges. A level four pilot has become a ‘natural’, and having reached the apex of flying

skill, can handle normal, abnormal and emergency procedures.

But, says Thomas P Turner, of US-based Mastery Flight Training, the lack of experience of a new pilot means that “flying as a level four ‘natural’, and being a level one thinker, feel a lot alike”.

Avoiding the mountain So how can a newly licensed pilot stand back from their achievement to acknowledge their lack of experience?

This is what David Dunning advises. “Be your own devil’s advocate. Ask yourself how you might be wrong, or how things might turn out differently from what you expect... Consider ‘the opposite’.

Seek advice.”

The CFI of Ardmore Flying School, Warren Sattler, has more than 30,000 hours flying experience.

“On getting their PPL, I often ask

FLYING RIGHT Writing in 2015 for Flight Safety Australia, Thomas Turner said the most-skilled pilots drift between Gorthy’s level three and four thinking.

“They have learned a great deal about safe flying and decision-making... and they employ well-reasoned limits on the risks they’ll accept... but actively seek new skills and knowledge.

“Sadly, the culture of flying often idolises the pilot who ‘knows it all’ and ‘can fly ‘Mount Stupid’ was coined by the creator of the web comic, Saturday Morning Breakfast Cereal, Zach Weinersmith.

20 A i r b o r n

anything with wings’ when in fact such a pilot is often on the lowest level of Gorthy’s scale of judgment.”

STUPID students to reflect on when they got their driver’s licence and ask, ‘how long did it take after that test before you gave yourself a fright, have an accident, or get a speeding ticket?’

“Virtually all of them own up to an incident, so I take that opportunity to remind them that flying will be no different.”

Alister ‘AB’ Buckingham – a former accident investigator for both the Transport Accident Investigation Commission, and the CAA – has advice for low-hours pilots who’ve acknowledged their lack of skill and want to build valuable experience quickly.

“Sandbagging hours – that is, just going for a standard fly to build flying hours – is not a productive way to gain experience.

“Try instead to extend your skill.

For instance, if you’re solo, practise accuracy. If you’re aiming to fly at 3000 ft, make sure the big hand is bisecting the zero. Or if your goal is to fly at 80 kts, fly so the needle is dead on 80, not 81, or 79.”

AB, who has 4500 hours helicopter flying, and 3500 fixed wing, also says pilots should know the limitations of their aircraft.

“Explore those limitations if necessary, particularly how it performs at low speed. It’s on final that you can screw it up.

“Get to know your aircraft systems intimately, especially the fuel system.

And whenever you can, practise stalling – get a real feel for how the aircraft performs.”

Paul Craig agrees that new pilots need to increase the quality of their flying experience, not just add hours.

“All flight hours are not the same.

You receive greater benefit toward airmanship when the challenge is greater.

“An hour seeking an advanced rating is worth more than an hour of personal flying. In general terms, an

IFR flight is more valuable than a VFR flight. A night flight is worth more in experience gained than a daytime flight. A flight into busy controlled airspace is more helpful than a flight into an uncontrolled aerodrome.

“An hour in a complex aeroplane teaches more than an hour in a fixed gear, fixed pitch aircraft. Winter usually is more challenging than summer. A crosswind teaches more than a calm wind. You learn more on an instrument approach than on a visual approach. You get better weather planning when the weather is marginal than when it is beautiful.”

He recommends a five-year plan to improve flying skill, for instance, setting out to achieve a new rating.

He advises being active in ongoing flight training.

“Go to safety seminars, take aviation courses at a college, get

into a ‘wings’ programme.” (Flying NZ runs a Pilot Proficiency Scheme allowing GA and microlight pilots to continue with valuable upskilling.)

Paul Craig also suggests playing the ‘what-if’ game with another pilot, or group of pilots. What would each do if suddenly the engine started running rough, or cut out after takeoff, or the radio became inoperative?

There may not always be one answer, and more than one may be right.

“If some day in the air, one of these what-ifs comes true, you will be better prepared,” Paul says.

Next, read, read, read.

Warren Sattler says there’s a plethora of written resources that all new pilots – indeed, all pilots – should make constant use of.

“Overseas websites, Vector magazine, the CAA’s accident

register – they all add to a pilot’s learning curve.”

It never ceases to amaze Warren how flight planning with an instructor can be done so well by a student, and then so disregarded in the ‘real world’ of flying.

“For instance, every year, pilots get caught out by the change in daylight saving,” he says. “They clearly have given no thought to properly planning their flight. They just turn up at the airfield to go for a fly – that’s the extent of their ‘planning’.

“And I’ve lost count of the times newly licensed pilots arrive to take their friends for a flight with no thought to useable payload – ‘it’s a four-seater isn’t it?’ is as much as they consider.”

Warren also has the following tips for training organisations.

“Observe a just culture, including establishing a de-personalised incident register.” Refresher courses based on that register, he says, are of enormous benefit.

“Link new graduates to more experienced and suitable pilots for mentoring, the more senior pilot answering questions and helping to resolve problems in a nonjudgmental way.”

While Mt Stupid is usually referred to when talking about someone new to a task, David Dunning says we all have pockets of ignorance, and that continues to a certain extent our whole lives.

So it can be with more seasoned pilots.

As AB observes, “It’s a pretty poor day when you don’t learn something new.

“The day you think you know it all is the day you’re going to kill yourself.”

“The day you think you know it all is the day you’re going to kill yourself.”

A

i r b o r n

21

Executive Repor ts

Selected Accident and Incide

President’s Column

H

appy New Year to you all. Here we are now well into the season and hopefully now the weather is settling down you are all getting good airtime.

Lots of good things happening on the NZHGPA front; The Speed Wing rating is done and has been lodged at CAA for their approval. We have had some good wins in the continuing battle for airspace and progress is being made with the application for a nationwide DOC concession.

Our Training Manager, Mark Hardman is getting things moving and we have our Paragliding and Hang Gliding National Champs coming up.

Work has started on an upgrade to our website.

Our existing web site was put together by a dedicated team of volunteers a good number of years ago. It has done us proud, but with technology changes and changes in usage it is well overdue for an upgrade. For the past few months we have been running Google Analytics on the web site so have a fairly good idea of what people are looking for and what devices they are using to access our site. What we are hoping will be delivered is a mobile friendly web site that makes it easy to find what you are looking for.

Watch this space.

Now we are through the Christmas and New Year period we will be starting to give some thought to a 3 year strategic plan for the Association.

The idea is to have some good planning so we know what we want to do, when we want to do it and how we are going to fund and resource it.

We have some personnel changes coming up: Nicky Hamill, our Administrator is leaving us at the end of January after 6 years of very dedicated service. Thank you Nicky for your tireless work and patience on the job. We have a process in place to see that change through but we will need you to have some patience while a new person gets up to speed with the myriad of tasks that our Admin looks after.

Later on in the year we have Evan Lamberton our CEO retiring. He has seen our Association through huge change over the last few years and his experience and wisdom will be very much missed. The position will be advertised in a few months and hopefully in place for the 2020 AGM. Sadly our year has started with a fatality. Our thoughts go out to the family and friends of Trudy Meij. Lets again take it as a reminder to always fly with margin and be careful out there.

On a personal note after a year with a lot of travel Trish and I have settled back into Nelson and it was just lovely yesterday to have my first flight back at Barnicoat – my home ground, where I learnt to fly. I have had some interesting flying this last year. I had a lovely evening sunset flight in Piedrahita, Spain where I landed down by the old town and then met Trish and we did tapas and wine with the NZ pilots at the Pre Worlds. I was in Manilla for a month through mid Oct – Mid Nov and with all the smoke from the bushfires had the experience of flying at 7000ft without being able to see the ground at all. Now the focus is on getting some distance flights from Barnicoat which with the airspace changes, makes it into a seriously good place to fly.

So enjoy the summer, fly well, fly far and above all fly safe.

Cheers, Duncan

22 A i r b o r n

How to report an accident or incident What to report?

You must report as soon as practical anything that is defined as an “Accident” by CAA rules. That is anything that caused significant damage or serious injuries while the aircraft is being used. Club safety officers and other pilots can help out here by reporting even basic information about an accident for pilots that are unable to do it themselves.

We also want reports for incidents or accidents that aren’t so serious. The biggest benefit comes from the reporting of the smaller incidents and near misses. How small? Well, if good luck is all that saved you from an accident then it’s probably worth reporting.

Your personal details will be kept confidential.

How?

To make a report go to the NZHGPA website and click on ”Safety”. www.nzhgpa.org.nz/safety Then the button to hit for starting your report looks like this;

Your description of what happened is the most important part and makes up the majority of the reports we publish but other details are used to help with statistics that show trends so please complete as much as you can. Please include the location so we can send the report to the local safety officer and the club president for any follow up they need to do. Don’t worry, our policy is that we do not use the reports to lay blame or for any disciplinary action. They are for safety and learning.

Finally if you want to see other reports then click on this button;

Date

Region Type

Aircraft

06/10/2019 Southern Serious Accident Paraglider Local recreation. Climbing.

Pilot had been flying for 50 minutes in light scratchy conditions with less than 10kph W-NW. The glider suffered a frontal collapse at low altitude and did not recover before impact with the ground (as reported by witness).

Injuries: Serious: Head, Lower limbs, Fracture of right ankle, concussion + facial lacerations, loss of consciousnesss, medical helicopter evacuation to Dunedin hospital.

Glider damage: Moderate damage to glider cells and lines.

Tears in leading edge, ribs and many lines - mostly caused by hooking on rocks when tumbling after crash on steep hillside Helmet: Open face, Certified for flight, Damaged.

Harness: Pod, With certified back protection.

Rescue chute: Carried but not deployed.

Conditions: Less than 10 km/h (5 kn), Thermals, Reported inversion at approx 2900ft. Stable airmass - 2 other pilots launched at the same time and went down due inability to climb through inversion. Typical mild day.

16/10/2019 Southern

Near miss or Minor incident Paraglider

Under Instruction. Landing.

Second flight of the day. Farmer working with tractor in the landing field. There was a significant amount of space available, but student became fixated on the tractor from a long way off. There was little reaction to radio instruction to turn. The tractor saw the paraglider and stopped and the pilot collided with the trailer. Had the tractor continued, the pilot would have landed behind the tractor. Pilot sustained cut to leg, but was otherwise ok.

Glider damage: None. Helmet: Open face. Harness: Basic, With certified back protection Conditions: Less than 10 km/h (5 kn). Variable, thermals.

01/11/2019 Southern Tandem flight. Pre-launch.

Near miss or Minor incident Paraglider

2nd (and last) tandem to launch in a group. I spotted them, immediately prior to launch, with their reserve handle dangling, pins completely out, and just about to inflate their wing. I shouted to stop and alerted them of the issue. They were completely unaware. Deployment would have been highly likely if they had launched. Very lucky!

19/10/2019 Tasman Accident with damage Hang Glider Local recreation. Just prior to take off run.

Standing on take off, I asked the nose man to release and stand clear. I was able to stand holding the glider with ease to assess conditions. The wind was steady, moderate but not strong,(12- 15knots) and blowing straight up. I said I was launching, so the noseman took a further step back and to my left, just as he began to move a sudden strong unexpected gust of wind from the right came and lifted the right wing. I yelled for assistance and the noseman grabbed the right sidewire, but was unable to stop the rotation. Both me and the noseman rotated to the left contacting the ground hard.

Glider damage: Significant: bent keel, broken rear wires.

Helmet: Full face, Certified for flight, Damaged.

Harness: Pod. Rescue parachute: Carried but not deployed.

Conditions: 20 to 30 (11 to 16 kn) Steady, unexpected gust from the right causing rotation.

01/11/2019 Southern Near miss Paraglider Local recreation: Aerobatic manoeuvre.

Low acro over the forestry block at flight park with no height check. exited final helicopter. then flew into the pine trees and fell through the canopy.

Injuries; Nil. Glider damage: small tear on left wing tip.

03/11/2019 Waikato

Near miss or Minor incident Paraglider Local recreation. Landing, Coastal flight.

Wind at time on launch was SSW 8/9knts.

After launching wind went around to the south which meant no lift on the hill. I tried to get back to bomb out area but didn’t make it and got caught between the hill and the power lines.

My options were landing on the road, landing on coastal rocks, flying into power lines or choosing the flattest roof around. I choose the roof. Soft touch down, no cuts scratches or bruises.

No damage to wing. I climbed down off the roof, packed up and went and had a beer.

21/11/2019 Hawkes Bay Minor Injury accident Paraglider Local recreation. Pre-launch.

Launching from “The Gut” Te Mata Peak. The Gut is a lower, but extremely steep launch. The wing had been laid out and I was preparing to launch. The wind had dropped and I tried to semi inflate the wing to check lines etc. At this point I toppled over backwards hitting my head on the ground as I tumbled back like a Jaffa on Baldwin Street. After a couple of backwards somersaults my downward descent was halted by my paraglider.

Injuries: Moderate, Head, Upper spine, superficial soft tissue damage.

23/11/2019 Waikato Near miss Powered Hang glider Local recreation. Climbing after take off.

After take off from a grass taxi-way near the refueling pumps I drifted too close to a helicopter (which was refuelling) as I climbed out. It was not my intension to vear in the direction of the helicopter, but the winds were light and thermic. A thermal must have pushed me in the direction of the helicopter.

Subsequent action is an agreement with the airport that powered gliders will launch from a grass area well clear of taxi ways and the fuel pumps.

29/11/2019 Auckland Near miss Paraglider Local recreation.Launch.

Arrived at site and monitored conditions for 30 minutes. Tiri reading 13 average, 16 gust. from N, Bean Rock reading 11 and 14 but both appearing to trend down. Wind lines apparent on harbour from Tiri. Slight whitecap on outgoing tide. Sea birds flying slow upwind, moderately fast downwind, slightly

ent Summaries from 1 October 2019 to 31 December 2019 These summaries are a selection taken from members reports supplied via the NZHGPA reporting system AIRS. folded wings. Grass had recently been cut with some 30cm kakuia strands drying on launch. Decision made to set up over the fence, pilot standing at the lowest point of the launch, the glider 5m in front of the gate.

No problem with setup but shortly after taking launch position wind speed increased and controlling glider on ground required firm input through controls. Waited for gust to ease before positive launch. Glider launched well and symmetrically but starboard side control lines snagged a strand of grass at a cascade and locked in giving a starboard bias to flight. Take off was instant, giving no time to abort launch or easily shake out the interfering strand of grass. Flew forward and up over the trees to the right of launch and, encountering the full force of the airflow, was pushed along and over the tree line.

Knowing this site well, I was instantly aware that this was a lethal situation. I estimate it took 4 seconds to get blown to the southern end of the park where there is larger grassed area before the downhill houses, road, power lines, gully, etc.

Height to ground was 40-50 feet and knowing what lay beyond that point, I made the decision to stall the glider momentarily, releasing at about 10 feet above ground - basically a last chance before it all went REALLY bad.

The associated pull and surge of the stall miraculously allowed landing on both feet and parachute landing roll below and behind the trees in rotor.

Conditions: Wind, Moderate to strong. Outgoing tide - half low.

30/11/2019 Auckland

Minor Injury accident Powered Hang glider Local recreation. Launch.

Launching with motor harness from inland field at Te Arai.

Flying out to Te Araia beach, up and down coast. Forcast was for unstable day (tall CUs forming about 10km inland) wind around 10 knts NE, 6 knts verified on ground. Dunes approx 30ft high about 600 meters in front of launch point and a very unstable forecast so expected some turbulance at low level. Chose to fly with single surface wing for better handling. Initial flight went well. Strong lift and sink pockets down low but climbed sufficiently well clear of dunes and got into clean smooth air towards beach. Flew coast, returned, experienced significant thermal activity again on landing but all within control and made a good landing.

Had lunch, refueled, relaunched about 1430. Was conscious it would be peak thermal activity and wind had increased to 10 knts on ground do expected stronger turbulance. Launched, hit stronger lift and sink pockets. Was not happy with my average climb rate conscious of dunes to my front so elected early to abort and land in the field immediately in front of me. Powered off and pulled in at approx 30 feet to glide into paddock. Glider started turning left. Corrected but it didn’t respond, lost all penetration and suddenly dropped towards fence glider still turning left. Flared hard on imminent impact.

Left leg impacted strainer post (good bruising) glider tipped over fence with me following. Landed on face (more bruising) bent DT that my body landed on, broke propeller tips as they hit the fence, and put a slight bend on one leg of the power harness when it landed on the ground. Other pilot was in air, came back, landed then came to help me but I was ok, just a bit sore.

3 lessons: 1. Don’t motor launch in turbulent air. They are a minimum power machine. I have experienced similar conditions when flying at Kaikohe airfield and opted not to re-fly after experiencing it.

2. Beware social proof. Other pilot was happy with location and conditions, I was not but elected to fly anyway.

3. the co-ordination between powering off and pulling in - I think I pulled in after I powered off. At power off, C of G would have moved back putting me close to stall. Pulling in then dropped altitude and turbulent air has tip stalled left wing.

Injuries: Minor. Lower limbs, Just good bruising.

Glider damage: Minor (glider flies normally), Bent downtube.

30/11/2019 Marlborough Minor Injury accident Paraglider Local recreation. Gliding.

While flying slightly downwind at cliff top height, a gust caught the wing and pushed it over behind the cliff edge and dumped me on a barbed wire fence.

Injuries: Moderate, Cuts and abrasions to both legs requiring several stitches.

26/11/2019 Canterbury Minor Incident Paraglider Under Instruction. Landing.

From the instructor report: “There was a table that was set up on the landing area, including 2 cars, for a photo shoot. It was approximately in the middle of the field. I had picked up 3 other students from the bottom and we noticed they were setting up. My thoughts were that the students could easily land prior to it or fly to the left of it. There was still at least 100 meters of landing area prior to it. This is a public car park area used for the general public as a overflow when there’s high numbers of people at the beach.

The first 3 students landed with any problems.

This student had flown previously in stronger winds with reduced glides. Today was light. He glided a bit further than he thought he was going to do and basically landed where the table was set up,. He broke 2 legs of the table where the legs are bolted onto the table.”

“In hindsight I should have told he people who were setting up to move their table further to the side. But I believed at the the time it would not create any problems for the students with their current skill levels. The student had not flown for a couple of weeks and this may have also been a factor.”

09/12/2019 Auckland

manoeuvres outside of my normal behaviour).

2. New harness.

3. Not keeping enough margin of safety (especially considering the variable, inconsistent conditions).

I feel very fortunate to be okay and have a strong sense of new found respect for the sport, the weather, the equipment, my limitations, margin for error, and how hard the ground can be even though the flax is rather soft.”

Injuries: Moderate, Head. At the time of the incident I showed no signs or symptoms of head injury. Subsequently found mild concussion and neck strain.

26/12/2019 Southern Minor Paraglider Local recreation. Gliding.

Edited report from pilot: “I was enjoying a close proximity flight above the pine forest near the landing zone at Coronet Peak. Misjudgment of one of the light right turns towards the ridge caused loss of valuable few meters and this resulted into diving between the trees left from me while trying to escape the situation. Unfortunately I was already too low and the impact with the trees was unavoidable.

Just before the impact I weight-shifted my entire body to right, so the lines and the glider can better hook to a tree in attempt to get out of this situation as safe as possible. Luckily this worked and I was hanging in between 2 trees. The entire right half of the glider was hooked to the closer to me tree that was my actual catch and the other end was hooked to the other tree about 3m from me, however the situation was not perfect, because I was not sure how secure the lines were around both trees.

I decided that is not safe to stay in the harness and pulled myself as much as possible to the closer tree, which was also the bigger one and managed to get out of the harness while hanging on 4 thick branches… The branches below me were so many that I could not see how high I was, some sun came out 10 minutes later and I was able to see that I was at least 15-20m above the ground, 2/3 of all branches on my tree were dry and not very thick. I realized that it wasnt a good idea to climb down on my own and it better to wait for the rescue.

I was in communication with the ground almost the whole time and not injured at all. Spent about an 1 hour on the tree until I was finally found… I managed to get down safe with the hope that the branches would hold (and they did) and the fact I am not alone anymore, but I am 100% positive this was not the right safe rescue decision… Of course I am very thankful to everyone involved helping me and I appreciate every effort and I am surely happy to be alive! Happy holidays and happy flying!”

Injuries: nil. Glider damage: nil.

Minor Injury accident Mini wing Paraglider Local recreation. Gliding.

Conditions were of moderate wind strength but cross and varying in direction. Approximately 35 to 40 kmh from 185° to 205°. After flying for about 40min on my Ozone Zero 15 and the Ozone Atak 2 harness I was testing, I was feeling overconfident as my flying was feeling very good. The Zero was new to me, having purchased it only three weeks prior and had logged 7 hours on the new wing. Despite my newness, I was flying too aggressively for my experience level as well as the conditions.

The wind was quite cross causing the airflow to be slightly less than laminar below the ridge and lift was greatly reduced and found only very close to the ridge. Oddly, at Maioro the wind direction was variable in approximately 5-10 minute intervals from 185° to 205°.

During the 40-minute demo flight, I made several top landings.

After one such landing, I launched and turned downwind just after crossing the edge of the ridge. I failed to consider how much this new wing leans in, toward the hill, with such weightshift and even small inputs. As I turned downwind, coupled with less lift than I anticipated, my altitude dropped by about 10 feet during the turn and my right-side lines brushed against a tall flax bush (starting to flower) at the top of the hill. As soon as I sensed the drag and knew fighting it was futile as I was being turned toward the hill. I immediately prepared for plf. However, as the wing tip then caught, I was spun and fell backwards through the flax and impacted the ground with my very upper back, neck, and head.

I remembered the whole incident and though it happened very fast, I believe that I maintained consciousness throughout. I observed my position, checked myself out, and reported via radio to those at the site that I was okay.

I uncoupled the risers and speed system and a helpful a fellow pilot balled up my wing and carry it to the top without much trouble.

Metflight have a comprehensive aviation weather website that many of you have shown Contributing factors to the an interest in, at http://metflight.metra.co.nz/MetFlight.php incident: We have access to that using the following log in details: 1. Premature confidence Username eg - HP4567 (HP and your PIN, no space in between) after an initial familiarity with Password - HGPGA (everyone uses the same password). new wing (lending to flying

Metflight Weather Access for NZHGPA Members

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Safety Checks Sup Air Acro 4 harness: Missing Seam

Date 10/31/2019 Status: Critical.

Affected Product: Acro 4 harness produced before September 2019.

We have the lack of a safety seam at one of our customers an Acro 4 harness. Date of manufacture March 2019.

One of the shoulder straps was not sewn on at the level of the abdomen, but only bonded. The assembly takes place on a machine.

We carry out two checks on our belts. The first in production, the second while preparing for the delivery to our customers.

The Acro 4 has had an expanded control protocol since September 2019.

Check the harness We ask the pilots of Acro 4 to check that their shoulder straps are correct are sewn (and not just glued).

Gin Verso 3, Gingo Airlite 4 harness; Rescue Handle Issue

Date 16/11/2019 Status: Medium.

If you’re the owner of one of these harnesses, please read this notice carefully Serial numbers Gingo Airlite 4; S Size From 0519-VGA40001S to 0519-VGA40060S M Size From 0519-VGA40101M to 0519-VGA40140M L Size From 0319-VGA40001L to 0319-VGA40100L Verso 3; S Size From 0619-VVS30001S to 0619-VVS30050S M Size From 0619-VVS30001M to 0619-VVS30100M L Size From 0619-VVS30031L to 0619-VVS30050L Early production models of the Gingo Airlite 4 and Verso 3 harnesses have been noted to have issues with the rescue handle being too short. This may cause the handle to work loose after prolonged agitation of the harness due to transportation or ground handling. To determine if your model is affected, please refer to the following.

How to proceed If you have identified that your rescue handle does not comply with the graphic shown at the bottom of this page (Fig. 2), or if your harness is within the range of serial numbers shown on the first page, please do not use this harness until the rescue handle has been replaced. Please contact your local distributor, and we will replace it as quickly as possible. In the following pages we explain how to install the replacement handle on the emergency parachute container that we deliver with the harness.

Tandem Glider SupAir Sora 2 size 42; Attachment Point Rupture

Date 28/10/2019 Status: Critical.

Sunday the 27th of October, 2019 at Doussard (Haute Savoie, France) a pilot and his passenger flying with a Supair Sora 2, size 42m2, experienced an incident in standard flight incurring the rupture of several attachment points on the A lines. The pilot in question threw his reserve and thanks to a cool head and good instincts there were no injuries.

The company involved which provided the tandem service is known to be serious and professional. They have used our tandems -the Sora 1 and Sora 2- for 6 years without incident.

The glider in question had been used approximately 500 times in normal flight conditions.

This incident has occurred one month after a previous incident of similar description, with the same model of glider, with a pilot from another company.

Our investigations, involving and lead by the swiss laboratory Air Turquoise, gave no indication of a particular structural flaw. We intend to look deeper in order to understand what has happened so as to find out if this is merely coincidental circumstances, or if it has as origin a specific problem.

While this investigation is underway and while waiting for the conclusions, which we will divulge to you completely, we ask that all pilots stop using the Sora 2 size 42.

We are fully aware of the difficulties which will be caused by this request, but in the case of the most minor doubt in what concerns safety it is the principle of precaution above all else which must be respected. Rest assured that we will search for a resolution as rapidly as possible in order that you may fly and work serenely and in total confidence with your Sora 2 glider.

- Laurent Chiabaut, SUPAIR President

If the handle of your harness complies with the measurements shown, your harness is clear to use and we wish you the best flights.

Replacing the rescue handle

1. Check both rescue handles and make sure the new one is longer than the one you’ve removed.

2. Place the rescue handle attached with the container over a clean surface 3. Cut and remove the stitched line that connects the parachute handle with the container, be careful not to damage the webbing!

4. Release the knot that connects the container to the handle

Good Airmanship New NOTAM APP I would like to remind all pilots that it is good airmanship and your duty to check NOTAMS (Notice to Airman) frequently before flying for your own safety and others. NOTAMS will alert you to any low flying aircraft (especially the increase in Drone/RPAS activity) or unusual increase in aircraft activity like a military exercise in your locality or planned flight route. Airways have developed a very useful NOTAM App called IFIS Mobile making it easy to check any time anywhere, or go on line to check at: www.aip.net.nz/ VNC Charts You still cannot beat a detailed 1: 250,000 Visual Navigation Chart available from your nearest aero club or on line from the Airways AIP Shop at $16.35 (updated yearly around mid November).

Due to the ongoing CAA Airspace Review many airspace changes have taken place across New Zealand and I would urge individuals and each HG/PG Club to purchase a copy of the latest VNC chart for their region – especially after the 7th November 2019.

Airband Radio The NZHGPA recently introduced its own Aviation Airband Radio Rating (ARO) specifically designed for hang glider or paraglider pilots (or powered versions of either). If you are serious about XC flying and want to open up flight paths into the numerous MBZ’s dotted across New Zealand then you need to carry an Airband Radio and hold either a NZHGPA ARO rating or full FRTO rating.

Final thought: Remember through situational awareness and good airmanship; “We can all help to promote and protect the airspace we fly in.”

- Nick Taber

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5. Release the handle of the container 6. Take the new handle 7. Feed the new handle through the webbing 8. Once the handle has passed through the container, pass the handle inside its own strap

9. You have now connected the handle to the container!

10. Tighten the knot to avoid friction 11. Now you can install the parachute in your harness (Manual at: www.gingliders.com), good flights.

We are sorry for the inconvenience, thank you very much for flying GIN.

EVENTS 2020 NZ Hang Gliding Nationals

T

hird time lucky??? Yes indeed! Shane McKay and Matt Barlow are pleased to confirm that the NZ Hang Gliding Nationals will once again be conducted in Murchison in the last week of January 2020. And why not when for two years in a row now we have all experienced such awesome flying and camaraderie.

Record combined distances flown, record airtime, record number of pilots, and for the second year in a row a record for longest NZ task set and achieved at 137km! Well done too by the way to the six legends who successfully completed this task; Ollie Chitty, Steve Blacker, John Smith, Shane McKay, Tom Kellner and last but not least Les Graham you legend!

The 2020 NZ Nationals will be the same format as the last couple of years i.e. Two Practice Days on the 23rd and 24th of January then the competition days being Saturday 25 January to Saturday 01 Feb. Sunday 02 Feb will be a reserve day in case we have had bad weather and need a final day to have a valid competition. HQ will once again be the Riverside Camping Ground - get in early if you want to book any of the huts. There are plenty of tent sites so these do not need to be booked early.

Registration details and a full article on the 2019 Nationals will be posted in the next couple of months once we return from the World Champs in Italy! All pilots including Novices are most welcome. Novices will be permitted to fly under the supervision of an instructor only if conditions are safe for them to do so. Lastly, former World Champion Christian Ciech has expressed an interest on coming over, so if he does this is even more of a reason to come along and be part of all the fun and action.

Looking forward to seeing you all there.

Omarama Hang Gliding Cross Country Classic Saturday 1 February to Sunday 9 February 2019

I

t’s on again this summer, during the week with Waitangi Day in it.

This time of year gets the most flying days with least strong winds and turbulence so gives the most XC flying opportunities.

Flying in the Mackenzie is spectacular; expect to get 9 or 10,000ft and an easy 20km to over 100km depending on your skill and luck. You’ll probably beat your Personal Best; height, distance etc, and move up the XC Champs table, or maybe fly to Mt Cook!

It can be hot, sometimes windy and sometimes with strong thermals but the landing areas are massive and the competition format is stress free; No queues or waiting. Fly the whole week, just the weekends or just the days you want, when you want. It’s up to you, only your best 3 flights count. Unlike in conventional comps, you decide where and when to fly and an unlucky flight won’t ruin your score.

THE MISSION; Fly open distance, in any direction from any site in the Omarama area. Enter any number of flights.

Required; Advanced rating with mountain/ XC skills. Pilots with lower skill ratings may fly if under supervision and if conditions are suitable. Printed site briefings are available.

The track up Magic Mountain is limited to 4WDs with low ratio gearing for safe descents or brakes will burn out. To maintain the track we ask pilots for a donation but the competition is free.

Entry is free but everyone makes a donation for road maintenance.

This is mountain high desert country so essential equipment is; a 2.5m rope for securing gliders during dust devils (Magic has tie-down stakes but you need a rope), radio, cellphone, maps, GPS, water, survival gear (days can be over 30°C with frosts

High at Ohau, on the way to Mt Cook (centre distance) Photo: Bill Degen

at night), basebar wheels, spare uprights, glider fully checked and a repacked chute.

An Emergency Locator Transmitter is a good idea or a satellite messenger such as a Spot or inReach is recommended for pickups as phone reception is often not possible. A sim card for the other phone network ($10) will improve phone coverage in the area as the cell networks have different coverage areas.

Bring a brave but careful 4WD driver, and each vehicle should carry a spade for clearing slips off the access track .

Airband radio (118.6 Mhz) is required for flying North of Ohau if you want to head for Mt Cook as there is a Mandatory Broadcast Zone there.

Hill launching is most popular but you can use aerotow or a car tow if you bring it.

There’s other activities such as mountain biking, hiking, hot pools and you can even tour the Alps in a sailplane if you like.

All types of accommodation are available; free camping, cabins, caravans, motels and luxury hotels. The gliding airfield campground welcomes hang glider pilots and has weather briefings at 10am each day.

For more information, site briefings etc; contact Bill Degen at aero@xtra.co.nz or check www.hgpg.co.nz for updates.

Instructor Seminars Paragliding Instructor Seminar Date: Between 29th Feb and 7th March (during the Nationals).

Location: Rotorua.

Details to be confirmed. The date is likely to be weather dependent. Please get in touch with any topics you’d like to discuss, or if you’d like to contribute in any way. More details will be circulated nearer the time.

Hang Gliding Instructor Seminar Dates: 21st-22nd March.

Location: Queenstown (The Flight Park).

Grant Tatham has kindly volunteered to lead this seminar. Please get in touch with either Grant or myself with any topics you’d like to discuss. More details will be circulated nearer the time.

- Mark Hardman, NZHGPA Training Manager

St Arnaud Paragliding XC Camp Saturday 8th February to Sunday 16th February 2020 This will be a flying meeting for paragliders with a friendly cross-country competition. Fly XC without a set task and see how far you can get. With optional flight logging to find who flies the most kilometres over their best four flights.

Day Format: Fly XC and see how far you can get, from any of the recognised sites in the greater St Arnaud area, including Mt Murchison, Inwoods Lookout, Mt Robert and Parachute Rocks.

Come for the whole 9 days or just the good days. Lodge your flights in person at the HQ each evening, or remotely via XContest, if you wish to enter the friendly XC competition (your best 4 XC flights count). Distance via 3 turn points can be scored for GPS tracked-logged flights, otherwise you can simply score the straight line distance between your take off and landing.

Required for Safety: PG2 + 20 hours, reserve, back protection, GPS, UHF Radio, maps.

Cost: $5 suggested donation for the week.

Sites: The sites we will be using are high sites (up to 1450m ASL), so they make for some very scenic and exhilarating flying around the St. Arnaud area, which is the northern-most end of the Southern Alps. (The site records for Inwoods Lookout, Mt Murchison and Mt Robert are 116km, 95km and 91km respectively).

Transport Note: Mt. Murchison requires 4WD vehicles so if you have one, it would be good to bring it. Vehicles used on forestry access roads must be equipped with fire extinguishers (be sure to contact Tim beforehand if you will need to get one for your vehicle).

Accommodation and Facilities: St Arnaud has a variety of accommodation available including good tenting in the DoC campground and a backpackers’. And there are holiday houses and baches for easy rental if you’re a little organised. The village has a shop and an all important bar. The event’s HQ this year is a bach/holiday house which sleeps 8. Contact Tim if you’d like to book a bed at the HQ or if you would like to coordinate with other pilots for renting a different holiday house in the village.

Further Information: Check the event message board here: http://starnaudxccamp.wordpress. com or contact Tim Percival, ph. 03 548 7397 or 021 238 5141, percival@actrix.co.nz.

Reporting Dangerous Drone Activity Drones must give way to all manned aircraft which includes Hang Gliders and Paragliders.

Once a Drone Operator spots an aircraft the Drone must land immediately.

If you see Drone Activity at or around the launch or landing area prior to flying, common sense prevails and talk to the drone operator about your flying plans.

If you have a near miss or an accident with a drone or you think someone is flying a drone contrary to the rules found at www.airshare.co.nz/rules then take the following action: If the drone presents an immediate danger, call 111 and ask for the Police.

To report other safety or security concerns, please email the Authority: Email: isi@caa.govt.nz or telephone: Freephone 0508 4 SAFETY (0508 472 338) Answered during office hours (voicemail after hours) It is important to help CAA and collate as much information as possible of the incident: • Date, time and location of the event • Your contact details • Identifying details of the drone operator • Name and address of drone operator (where known) • Car registration plate number and identifying details • A photograph or detailed description of the person flying the drone and the drone If you make a report or there is an incident contact your Club Safety Officer ASAP.

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25

N Ne eww ZZeeaallaann dd C rC ro os ss s - -CCoouunntt rr yy

a glli idding ing PP aa rr ag CC hampi h a m p ioonships nships

April 1st - March 31st. Sponsored by Wings & Waves

April 1st 2019 to March 31st 2020 Top scores as shown on XContest on 19/1/2020 Pilot, flight date/time

Site

Distance

Points

Total

Pilot, flight date/time

Site

Distance

Points

The web site for scoring and uploading your track logs is XContest at: www.xcontest.org/newzealand/ranking-xc-championship/

26 A i r b o r n

Total

Russell Read [russread] 159.17 p.

1 12.12.19 11:20 Inwoods 87.02 km 108.78 p.

2 30.12.19 11:35 Treble Cone 33.59 km 50.39 p.

Daniel Diaz Rizo [drizo] 154.32 p.

1 16.01.20 12:50 Coronet Peak 77.94 km 97.43 p.

2 12.12.19 14:41 Treble Cone 29.26 km 29.26 p.

3 30.12.19 11:25 Treble Cone 27.63 km 27.63 p.

David Watson [davidwatson] 152.57 p.

1 15.01.20 11:47 Roys Peak 98.19 km 98.20 p.

2 16.10.19 11:36 Treble Cone 54.37 km 54.37 p.

Tim Brown [timbrown] 151.76 p.

1 13.01.20 12:30 Coronet Peak 42.09 km 52.61 p.

2 23.12.19 12:18 Coronet Peak 39.83 km 49.78 p.

3 30.12.19 11:37 Treble Cone 32.91 km 49.37 p.

Ken Beach [ken.beach] 150.50 p.

1 14.12.19 14:51 Te Mata Peak 28.36 km 56.72 p.

2 30.11.19 13:04 Te Mata Peak 42.22 km 52.78 p.

3 22.12.19 11:44 Te Mata Peak 32.80 km 41.00 p.

Rob Gillard [rob_gillard] 145.44 p.

1 27.12.19 11:52 Kaimai 67.63 km 101.45 p.

2 20.04.19 13:07 Kaimai 17.82 km 22.28 p.

3 12.01.20 13:12 Kaimai 21.71 km 21.71 p.

Fraser Monteith [Icemaneli186] 143.50 p.

1 31.12.19 12:29 Mt Cheeseman 34.62 km 69.24 p.

2 21.12.19 16:47 Mt Cheeseman 26.87 km 53.74 p.

3 21.12.19 12:20 Mt Plenty 20.52 km 20.52 p.

Barry Sayer [boomer] 140.08 p.

1 04.04.19 13:01 Te Mata Peak 44.03 km 55.04 p.

2 22.12.19 12:03 Te Mata 43.30 km 54.13 p.

3 09.01.20 12:57 Te Mata Peak 30.91 km 30.91 p.

Jan Zimmermann [xcimax] 137.87 p.

1 21.12.19 12:57 Mt Cheeseman 63.75 km 63.75 p.

2 09.01.20 12:22 Towers 32.44 km 40.55 p.

3 10.01.20 13:46 Mt Cheeseman 22.38 km 33.57 p.

Aidan Limbert [Aids] 134.86 p.

1 10.12.19 11:01 Barnicoat 45.59 km 56.99 p.

2 19.09.19 11:29 Barnicoat 31.93 km 39.91 p.

3 21.12.19 09:59 Barnicoat 30.37 km 37.96 p.

Peter Jones [jonesie] 133.99 p.

1 18.01.20 13:38 Kaimai 40.77 km 50.98 p.

2 31.12.19 15:23 Alan’s Hill 35.97 km 44.96 p.

3 21.11.19 13:10 Kaimai 30.44 km 38.05 p.

Aaron Chesterman [azzasurfs] 130.70 p.

1 30.12.19 11:26 Treble Cone 32.28 km 48.42 p.

2 22.12.19 11:41 Te Mata 34.99 km 43.74 p. T 3 21.11.19 11:36 Te Mata 30.83 km 38.54 p.

Eden Radonich [Kinda1] 130.54 p.

1 11.12.19 11:28 Te Mata Peak 42.73 km 53.41 p.

2 22.12.19 12:13 Te Mata 33.83 km 42.29 p.

3 09.01.20 12:54 Te Mata Peak 34.84 km 34.84 p.

David Chen [DavidChen] 128.55 p.

1 13.01.20 12:38 Glenorchy 89.50 km 111.88 p.

2 14.01.20 11:42 Makaroa 16.67 km 16.67 p.

Sanae Noguchi [Sanae]♀ 120.28 p.

1 11.12.19 11:46 Treble Cone 45.66 km 45.66 p.

2 25.12.19 14:24 Pakituhi 27.04 km 40.56 p.

3 16.01.20 12:44 Roys Peak 34.06 km 34.06 p.

Aaron Ford [AaronF] 110.46 p.

1 14.09.19 13:32 Pakituhi 38.10 km 57.15 p.

2 23.12.19 12:09 Coronet Peak 30.05 km 37.56 p.

3 23.12.19 16:48 Treble Cone 12.60 km 15.75 p.

Sam Hamill [Samhamill] 109.86 p.

1 20.09.19 11:13 Barnicoat 46.46 km 46.46 p.

2 18.09.19 13:28 Barnicoat 21.46 km 0.00 p.

3 12.10.19 11:52 Barnicoat 24.97 km 31.21 p.

David Cleary [DCleary] 106.11 p.

1 23.12.19 11:44 Treble Cone 44.83 km 44.83 p.

2 11.12.19 12:12 Treble Cone 28.33 km 42.50 p.

3 24.12.19 13:21 Treble Cone 12.52 km 18.78 p.

Nick Neynens [nneynens] 102.83 p.

1 18.01.20 11:56 Double Peak?

102.83 km 102.83 p.

Photo: Ross Gray

Louis Tapper [yakernz] 423.06 p.

1 23.12.19 11:37 Treble Cone 196.95 km 393.90 p.

2 28.12.19 10:10 Treble Cone 14.58 km 29.16 p.

Mark Macdonald [Brick] 340.12 p.

1 27.12.19 11:49 Kaimai 89.76 km 134.64 p.

2 19.01.20 13:30 Kaimai 104.30 km 104.29 p.

3 18.01.20 13:35 Kaimai 80.95 km 101.19 p.

Michal Karnik [miketech] 317.27 p.

1 09.12.19 11:49 Coronet Peak 130.40 km 163.00 p.

2 13.01.20 12:33 Mt Earnslaw 78.77 km 98.46 p.

3 16.01.20 13:12 Roys Peak 55.81 km 55.81 p.

Petr Poboril [Peca] 301.92 p.

1 13.01.20 12:55 Mcintosh 89.25 km 111.56 p.

2 24.12.19 12:44 Mt Cheeseman 52.31 km 104.62 p.

3 31.12.19 12:21 Mt Cheeseman 42.87 km 85.74 p.

Doug Patterson [dougpatterson] 285.18 p.

1 23.12.19 11:04 Treble Cone 56.24 km 112.48 p.

2 16.01.20 12:44 Roys Peak 73.20 km 109.80 p.

3 15.10.19 13:12 Treble Cone 41.93 km 62.90 p.

Jan Necas [Pompidy] 278.50 p.

1 09.12.19 12:53 Roys Peak 93.17 km 116.46 p.

2 17.01.20 12:32 Roys Peak 88.54 km 88.54 p.

3 21.12.19 12:32 Dobson?

73.50 km 73.50 p.

Nick Taber [MACPARANZ] 266.96 p.

1 12.12.19 11:46 Inwoods 85.73 km 107.16 p.

2 10.12.19 10:49 Barnicoat 65.89 km 82.36 p.

3 15.01.20 11:12 Barnicoat 61.95 km 77.44 p.

Nicolas Sand [Nicosan] 256.65 p.

1 09.12.19 13:11 Coronet Peak 117.16 km 146.45 p.

2 13.01.20 16:03 Coronet Peak 60.58 km 60.58 p.

3 30.12.19 11:21 Treble Cone 33.09 km 49.62 p.

Andrew Mclauchlan [flyingkiwi001] 228.36 p.

1 12.12.19 11:52 Inwoods 86.36 km 107.95 p.

2 10.12.19 10:46 Barnicoat 66.13 km 82.66 p.

3 19.08.19 11:56 Barnicoat 30.20 km 37.75 p.

Ross Gallagher [Redwings] 222.63 p.

1 12.01.20 12:54 Kaimai 65.06 km 97.59 p.

2 15.01.20 12:24 Kaimai 55.76 km 69.70 p.

3 21.11.19 11:57 Kaimai 44.27 km 55.34 p.

Stew Karstens [nelpara] 210.15 p.

1 19.09.19 11:30 Barnicoat 58.47 km 87.71 p.

2 10.12.19 11:38 Barnicoat 54.19 km 67.74 p.

3 06.10.19 12:14 Barnicoat 27.35 km 54.70 p.

Bruce Vickerman [Bruce.V] 194.12 p.

1 15.01.20 12:19 Kaimai 79.43 km 99.29 p.

2 21.12.19 12:33 Parachute Rocks?

38.39 km 47.99 p.

3 12.12.19 11:49 Inwoods 37.48 km 46.84 p.

Rob Hughes-Games [robhughes-games] 181.45 p.

1 25.11.19 10:54 Mt Cheeseman 72.11 km 72.11 p.

2 13.01.20 12:42 Mt McIntosh?

51.31 km 64.14 p.

3 18.01.20 12:07 Double Peak?

45.20 km 45.20 p.

Ben Kellett [benjamin.kellett] 179.76 p.

1 13.01.20 12:35 Mt Earnslaw?

74.92 km 93.65 p.

2 16.01.20 13:19 Roys Peak 37.84 km 47.30 p.

3 16.10.19 12:24 Vanguard 31.05 km 38.81 p.

Samuel Leathwick [Stealthwick] 172.33 p.

1 15.01.20 12:21 Kaimai 71.07 km 88.84 p.

2 21.12.19 13:00 Parachute Rocks 34.09 km 42.61 p.

3 29.12.19 22:41UTC Treble Cone 27.25 km 40.88 p.

Brooke Whatnall [brooke] 165.46 p.

1 15.01.20 13:46 Roys Peak 49.71 km 99.42 p.

2 16.01.20 11:36 Roys Peak 32.70 km 40.88 p.

3 15.10.19 14:25 Treble Cone 25.16 km 25.16 p.

Evan Lamberton [firefly] 163.37 p.

1 18.01.20 14:46 Moirs Hill 46.18 km 57.73 p.

2 26.12.19 13:02 Moirs Hill 42.40 km 53.00 p.

3 20.04.19 12:51 Kaimai 42.11 km 52.64 p.

Jeff Ripley [Jeff-Ripley] 160.00 p.

1 12.01.20 13:31 Kaimai 40.27 km 60.41 p.

2 21.09.19 12:15 Moirs Hill 41.37 km 51.71 p.

3 18.01.20 13:22 Moirs Hill 38.30 km 47.88 p.

Paragliding Competition Committee Write Up T

he summer flying season is upon us but it seems to be a slow start as the weather continues to be fickle. In fact, it snowed in the mountains around Queenstown as I write this this morning!

The first of the seasons’ competitions have been completed in Canungra and Wanaka. The Australian ‘Canungra Cup’ is the first event of the year flown usually in late October. This event has recently been well attended by New Zealand pilots but this year only three Kiwis participated.

Toni Skerrett was placed 10th over five great tasks in a field of fifty-two.

Louis Tapper and I once again organised and conducted the ‘Southern Fun’ xc competition and this year it was billed as a FAI Cat2 event.

Forty-three pilots participated and two successful and challenging tasks were flown. A third day, at Coronet Peak, was cancelled at the last minute, due to increasing winds but most of the pilots still elected to fly a short while before landing at the Flight Park.

Laura Grainger is to be commended for winning the ‘Novice’ class for pilots with less than 100 hours total flying. Aaron Chesterman won the overall event on his Sigma10. (It looks like Aaron is a man to watch as he also did reasonably well in Canungra). This post Christmas event is gaining in popularity. Just 21 pilots participated in 2017 and now forty-three. Results are posted on the Highcloud scoring platform and the scores have been uploaded to both the WPRS and NZPRS rankings.

Other than the up-coming Australian competitions in Corryong and Bright there is only the New Zealand national PG event planned for late February. Hosted by Johnny Hopper, the Waikato and Bay of Plenty Clubs

Above; Tim Brown flying his new Advance OmegaXAlps3

excitement is already building for this event to be held in Rotorua.

The Australian competitions are well worth attending and usually enable one to accrue much better World Rankings’ points than the NZ competitions. There is some concern, at the moment, as to whether these competitions will go ahead this year due to the fires in New South Wales and Victoria. It is hoped that the fires will have settled somewhat by mid February.

Once again, if any Clubs wish to step out and host a p.g. event then let the PCC know. They will be only too pleased to assist.

At the time of writing, Johnny Hopper has indicated that he would like to step down from the PCC. He has been enthusiastic and instrumental in its smooth running over the last several years but now feels it’s time to move on. The NZHGPA is looking for two more devoted members (The PCC is a team of three) that are willing and capable of promoting and administrating the paragliding Competition scene in New Zealand.

The PCC is normally elected at the National PG Open event; this year in Rotorua in late February.

If you are interested, even if you can’t attend the Open, please let the PCC or the NZHGPA know.

- Tim Brown, PCC

New Cook Strait Ferry Discount from Bluebridge

A

fter negotiating with both Interislander and Bluebridge Cook Strait Ferries – Bluebridge not only offered us better value but also had extra perks for our members.

They’ve also donated a $150 travel prize voucher for all three of our major competitions this year.

As NZHGPA’s preferred Cook Strait ferry supplier, you’ll save heaps on their passenger and vehicle fares as below. They are valid until end of March 2021 and only exclude travel from 15 December to 15 January. The peak rate only applies to Easter 9 to 14 April 2020. Simply use promo code SAIL2GLIDE. Book at bluebridge.co.nz/nzhgpa (visit this page for the terms and conditions) or call 0800 844 844. IMPORTANT Show their team your NZHGPA membership ID when you check-in.

What’s more they are Flexi Sail fares. So if the weather is off, something comes up, or you want to stay for longer – you can cancel for 100% refund off-peak and 90% peak or change your sailing as many times as you like for free, as long as your new sailing is within six months of the original one.

Fare Type Adult/Senior Child Car/van/ute/4x4/trailer up to 5.5m Each extra 0.5m

Flexi Off-peak $45 $25 $120 $20

Flexi Peak $50 $25 $130 $22

Campervan/Motorhome up to 5.5m Each extra 0.5m

$145 $35

$170 $37

The rates above include GST. Conveniently located in Wellington CBD, Bluebridge sail downtown Wellington to the Sounds 50 times a week. They are famous for their warm Kiwi hospitality. As well as the great value fares, your ticket includes free movies and the best free WiFi on Cook Strait. You can also earn Airpoints Dollars™ every time you sail with Bluebridge. Passengers also love their great value quality local food freshly prepared by their onboard chefs and the private cabins that come with an ensuite and linen from only $30. You can even use their Wellington to Picton week day sleeper service and board early around midnight. You’ll sleep while they set sail at 2.30am and arrive rested in Picton at around 6am ready for the next leg of your adventure.

We hope you agree that this is a pretty awesome deal and the Bluebridge crew look forward to seeing you on board.

The Pilot “Best clothing I’ve ever had for temperature range” - Bill Degen, Airborn magazine

www.silkliving.com

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N Ne eww ZZeeaa ll aann dd C rC ro os ss s - -CCoouunntt rr yy

HH AA NN GG gglli idding i ng CC hampi h a m p ioonships nships

January 1st to December 31st

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nother big flight by John Smith from Coronet Peak to Tekapo has put him well on top of the 2019 XC Champs table and with longest flight of the year.

Derek McKee also moved up with an 81km flight from Mount Hutt to the Torlesse and North Canterbury to Okuku which i’m sure must be a new site record.

Geoff Christophers added a ridge flight that crossed the Raglan Bar and the Waikato River.

Again the past Spring and early Summer have been windy but these guys have shown that great flights are avaiable for those who try.

Cross country flying forces you to understand the weather and improve your skills. The way to get those big cross country flights is to keep trying so you are flying fit when that good day comes up.

You just need to be flying at the right place when conditions turn epic.

Often it’s the average looking days that unexpectedly turn out best, and it’s those who are out flying on those days that get to take advantage of it.

The 2020 XC Champs has started so let’s get some good flights this summer!

TO ENTER...

It’s free and simple; fly anywhere in New Zealand before midnight on 31st December, email or post in your flight details (and tracklog if you have one) before 30 days has passed and you’re entered.

Enter as many flights as you like. Your shorter flights are automatically replaced by your longer ones. Only your longest four flights are scored.

For each flight entry, please supply; • Your name, email address and contact phone number.

• Flight date, take-off/release place, landing place, and flight distance in kilometres and 10ths.

• Tracklog file from a GPS that can be read by GPSDump, such as an IGC file. Best is a kml file optimised by GPSDump.

• If you don’t have a GPS tracklog, then also supply; Start and landing witness/s name & contact details.

A GPS instrument has many advantages for XC flying, but for pilots who don’t have GPS, you can still enter the NZ HG XC Champs without one, you just need to provide take-off and landing witnesses.

SCORING The pilot with the best total of four flights is the NZ Hang Gliding Cross Country Champion for that year and gets first choice of any prizes followed by pilots with second and third best totals. The pilot with the longest single flight gets fourth choice, then prizes go from fourth best total onwards.

Flights for each years XC Champs must be flown between 1 January and 31st December and entered within 30 days. This ends one contest while pilots have good weather and starts the next contest while everyone’s still keen.

Distances are measured using GPSDump which is free software that comes in Windows, Mac and other versions. It it reads GPS tracklogs from just about any instrument. It works out the best start and finish points for you. It also works out if the flight fits any other FAI criteria such as out and return, triangle etc. It enables you to export it for viewing in Google Earth in 3D. Download GPSDump at; www.gethome.no/stein.sorensen Airtribune Live tracking For those who want quicker retrieves, get the Airtribune App for your Android smartphone. Airtribune will track your flight and let your retrieve driver look you up on their smartphone to see exactly where

28 A i r b o r n

The 2019 Cross-Country Championships Table so far...

Name

John Smith

Flight 1

Flight 2

Flight 3

Flight 4

173.9 109.7 92.2 64.8

Total kms 440.6

Bill Degen 83.8 59.3 48.2 47.1 238.4 Derek McKee 82.8 81.7 34.5 24.0 223.0 Geoff Christophers 93.8 79.6 173.5 Rick Hawkeswood

111.5

25.3

20.5

157.3

Steven Blackler 80.3 35.1 34.1 149.4 Tom Mulder

33.6

20.9

105.2

Brian Russell

100.4

28.7

22.0

100.4

Tom Kellner 64.0 34.3 98.4 Gavin Tweedie 64.4 21.1 85.5 Rod Stuart 33.1 19.3 11.0 63.4 Marty Smith 15.9 14.2 13.5 43.6 Stephen Fergusson 15.2 10.5 25.7 Pete Halliwell

17.7

4.4

22.1

Andre van der Elst

7.3

4.0

11.3

Dan Campbell

7.0 ** Class 2 (rigid wing), * Skyfloater

you are. It is limited to cell coverage but apparently satellite trackers like Spot work with it too. It’s easy on the phone battery but it still pays to have a backup battery as well.

Note that Airtribune doesn’t calculate FAI Open Distance from the 2 furtherest points of your flight.

You still need a tracklog for that as explained in the entry section.

The Apple IOS version is hasn’t been updated for a few years and currently only works at Airtribune contests.

Rules You must be a paid up NZHGPA member during all flights or you don’t score. Entries must be postmarked or emailed within 30 days of the flight or don’t score.

This helps ensure accuracy and prevents pilots holding back flights until the end, so we all to know how everyone’s doing.

Please DON’T phone, txt, or tell me in the pub, all entries must be in writing (email preferred) with all flight details (and GPS tracklog if using remote launch and/or landings), or do not score. Don’t assume that because someone else was there or you were in a competition that your flight has been entered. It is each pilots’ responsibility to declare and enter full details of their own flight entries.

Measure your flights in kilometres and 10ths of km, straight line from take-off to landing. Or for often a few more kms, optimised flight distances with a Remote Start and/or Remote Finish are welcome, if you send in a valid GPS tracklog.

Aerotow launched xc flights are permitted, but your release altitude must be less than 5% of the flight distance (current FAI ruling) or does not score. This prevents super high tows followed by a downwind glide from scoring against pilots thermalling for xc.

The flight scores from tow release position (not tow take-off) and verification can be witnessed by the tug pilot, or confirmed with known landmark photo or GPS tracklog.

Out & return, triangle or multiple turnpoint distances are not eligible, however if a enough pilots enter them, I’ll table them as well. Out & return and triangle flights often dont require the long pickups of the best xc

7.0

flights, so pilots can look at this option if drivers or time are a problem.

Note: If you don’t follow the rules by providing all relevant flight details, (including valid tracklog for remote start or finish flights) within 30 days of the flight, you DO NOT SCORE. GLIDER CLASSES Same as FAI rules. Flex wings including kingpostless gliders are Class 1. Rigid wings such as the Atos are Class 5 and Swifts are Class 2 or Class 5 without the pilot fairing.

If enough are entered, we have a special class for pilots flying skyfloater gliders such as such as the Fun, Falcon, Malibu etc. 30% double surface gliders such as Buzz, Gyro, Mars, Target, Ventura etc can be flown in this class too. As long as it has exposed crossbars.

Don’t forget to point it out on your entry if you have an exposed crossbar glider or rigid wing. You can enter in as many classes as you like. Skyfloater flights can be entered in a separate class and/or included in your Class 1 score, whichever you prefer.

Classes can be scored separately if multiple entries are received. Meanwhile they will appear in the table above.

Let me know if your flight is a site record too.

ONLINE RESULTS Results are posted as they come in at www.hgpg. co.nz and linked to the NZHGPA website at www. nzhgpa.org.nz/competitions/hg-competitions/hanggliding-cross-country-championships.

Online scoring? Not yet, but if you have a 3D GPS you can enter any of the online contests as well. If you do this, just let me know by emailing me a link to your online entry and I’ll copy the data to the NZ HG XC Champs. It should have all we need to enter your flight.

SEND YOUR ENTRY TO; aero@xtra.co.nz (Please write “XC Entry” in the header and please keep your entry separate from other emails) or post entries to; NZ Hang Gliding XC Champs, Bill Degen, 99A Panorama Road, Christchurch 8081

Updates at; www.hgpg.co.nz/nz-hg-xc-champs.html

Want a better mag?

Airborn needs your articles and photos. We’d like to read about your flights, frights, sites, experiences and techniques. Anything that’s of interest to pilots and educating or enthusing to pilots is especially welcome.

Airborn can’t afford to pay you but does post contributors a complimentary copy which you should receive a day or so before everyone else.

Just email your text to; aero@xtra.co.nz or put it on CD, DVD, Zip, Flash drive or even floppy disk. Most text programs such as Microsoft Word (Windows or Mac) are fine.

Photos in MS Word files reduces the resolution, so supply photo files separately.

If it’s not digital, clean laser or typed copy helps or if you hand write, please write neatly on one side of the paper only.

INCLUDE photos, of the people, place or gliders involved and even one of yourself to make the article more interesting. We now do everything in colour and with digital photo editing, it’s amazing what we can do to enhance ordinary snapshots. Black and white or colour prints are fine too. Digital images should be high resolution. I can help with emailing large files. Contact me if you want help.

Photos for the cover should be eye-catching, colourful, sharp, and high resolution.

You can also send transparencies or prints for scanning. Anything marked with a return address will be returned with your complimentary copy.

Help promote or make our sport safer, and Airborn will present your contribution in the best way possible.

NZHGPA BOOKROOM

Understanding the Sky by Dennis Pagen. Sport aviation weather and micrometeorology for hang glider, paraglider and microlight pilots. $60 PARAGLIDING, BEGINNER TO CROSS COUNTRY by Sollom Cook. From basic techniques to competition flying $25 NZ Hang Gliding Training Handbook Essential Beginner/ Novice instruction information for NZ hang gliding students learning to fly. $5 NZHGPA Aerotow Manual In depth detail of aerotow procedure as authorised by MAANZ and NZHGPA $15

NZHGPA Paragliding Tow Manual This manual outlines requirements and procedures for towing $15 NZHGPA Logbook With rating record $10 or $5 each for orders of 5 or more incl postage.

Check the NZHGPA web site for the latest special offers Postage and GST is included in price.

Please send your order with payment to;

NZHGPA BOOKROOM

Hang gliding, paragliding schools and instructors that you can contact for qualified flight instruction in New Zealand NORTHLAND HANG GLIDING Skywalk Guntram Gross, Herman Ahrens Phone: 09 436 0268 or 09 432 9333, 021 072 0357 Email: skywalk@igrin.co.nz PARAGLIDING Ferg’s Paragliding & Adventure Mike Ferguson Phone: 021 995 682 Email: fergsparaglidiing@gmail.com www. fergsparaglidiing.com AUCKLAND HANG GLIDING Aqua Air Adventure Paddy Monro Phone: 09 528 7594, 027 288 0193 Email: aquaair@ihug.co.nz www.gethigh.co.nz Sean Oliver Phone: 027 670 8301 Email: skyriderag@gmail.com FaceBook: @Skyrider PARAGLIDING SkyWings Paragliding Alan Hills Phone: 09 570 5757, 027 498 2345 Email: alan@skywings.co.nz www.skywings.co.nz Wings & Waves Paragliding and Kitesurfing Reuben Muir and Eva Keim Phone: 09 446 0020, 027 472 7013 Email: info@wingsandwaves.co.nz www.wingsandwaves.co.nz WAIKATO HANG GLIDING Sean Oliver Phone: 027 670 8301 Email: skyriderag@gmail.com FaceBook: @Skyrider PARAGLIDING Wings & Waves Paragliding and Kitesurfing Reuben Muir and Eva Keim Phone: 09 446 0020, 027 472 7013 Email: info@wingsandwaves.co.nz www.wingsandwaves.co.nz OMAHU, THAMES/PAEROA PARAGLIDING Bruce Vickerman Phone: 07 862 4919, 027 498 9941 Email: seehigh@slingshot.co.nz HAWKES BAY PARAGLIDING Airplay Paragliding School Barry Sayer, Phone: 027 451 2886 Email: barry@airplay.co.nz www.airplay.co.nz BAY OF PLENTY PARAGLIDING Kiwi-Air Mike & Aniko Phone: 07 929 5807, 021 104 6208 http://kiwi-air.co.nz Mount Paragliding Darrell Packe Phone: 027 249 2702 Email:darrellpacke@gmail.com WELLINGTON/WAIRARAPA HANG GLIDING Wellington Hang Gliding & Paragliding Club Grant Tatham Phone: 06 379 7322, 027 636 3491 Email: tathams@xtra.co.nz

Oceania Paragliding School Chris Connolly, Phone: 022 676 5599 Email; school@oceaniaparagliding. co.nz www.oceaniaparagliding.co.nz MARLBOROUGH PARAGLIDING High Adventure New Zealand Russell Read Phone: 027 448 0888 Email: russread@ihug.co.nz NELSON/TASMAN HANG GLIDING Nelson Hang Gliding Adventures Glenn Meadows Phone: 03 548 9151, 027 275 1022 Email: gmeadows@clear.net.nz www.flynelson.co.nz Tasman Sky Adventures Trevor Leighton Phone: 027 229 9693 Email: info@skyadventures.co.nz www.skyadventures.co.nz PARAGLIDING Nelson Paragliding Stew and Zanna Karstens Phone: 03 544 1182, 027 446 3930 Email: paragliding@xtra.co.nz www.nelsonparagliding.co.nz CHRISTCHURCH HANG GLIDING Canterbury Hang Gliding School Bill Degen Phone: 03 326 6411, 021 247 2676 Email: aero@xtra.co.nz www.hgpg.co.nz PARAGLIDING Cloudbase Paragliding Grey Hamilton Phone: 027 532 4874 Email: cbparagliding@gmail.com www.cloudbaseparagliding.co.nz ParaPro (Paragliding & Powered Paragliding) Dave Dennis Phone: 03 328 8255, 0508 548 323 Email: info@parapro.co.nz www.parapro.co.nz WANAKA PARAGLIDING Paraventures Paragliding School Mark Hardman Phone: 0800 FLYSOLO (0800 359 765), 021 809 275 Email: info@paraventures.co.nz QUEENSTOWN PARAGLIDING Infinity Paragliding School Alan Swann & Blake Round Phone: 021 0228 2939 or 027 367 7679 Email: info@infinityparagliding.co.nz www.infinityparagliding.co.nz Extreme Air Hang Gliding & Paragliding School & Tandems Lisa Bradley Phone: 021 156 3256 or +61 45 728 7200 Email: lisa@extremeair.co.nz www.extremeair.co.nz DUNEDIN PARAGLIDING Dunedin Paragliding & Hang Gliding School Lisa Bradley Phone: 021 156 3256 Email: lisa@extremeair.co.nz www.extremeair.co.nz

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29

Photos: Neil Brown, Ross Gray

Evan Lamberton, 35A Manly Esplanade, Browns Bay, North Shore City 0630 Ph 09 478 0063, 021 407833 ceo@nzhgpa.org.nz

Learn to Fly

■ Paid up NZHGPA members may run one advertisement per classification for free in each issue ■ Please email or post your advertisement to the editor, quoting your NZHGPA PIN number ■ Commercial operators, dealers, and non-members must enclose payment of $0.50c per word with their advertisement ■ Advertisements are deleted for next issue unless repeat request received ■ include your email address for the online issue ■ Buyers are advised that all used hang gliders and paragliders should have a NEW fitness check (WOF) when sold ■ It is dangerous to fly a glider or with equipment that is above your rated ability ■ 1991 Rumour 14.5m, Intermediate/advanced double surface. Airframe and sail in good condition, has Insignia cloth repairs to its leading edge mylar due to delamination. Spare upright, test flown, WOF, $1500. email - skyriderag@gmail.com, phone 027 670 8301 SKYFLOATERS; New and used; Fun, Falcon, fully strip checked, test flown and trimmed, tradeins wanted, contact Bill at 03 326-6411 or aero@xtra.co.nz MOYES Litesport 4 (149 sq ft) for sale. DOM 2004. Airframe really good but sail is worn but serviceable. Mainly white sail with kevlar leading and trailing edge. White and mid blue lower surface. Recently purchased but too small for me. Comes with manual, batten profiles and spare uprights. Will be sold with new WOF. $1200. Contact John King at jonstoys53@yahoo.co.nz RESERVE PARACHUTES RANGE of reserve parachutes for hang gliding and paragliding including the tried and trusted Revolution, Second Chance and now the compact DiamondCross in optional steerable PG versions and HG versions. Bridles, Front containers, Maillons, Swivels, Hook knives etc, in stock at HG & PG Supplies, Phone 021 247 2676 or email aero@xtra.co.nz REVOLUTION paragliding parachute. Perfect as new condition. For weight up to 120kg, never deployed, just inspected and packed. Can convert to HG model with addition of 6m bridle option. Phone 021 247 2676 or email aero@xtra.co.nz INSTRUMENTS AIRCOTEC XCT Dual. Great reliable GPS alti vario instrument, Limited supply at big discount. Info at http://www.aircotec.com/cms/front_content.php?idcat=37 Phone 021 2472676 or email aero@xtra.co.nz ACCESSORIES Helmets, No Limit (visor option), Insider, Loop (visor option), Breeze (adjustable size), a range of colours & sizes in stock, phone 021 247 2676 email aero@xtra.co.nz EMPLOYMENT CORONET Peak Tandems Ltd, Queenstown, are looking for tandem hang gliding and paragliding pilots. Call 021 220 5932 SKYTREK Tandems Ltd, Queenstown, are seeking tandem hang gliding and paragliding pilots to join our growing tourism business. Please call Ian on 027 4301 741 or email ian@skytrek.co.nz INSTRUCTION HANG Gliding/Skyfloating. Experienced instruction in Christchurch using the latest skyfloater hang gliders and equipment, Phone Bill 021 247 2676, 03 326 6411 a.h., email aero@xtra. co.nz and www.hgpg.co.nz

Keep in touch with the NZ hang gliding and paragliding scene, the latest developments, events, new and used equipment...

M a g a z i n e All hang glider and paraglider pilots in NZ are required by law to be members, and receive Airborn magazine as part of their membership but non flyers and overseas pilots are welcome to subscribe.

For Airborn SUBSCRIPTIONS please contact; NZHGPA Administrator, 46 Quail Rise, Stoke, Nelson 7011, New Zealand

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A4 size issues $4.- each Feb/Mar/Apr May/Jun/Jul Aug/Sep/Oct Nov/Dec/Jan 2019 issue numbers 209 210 211 212 2018 issue numbers 205 206 207 208 2017 issue numbers 201 202 203 204 2016 issue numbers 197 198 199 200 2015 issue numbers 193 194 195 196 2014 issue numbers 189 190 191 192 2013 issue numbers 185 186 187 188 2012 issue numbers - - 183 184 2011 issue numbers 179 180 181 182 2010 issue numbers 175 176 177 178 2009 issue numbers 171 172 173 174

Feb/Mar Apr/May Jun/Jul Aug/Sep Oct/Nov Dec/Jan 2008 issue numbers 165 166 167 168 169 170 2007 issue numbers 159 - 161 162 163 164 2006 issue numbers 153 - 155 156 - 158 2005 issue numbers 147 148 149 150 151 152 2004 issue numbers 141 142 143 144 145 2003 issue numbers 135 - 137 138 139 140 2002 issue numbers 129 130 131 132 133 134 2001 issue numbers 123 124 125 126 127 128 2000 issue numbers 117 118 119 120 121 122 1999 issue numbers - - 113 - - 1998 issue numbers 105 106 107 108 109 110 1997 issue numbers 99 100 101 - 103 104 1996 issue numbers 93 94 95 96 97 98 1995 issue numbers - - - - - 1994 issue numbers 81 82 83 84 85 86 1993 issue numbers - 76 - 78 79 80 1992 issue numbers 69 70 71 72 73 74 A5 Issues below $1.- each (Prior to issue 69 all are the smaller A5 format) 1991 issue numbers 63 64 65 66 67 68 1990 issue numbers - 58 59 60 61 62 1989 issue numbers 51 52 53 - 55 56 1988 issue numbers 45 46 - - 49 50

For Back Issues; send your order with payment to; Airborn Back Issues, 99A Panorama Road, Christchurch 8081, NZ

30 A i r b o r n

- Sorry issues marked with this symbol are no longer available

PARAGLIDERS PHI Gliders - www.phi-air.com - the revolution continues. Hannes Papesh and Mike Kung create the latest revelations in gliders - Maestro new high B is here. Symphonia - high B performance certified EN A. Also, the EN A Sonata and light weight Viola. Tenor and Tenor light, class B gliders with better than class performance and handling. Exclusively from SkyWings - email alan@skywings.co.nz PHI SONATA 12 & lightweight version Viola are proving to be our new best miniwings - lots of sizes, unbeatable flight qualities - check our website and contact us for special introductory offers - alan@skywings.co.nz or www.skywings.co.nz MAESTRO is out - the PHI Maestro from Hannes Papesh is here and leads the high B class.

Finally a perfect handling feel and C performance is available in the B class - exceeding all expectations - ask anyone who is flying one - contact SkyWings for unbeatable introductory prices - alan@skywings.co.nz NOVA Paragliders - www.nova.eu - exclusively by SkyWings - www.skywings.co.nz - email alan@skywings.co.nz SPEEDFLYING specialists - and dozens of great XC wings - happy to trade - all kinds of harnesses in stock as well - www.skywings.co.nz or alan@skywings.co.nz MOTOR Paragliding PARAMOTORING - exclusive Miniplane and PAP motors - SkyWings for courses and equipment - www.skywings.co.nz or alan@skywings.co.nz HANG GLIDERS T2C 144; fully optioned, with transparent Technora upper and lower sail, speed battens, raked tips, black uprights, faired carbon keel stinger, keel fairing etc. Choice of carbon or alloy aero speedbar. First placed at 2019 Omarama XC Classic. Flys great and in excellent condition with low hours. Never had a bad landing. Review and pix at www.hgpg.co.nz/page/458644 Phone 021 247 2676 or email aero@xtra.co.nz KIWI 170 mint/new condition. Manufactured mid 90’s unused. Test flown - Good Nov/Intermediate first 70% double surface lower aspect ratio glider, No VG new WOF, $2000. email - skyriderag@gmail.com RX3 for sale. Carbon & Zoom frame. Very low hours sail. It’s the second sail on the frame. Light green front, dark green strip & teal back. Code zero swish sail, can be checked with Moyes.

Glider is currently in Newcastle Australia, can be brought back to NZ for costs. $6,500 ono.

Phone Tish 021 280 241 email tishtheflyingfish@gmail.com U2 160. Dacron sail, Mylar/Hydranet LE/TE, speed battens and raked tips. 2012, great condition, has flown approx 300 hours. email - skyriderag@gmail.com, phone 027 670 8301 KIWI Flyer 170, US 6061 tubing, low hours, great condition, phone 021 247 2676 email aero@ xtra.co.nz AEROS Combat L12 09 with tail, (can be flown with or without) 30 or so hours in very good condition, all white undersurface with see through top surface, 2 speedbars, 1 round with wheels and 1 alloy aerofoil, 2 spare uprights, goes like a cut cat!. $3000 or swap for skyfloater. Phone 021 220 8302, ashswin556@gmail.com

FLIGHT PIX

Seen flying at Taylors Mistake on Xmas Day, the ‘Renegade Elf’ takes his traditional flight break from festivities with his ‘outlaws’. Of course the aerodynamic helmet fairing must improve performance... Photo by Steve Nolan

THE COUNTRY CODE We are all dependent on good relations with the farmers who own the land we fly from. Here are some guidelines to ensure that you and other pilots will be able to continue to fly.

ALWAYS CHECK with local pilots before flying at new sites.

ALWAYS ask permission to fly unless you are absolutely certain that the owner allows use of the site without asking.

CHECK AGAIN at Springtime as most farms have pregnant and newborn stock that can easily be frightened and injured.

DO NOT show displeasure or abuse an owner if permission is refused.

This could hamper getting permission in the future.

ALWAYS GET PERMISSION to take a vehicle onto a property. Ensure that vehicles without gliders are not taken onto the property. Put all gliders on one car rather than have a convoy crossing the property.

If stock is near, drive slowly.

LEAVE GATES as you find them, gates may be closed to keep stock in or open to allow stock to feed. Ensure that all pilots and drivers understand.

USE STILES and gates where ever possible, if you must cross a fence,

cross at a post or strainer post.

AVOID hay standing or cut unless permission has been given to cross it.

AVOID landing in paddocks containing crops or stock. Carefully move off crops to avoid damage.

DO NOT LIGHT FIRES at any time.

DO NOT SMOKE during fire risk times.

DO NOT TAKE DOGS onto any farm or property.

DO NOT disturb plants or machinery, move around it.

LEAVE NO RUBBISH.

Everything you need • Ready to fly – no setup • Extremely responsive & accurate Vario assisted by inertial sensors • Sunlight readable LCD with Touch panel optimised for gloves • Long lasting battery with quick charger • Vector maps for the whole world pre-installed (towns, roads, rivers, lakes etc.)

• Airspace files for most of the world pre-installed and updated • Software fully supports Competition and XC Pilots • Barometric and GPS altimeters • Easy and free software updates • In-flight FAI Triangle Assistant • Customizable data fields • Multiple wing profiles • Thermal Assistant • Wind Assistant • IGC tracklogs

FLARM and FANET now available New BLADE HG version with airspeed pitot

• Lightweight • Perfect size • Available in Full or upgradeable Basic versions • And more…

www.naviter.com/oudie-4 http://www.naviter.com/oudie-4/ aero@xtra.co.nz aero@xtra.co.nz

03 326 6411 021 247 2676

nzparagliding.com Email info@skywings.co.nz - Ph 0274 98 2345

PHI Maestro

Exclusively from SkyWings

The new leading high B! The MAESTRO is the much awaited comeback of Hannes Papesh in the High B class.This wing exceeds the very high expectations.

PHI

phi-air.com

New Brand - Dream Team Hannes Papesh - world top designer Mike Kung - world top test pilot and their team are shattering everything with their new range of revolutionery gliders

Symphonia - high A Sonata- A Viola - A Tenor - B Tenor Light -B Maestro - New high B

PHI SYMPHONIA - EN A

New Class Of Glider Super high A. EN A safety with mid to high B performance, and best handling.

PARAMOTORING SPECIALISTS Miniplane - under 20kgs NZ’s most popular motor

PAP - Exclusively from 27 years motoring & teaching. Our level of SkyWings experience means everything when you learn to motor www.papteam.com www.miniplane.net

MINIWING SPECIALISTS Half the size, twice the fun!

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HARNESSES: - SUPAIR - NOVA