Airborn #221 February 2022

Issue 221; February, March, April 2022

Flying with Eagles Southern Fun Meet Windward & Leeside Thermals Advancing Pilots Perspective 7.50 Including GST

$

9 771170 992006

HANG GLIDING & PARAGLIDING

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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; Mike Ferguson.......................021 995 682 Sec/Treas; Guntram Gross...........021 072 0357 HGSO & Sites; Bernie Massey.....021 244 4405 PGSO; Wolfgang Harder..............021 112 3597 Auckland HGPC PO Box 47813 Ponsonby, Auckland 1144 Email: info@cloudbase.org.nz www.cloudbase.org.nz Pres: Nick Read.............022 264 6425 Sec: Stefan Sebregts........027 225 2255

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.

TARANAKI FREE FLYERS C/- John Morgan New Plymouth Pres, Airsp, Sec/Treas, PGSO; John Morgan ...................................................... 021 726 183 HGSO; Dave Austin....................021 0283 6797 BAY OF PLENTY H.G.P.C. C/- Neville Goodwin, 304b Papamoa Beach Road, Papamoa Beach, Papamoa, 3118 Email: bophangparaclub@gmail.com www.facebook.com/BOPHangGlidingParagliding Pres: Kevin Wylie..........................027 321 1107 Sec: Neville Goodwin.......................... 027 465 3637 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

Treas: Malcolm Dawson.......021 052 1568 HGSO: John Burton...........027 420 4094 PGSO: Jeremy Watts..........021 611 089 PPG: Glen Ogilvie...........021 684 146 Sean Oliver HG instruction..027 670 8301 Skywings Paragliding........027 498 2345 Wings and Waves Paragliding.09 446 0020 WAIKATO H.G.P.C. Inc. 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

22 Mangarau Crescent, Havelock North 4130 Email: hbhgpc@gmail.com www.soarhawkesbay.co.nz Pres, Ken Beach ..........................021 191 6388 Treas: Nick Webster .....................027 494 9032 Sec; Jonathan McIlvenny.............021 133 7019 PGSO: Shane Davies ..................027 870 6000 HGSO: Ross MacKay...................027 285 4195 Sites; Bex Rae ..............................021 605 204 Airsp: Shaun Gilbert.....................022 477 8804

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

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

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 Pres; Nina Harrap........................027 844 3904 Sec: Nico San...............................021 052 7250 Treas: Kat Cerna.........................021 0291 0851 PGSO: Benjamin Kellet................021 232 7217 HGSO: Pete Helliwell .................021 0284 5170 Sites: ...................................... see Nico or Nina IT/Web: Daniel Diaz Rizo....................................

Airsp: ..................................... see Nico or Nina Wanaka; Doug Patterson ..................................

Jesse Dhue...................................022 310 2931 Craig Smith...................................027 343 3537 Louis Tapper.......................................................

Coronet Peak Tandem PG & HG..0800 467 325 G Force Tandem Paragliding..........03 441 8581 Infinity Paragliding School..............021 981 855 Skytrek Hang Gliding & Paragliding.0800 759 873 Paraventures Paragliding...............021 809 275

Photo: Uncredited, from the NZHGPA Photo and Video Archive

HAWKES BAY H.G.P.C. Inc.

MARLBOROUGH H.G.P.C. C/- Cody Pickles 1188 Waihopai Valley Road, RD 6, Blenheim Email: codypicklesj@gmail.com Pres: Daniel Francis .....................027 823 7292 Sec: Cody Pickles ........................027491 2730 Treas: Lindsay Smith....................027 850 6368 PGSO: Julie Bousquet.................027 340 0718 HGSO: John Urlich..03 5771024, 027 302 5629 Overall Site Manager; Mark Davies.021 0273 3977 Airsp: Daniel Francis.....................027 823 7292

CANTERBURY H.G.P.C. Inc. C/- Paul Conaghan 34 Mounter Ave Christchurch 8051 Email: exec@chgpc.org.nz www.chgpc.org.nz Pres: Colin Hogg..........................021 249 9599 Sec/Treas; Paul Conaghan ..........022 414 7377 PGSO; Stuart Mackintosh..........020 4021 3344 HGSO; Warren Simonsen.............021 183 2126 Sites PG; Ondrej Wieden............020 4158 8152 Sites HG; Adriel Kind....................027 964 5397 Website; Stephen O’Shaughnessy.03 326 7373 Airsp; Jean Brossard....................021 143 9993 Canty HG School; Bill Degen.......021 247 2676 Chch Para.....................................022 045 7254 Cloudbase Paragliding.................027 532 4874 Nimbus Paragliding......................027 432 4874 ParaPro.........................................0800 548 323

Hang glider coastal soaring

C/- Ian Manton

WELLINGTON H.G.P.C. PO Box 9824 Marion Square Wellington 6141 www.whgpc.nz Email: info@whgpc.org.nz Pres: Matthew Williams................027 552 5205 Sec/Treas: Grant Firth................... 021 422 698 HGSO: Grant Tatham...................027 636 3491 PGSO: Irwin Imhoff........................ 22 087 2173 Airsp: Ian Miller ............................022 176 8205 Comms; Warren Fitzgerald..........027 511 1599

TASMAN H.G.P.C. C/- Frog Twissell 186A Nile Street, Nelson 7010 Email: thgpgclub@gmail.com 021 272 3236 Pres; Peter Allison ...........................021 350 066 Sec; Frog Twissell.........................021 228 2121 Treas; Brian Erasmus ...................021 384 4464 PGSO; Saxby Thorndyke.............027 606 8669 HGSO; Mark Patton.......................021 619 279 Airsp; Claus Petry.........................021 250 4836 Sites; Kevin Rooke.........................021 762 769 Nelson Paragliding.........................03 544 1182 Hang Gliding NZ.............................021 762 769

ISSN 1170-9928

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Magazine of the NEW Zealand Hang Gliding & Paragliding Assn. Inc. Published every three months for hang gliding and paragliding enthusiasts in

N.Z.H.G.P.A. INC., C/- PO Box 131, Matamata 3440, New Zealand www.nzhgpa.org.nz

Administrator

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

New Zealand and abroad ● Subscription is by membership of NZHGPA (a

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flyer and foreign subscriptions please contact the NZHGPA Administrator for

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President

Duncan Macnab, 027 624 6434, president@nzhgpa.org.nz Ian Manton, 027 546 2832, vice-president@nzhgpa.org.nz

EXECUTIVE COMMITTEE

Duncan Macnab, 027 624 6434, president@nzhgpa.org.nz Ian Manton, 027 546 2832, ian@imatecsolutions.co.nz Carlos Palmer, 027 487 7654, ths_master@hotmail.com Kyla MacDonald 021 056 2320, kylamacdonald@gmail.com Blake Round, 027 367 7679, blake.round@gmail.com Kevin McManus 021 134 0463, kamdfc@gmail.com Erica Caro, eerieka@gmail.com Pete Helliwel, 021 0284-5170, pete.helliwell@sky.com

Operations TEAM Chief Executive Officer

Nick Taber, 021 420 742, ceo@nzhgpa.org.nz

Operations Manager

Carlos Palmer, 027 487 7654, operations@nzhgpa.org.nz

Training Manager

Blake Round, 027 367 7679, training@nzhgpa.org.nz

Internal Auditor

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

National Safety Officer

Nina Harrap, 027 844 3904, safety@nzhgpa.org.nz

National Airspace Officer

Rhys Akers, 021 177 7563, airspace@nzhgpa.org.nz

Chief Medical Advisor

Vacant - C/o NZHGPA administrator, admin@nzhgpa.org.nz

Paragliding Competition Committee

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NZHGPA members, personal classified advertisements are free to current

members who quote their PIN number ● Classified advertisements are

Timothy Brown (Chair), 03 442 5319, 021 182 4243, NZHGPAPCC@googlegroups.com Dave Washer, Nina Harrap

Hang Gliding Competition Committee

Dennis Thorpe (Chair) 021 112 1622, Hgcc@nzhgpa.org.nz Matt Barlow, Tom Mulder

In This Issue...

automatically deleted after each publication, for repeats please re-send or

Southern Fun Paragliding Comp.................................................4

gliders and paragliders must state certification status and meet our standard

The Advancing Intermediate.....................................................10

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A Less Experienced Pilot at the Southern Fun..........................8 Flight of the Eagles.....................................................................12 Understanding RASP; Archives.................................................14 Windward & Leeward Thermals................................................16 Executive Reports......................................................................20 Protecting Our Sites...................................................................21 Cross Country Championship Tables.............................. 22 & 24 Safety Checks.............................................................................25 Classified Advertisements.........................................................26 FRONT COVER: Flying at Treble Cone during the Southern Fun Meet.

Photo; Elisabete Varava

Next issue deadline: 30 March 2022 A

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NZ Southern Fun 2021 Par T

he Christmas New Year period is a busy time for Louis Tapper and I as our, what’s becoming a ‘must do’ on the paragliding comps calendar, the NZ Southern Fun Paragliding Competition, has just been successfully completed.

We were greatly assisted by Doug Patterson who had been working hard to keep the sites in order and the landowners and other airspace users informed and this year, in order to accrue maximum points we elected for a 4 day competition from the 27th December and the ‘weather – gods’ played ball too after a bit of an ‘iffy’ forecast.

COVID protocols complicated the organisation somewhat especially after the ‘traffic-light’ system was introduced in early December. It was decided to keep the competition open for all members and we were ably assisted by the hang gliding fraternity who put a Covid operation template together that we could copy. Quite a stressful time.

The first safety brief was organised to be held outside and on the evening of the 26th it became apparent that Coronet Peak was offering the best chance of a first task and even that was a bit ‘iffy’, so everyone met outdoors, at the Flight Park, on Malaghans Road. This brief was preceded by a smaller presentation to the novice pilots so that they were able to get a heads-up on how to conduct a competition and especially to ensure they were able to load and program their instruments.

Even though cloud hung low over the Peak it was decided that we should all go to Rocky Gully for a brief and wait to see how the forecast clearing weather would develop. It was a slow start. Sort of nice really.

To alleviate crowding, pilots were permitted to walk up the ski-lift track if they so chose. We didn’t expect them to go so far!

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A task was set and a brief conducted (with a radio as well and a photo of the task board sent out) but the conditions were such that if you took off early it really looked like you’d pretty much do a ‘sleddy’. We waited.

A local free-flyer pilot, Ben Kellett, showed us what could be done.

The start race time was set for 3pm and most pilots got airborne within a short time before that.

The air was surprisingly buoyant

and the race was on with a whole bunch of ‘Forestry block’ Trig and back to the access road ‘zig-zags’ passes with a few ‘out-to-Malaghans Road’ challenges to keep us busy.

In all 43 pilots and 25km. Everyone safe and sound. What a great a day after such a grey start.

Competitions often ensure you fly on days that one normally wouldn’t think were flyable.

Task 2 was at Treble Cone. It was

Above; Flying towards Hawea Photo; Elizabete Varava

Right; Hawea corner peak aerial Photo; Doug Patterson

Below; Safety briefing at Coronet Peak Photo; by Chris Connolly

ragliding Competition cold and the cloud again low over launch but it was clearer to the north and east. The task committee (Louis, Aaron and Doug) worked away in the back of Louis’s car to come up with a 59km task which had an interesting 7km out and back before the end of speed section. The usual start near End Peak with a run then north up the valley a way towards Niger then back and across towards Cattle Flat and back to the main range. Then off to End Peak across to Mt Roy, Hillend, Mt Maude (with an entry/ exit cylinder) to land at Lake Hawea for a BBQ in Josh Douglas’ shed.

There was some pretty serious convergence with up to 7m/s in a straight-line climb over Mt Maude and the tail-enders had to contend with a southerly change coming in on landing. As usual, some pilots had joined the competition late which meant that now 51 pilots had signed in for the task. Louis Tapper took the day in 2:08 minutes. Sanae Noguchi on a Mentor 5 was the star of the day coming into goal for her first time in competition. David Chen on an Advance Xi, a new pilot to competition, also excelled by making goal on his first competition task but he had jumped the gun and was penalized over 300 points.

The next day, the competitors congregated at the base of Long Gully for an early brief before heading up to the top launch. It’s always a bit agricultural up there and the wind was light from the east which meant an early launch was not possible (unless you were really keen!) until the sun came around

onto the western face. Early morning over-development on course-line delayed proceedings and then after a little rain to the west, the sky settled down. Launches were slow and tricky. Quite a few pilots elected not to launch. Only about 30 pilots were able to make the start time at 3:15pm.

It was a pretty rough ride along the Hawea Range with some strong convergence along the way to the first turn-point a little before Corner Peak. The 60km course then had the pilots tracking back towards Grandview, across to Mt Maude and back to land by the ‘back-road’ at Grandview Station. Nine pilots got to goal but due to the late start of some, several pilots ran the clock out as the competition ended at 6pm.

Louis Tapper and Richard Castro sparred the whole course… neckand-neck, both accruing the same lead-out points. Almost everyone congregated at the Lake Hawea pub for a well-earned refreshment and score downloads.

The 30th was forecast to be way too windy and so it was. Day 4 was cancelled and almost everybody once again congregated at Glen Stevens’ home for a ‘horse-race’ review and prize giving.

Open Class winners were Louis Tapper, Richard Castro and Aaron

Right Upper; Coronet Peak Forestry Block transit Photo; Sanae Noguchi

Right; Task 2 - Goal at Hawea Photo; Louis Tapper

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Left; Early OD up course line Task 3 Photo; Christopher Cain

Chesterman. For the ladies it was Laetitia Bottollier, Sanae Noguchi and Jessica Green. This trio of belles also took out the same places for the Fun Class, Possibly a competition (anywhere) first and certainly of note to the FAI! Results can be found at: Highcloud scoring and a small blog with some great photos on Airtribune at: nzsouthernfun 2021 Another great competition, three good tasks over four days accruing over 2600 points.

Congratulations to those new pilots that have now flown their first competition. Well done and may there be many more. I was ably, and most gratefully, assisted in scoring by Kyla MacDonald and Johnny Hopper (both in Auckland).

The scorers added 10 new pilots to the NZPRS rankings. It was a challenging competition also for the more experienced. We all learnt a lot, even as organisers! Perhaps there will be some small changes to the rules, some tweaking, as a result.

Thank you to all the competitors,

Left; Timaru Creek aerial Photo; Doug Patterson

Lower left; Task 2 Flight Brief with Tim Photo; Elizabete Varava

Below; Task 3, Grey Hamilton gets ready Photo; Mal Haskins

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Above; Overall winners; Aaron Chesterman(3rd), Louis (1st) and Richard Castro (2nd) Photo; Doug Patterson

Prizes - Fun & Womens champs (Derek for Laetitia) Task 3 - TP1 to TP2

Photo; Mal Haskins

the assistants, the Task Committee, the Safety Committee and those that worked behind the scenes to make this, once again, one of

New Zealand’s premier paragliding competitions.

See you next year.

Tim Brown (Comp Director & PCC)

Below; Task 2, Over Pub Corner

Photo; Chris Cain

Photo;

Doug Patterson

Above; 1st female Laetitia Bottollier-Curtet Photo; Peter Groves

Below; Sports Class Winners: Doug Patterson (1st), Rob Hughes-Games (2nd) and Warwick Boustred (3rd) Photo; Doug Patterson

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A Less Experienced Pilots Perspectiv

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ask 2 at the recent Southern Fun competition was flight #1452 for me. After all these flights and having flown in many competitions I finally made it to goal. Yeh! This miracle started with getting 4 days off from work during the busiest time of the year. The early weather forecast wasn’t great but we ended up with three tasks at 3 different sites and 3 amazing flights.

I had tons of fun. The second day of the comp went extremely well. I can’t still believe it I made it to goal.

For the 59km task, the cloud base wasn’t too high and we had to do big crossings (one of them I have never managed to do before!). The first crossing I left End Peak lower than I wanted because of cloud base and I glided badly as usual! There were 5 of us scratching on arrival at Mid Pyramid. I don’t know how many times I have landed at Bike Glendhu but today was different.

A hawk came to say, “Hi” and guided me to a thermal. I followed it, it turned left so I turned left. I climbed with it then there I was!

7000ft, atop Roy’s Peak but there was another big crossing ahead. I have never managed to glide from Roy’s to Mt Maude but another miracle happened, I hit three good thermals on the way! It is normally a very difficult, long crossing but somehow it worked this time.

After that it was just easy. The sun was covered by clouds by the time I got to Mt Maude, but there was convergence as a southerly change pushed its way northward.

No turning, just hover straight below this cloud. I even had to pull big ears!

Then on the radio I heard from those that had landed: “Wind is coming, Don’t muck around!” as I was just about to muck around, and then, just like that, I was in goal.

I really have to say I was so lucky

but if I can pick couple things that I did differently this flight it was: I used more speed bar and turned tighter for coring. In the last few weeks before the comp, three experienced pilots told me the same thing: “Use more bar and turn tighter”. I did.

I’m very lucky to have helpful people around me. Louis and Doug have been mentoring pretty much since I started flying and also big thanks to Mark and Nico for answering my endless questions.

People think I’m a paragliding addict. ‘Yep’, I am and I am not the only one. One of the reasons keeping us entertained is that it is a never ending learning process.

Did you know that competition is the perfect place to learn? I will tell you why it is so good.

Paragliding is one of the very rare sports that you don’t need to be too good at flying to join competitions unless you really want to win. All you need is PG2 and motivation.

In the morning you will get weather briefings together. You don’t need to decide where to go because there is a task. You are not alone in the air.

Sometimes 50+ pilots around you.

You will get a lot of information during your flight by watching them. Let someone else find lift and just join them or let someone else get into a sink and you just avoid it. A pilot on your right is going up, a pilot on your left is going down. It is obvious which way you want to go. You just need to follow others but not chase them. A lot of Personal Best flight (PB’s) are made during competitions.

There must be reasons for it.

After flying we often end up at the nearest pub from goal. You enjoy cold beer and it normally turns as debriefing because everyone talks about their flights. If you are PG2, want to learn, sign up for the Southern Fun Comp next year or any other competition. I’d like to see

Left; Task 3, Over Grandview Photo; Chris Cain

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ve of the ‘Southern Fun’ Competition

By Sanae Noguchi

Left; Sanae arriving in goal - Task 2 Photo; Louis Tapper Right; Task 3 - Almost ready Photo; Mal Haskins

more low airtime pilots next year. It’s so much fun. You will love it.

The third task had pretty tricky conditions for me. Take-off was stressful and difficult. Active flying was necessary. I didn’t make it to goal but am I disappointed? NO! I took off safely and landed safely.

I flew with my friends in such a beautiful place. It’s so nice to see my usual flying friends out of our home site. The Orange Tonor, the Pink Alpina and Blue Epsilon, thanks for flying with me always.

For some people it is difficult to decide not to take off especially when a lot of people are in the air getting high and it looks like they’re having a great time but remember, if it is flyable but not enjoyable it’s not worth it. We must love it, have fun and most importantly be safe!

There were few of us who decided not to take off that day on Task 3.

Good on you. You made the right decision!

I would like everyone to have this card in their mind. You can pull this card whenever you have any doubt about the conditions. It’s free, it doesn’t expire, you can use it as many times as you want and no terms and conditions apply. You will not get judged. Well even if you did who cares? When this card is pulled you will miss a flight but this card will guarantee you hundreds and thousands of amazing flights in the future. Let’s not rush, don’t compare to others, learn slow and keep flying.

Postscript from the comp director: Sanae has been flying PG for 8 years. She finished second in the women’s category and also in the Fun Class. Sanae flies a High ‘B’ wing, the Nova Mentor 5 Light.

Upper Right; Task 2 Parawaiting at Treble Cone Photo; Chris Cain

Right; Task 3 - Parawaiting at Long Gully Photo; Chris Cain

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The Advancing Interm

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t had been a great season. I had pushed into the spring thermals early taking every opportunity I could to go flying.

I had 3 really good flights through the season of around 15-20km – all personal bests for me.

That set me up well for the Best Nationals Ever and I learned a top level coring technique from the NZ Number 1 that year Mr Ian Clark.

We were coming in to the tail end of the season with hot dry stable days. The Saturday of this weekend was average and no-one went out but a Paeroas mission was on for the Sunday.

The forecast wasn’t that good. It was quite windy and not the best lift forecast but I was still keen to cement what I had learned. I would be happy to get up and over the back to the Reporoa Pub. The regulars started arriving at the intersection.

We consolidated vehicles, sun screened up and up the hill we went. Conversations revolved around who was going to the Pub and the big boys deciding to set the Taupo Gliding Club as goal. Steve didn’t want a big day as he had an early start at work the next day.

The day was late and slow to start. The wind was fairly strong and not the ridge lift kind. Some early morning high cloud didn’t help. It took a while for the hill to start cycling and cycles were few and far between. Eventually it started picking up enough that the big boys started launching.

They struggled. No one was really getting much above the hill and their climbs were slow.

I waited a bit longer hoping for it to improve but the day was ticking on and it wasn’t getting better so eventually I got off. There were patches of lift but they weren’t lasting long and were a bit lumpy.

I picked the best thermal locations I could but was getting lower. Rick was on the radio, “hang in there Aaron,” but it was all a bit too late. I was on glide low along the range heading towards the bomb-out paddock milking every little blip I could along the way. I flew into a larger section of lift that I decided was large enough to explore.

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I did some figure 8s close in to the cliffs and slowly climbed higher and had some joy when I got back up above the ridge but it was still going, so I transitioned into 360s feeling for the best lift and when I was happy I was centered I used Ian’s technique to wind up tight in the stronger core. It powered up. I was getting some decent height.

Others below started flying towards my thermal!

As I went up past 4000ft I was very happy as I knew I was going to the Pub! It puttered out about 4800ft and off on glide I went.

I was about half way to the pub when I bumped another decent thermal. Why not, that’s what I came here for. I hooked in well and was climbing strongly again. I was concentrating hard and enjoying how well this was working for me when my airspace warning went off. Oh shoot! I’m up past 5000ft with a 5500 limit! Time to get out! I headed out and started pulling on the bar to get out of the lift quicker but I was still going up! I pulled the bar harder and harder but continued going up for another 500 meters – well outside the cloud above until my instrument warned me again, “Airspace violation!” Damnit! And then the lift stopped. A 23 foot breach...

But now I had a bigger problem. I’m at 5500 ft over the Pub. I can’t waste that! I decided to start heading south along the road below and see how far I could get. I wasn’t expecting much.

The forecast over the back was very average and the better route would have been along the Paeroa Range.

I found another thermal just before the river. It was another firm core and I was quickly climbing with some significant wind drift. The airspace limit was coming up again and I popped out at 5300ft back on glide. My relatively new instrument was telling me I needed to fly faster with the strong cross wind so I sped up.

I glided on over the Power Station. Wow! I’ve never been here! I’ve heard people talking about this place. I found another thermal here. It moved around a bit and got quite muddled at about 4000ft – possible two cores coming together,

but I persevered and eventually moved on again at 5200ft.

I was pulling on a bit of pace and flew through some disturbed air, possible lift nearby but didn’t think it worth stopping for. Gliding on, getting lower, starting to wish I had stopped and explored it... I was down to about 2000 ft AGL. The way ahead had lesser landing options. There was a good clean paddock nearby and I bumped some light lift. With a good escape option below, it let me relax and focus on finding the lift. I bumped around trying to center it and drifted about 500 meters downwind gaining nothing before it started powering up. It was tight, but it was strong. Very soon I was almost auto-thermalling in 700 up

mediate

By Aaron Darby and thinking what a good job I was doing! As I went up through 3500ft I saw a dust devil about 2km up the road – up to the same height as me!! I nervously looked around for dust with the knowledge I was probably flying in the same air.

Again, I had to pull out before 5500 so I didn’t breach airspace!

Decision time. The road I was following was veering west into wind and away from Taupo direction. I could see another road heading south in the distance slightly downwind of me so altered my flight path in that direction. There were some lovely blue thermal pools amongst forest below and I could smell them. Smell them?! There’s lift here somewhere! And back up I went...

I was on glide heading south. I could see the forest off to the East. I think Rangateiki is over that way. The holy grail of Paeroas flying.

There’s a good strong wind to help carry me in that direction. I’ve got very good strong high lift.

I wonder...? No! I don’t know where Rangateiki is, it’s too late in the day, there’s a large forest to cross over there, you’ll struggle to get picked up over that way because no one will know where you are. Leave it for another day.

Now I had a new problem. I’ve never been down here. I don’t know where the Taupo Gliding Club is either! Where am I going? I knew there was some airspace around Taupo town to stay out of. The lake and the township were starting to loom up ahead. Hmmm. There’s a race track down there with a nice field to land in the middle. What’s that orange thing beside it? Hmm that looks a little bit like a strip. Maybe that’s the Taupo Gliding Club?

That orange thing is a wind sock. I’ll land there.

It took me quite some time to get down. The sock switched around a bit and eventually I had to pick a landing direction and commit to it. I came in to a beautiful 2 step nil wind landing.

I wandered over to the nearby building. There was an old guy sitting on the porch there. Excuse me Sir is this the Taupo Gliding Club?

“Yes it is” Do you have beer?

“Yes come on in!”

Where is everybody else?

“What do you mean?”

Where are the other hang gliders? Have they already packed up and left?

“No other hang gliders have been here” Whaaaaaat?! Did no one else make it?! I checked my phone. Fraser is at the Reporoa pub asking where I am. I’m at the Gliding Club! Good he says.

Rick is on glide about 5 minutes out. Whaaat?!

I beat Rick here??!! I get my camera rolling for the evidence of me at the gliding club and Rick coming in second. No one else came...

It was dark when we passed back through Te Aroha town looking for food on the way home but most places were shut as it was so late. Some of us found a pub with the kitchen still open for a late burger but I had some trouble pushing food past my fat grin. And so much for Steve’s early night home.

Bring on the next Nationals! And Baz better get to Rangateiki soon before I beat him there. I know where it is now...

Launching at the Paeroas

A

Photo; Ross gray

i r b o r n

11

Back in the Day...

Flight of the Eagles

Mark Bailey in the Wellington HGPGC Newsletter in 2003 Crowned Eagle Photo; Derek Keats

I

turn gently in a smooth thermal, almost a kilometre above Africa’s Zambezi Valley.

Relaxed and settled back into my harness, the view is spectacular! Beneath a crystal blue sky the ragged escarpment runs eastward from Lake Kariba to Mozambique.

African villages are scattered across the valley floor. Small clusters of mud huts surrounded by mealie fields, hidden amongst the untouched bush of the lowveld. A culture as seemingly untouched as the flat valley floor itself.

The peaceful chirping of my vario is joined by a squawk. Glancing up from the view a Crowned Eagle greets me. He cruises in from the front, level with my wing, swoops around my left wingtip, and straight

Photo; Mark Bailey

12 A i r b o r n

into my wake. I laugh as he tumbles, chirping in surprise. Recovering, he glides around me, craning his neck almost to the point of dislocation as he inspects my glider.

There’s no sign of aggression, no hostility, just a natural curiosity. I keep leaned over in my harness letting the glider fly itself, giving all my attention to the eagle. He is huge, almost 2 meters across, his eyes sparkling as he checks me out.

Although his talons are tucked up, I can’t help but imagine the damage they would do to my glider should he put his mind to it. His interest is directed to my glider, a bright blue SKY LIFT, with a splash of fluorescent green.

Swinging in, he makes a mock attack on my wing, swooping up barely a meter from the leading edge.

Rolling away, he comes around again, squawking and playing, and joins into my thermal, sitting just off my left wingtip.

It’s a moment only dreamed of: Playing in the skies over Africa with a large bird of prey, accepted by natures best pilot. Unable to contain myself, I start whistling my happy thermal song. Instead of being insulted by my lack of musical ability, I am rewarded by the occasional chirping and squawking.

A dreamtime later the eagle cranks a left turn, as I continue thermalling right. Coming around again to face him I find that his attention has shifted. He swoops in aiming straight for me. The approach speed must be in the region of 70km/hrs.

Suddenly realising his miscalculation, the eagle pulls up from his dive in a poorly coordinated wing over, no more than a meter and

a half away from hitting me. Flinching and laughing, I realise that even the experts can balls it up! Disappearing over my wing, I assume that he has moved on.

I drag my attention back to my thermal; only to have it diverted again minutes later by a movement above

my right leading edge. Looking up I swear that I see him doing a barrel roll over my leading edge before diving away.

A barrel roll? Can they do that?

Maybe an illusion, but the memory of this flight will join my internal logbook of paragliding nirvanas.

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 or Flash drive (which can be returned). Most text programs such as Microsoft Word (Windows or Mac) are fine. Photos included in MS Word files have reduced resolution, so supply photo files separately. If it’s not digital, clean laser or typed copy 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.

New FAI/CiVL Pilot Ranking and Registration Portal

T

he FAI/CiVL introduced a new portal for viewing one’s competition rankings, their competition history and for creating new competitions.

With the new (Dec 1) FAI portal all new pilots (in fact all pilots, if they want to see their progress etc and create events etc on CiVL) must register and if they are new to the system they will be allocated a number which the scorer must then send with the results. Already ‘allocated’ pilots, once they’re registered, can just use their CiVL number on the ‘Rankings’ page to see all their stats. And more!

Previously, when a scorer sent the prescribed form to CiVL for registering and incorporating a competition’s results into the WPRS (World Rankings System) if someone was new and one hadn’t been allocated a CiVL number, the scorer would put 99999 and they (CiVL) would issue a new number, your ‘CiVL ID’.

When you have a CiVL ID any points you accrue in a Cat2/Cat1 comps (as long as you have a FAI NZ Sports licence attained when you apply for your annual NZHGPA renewal) will go toward the NZ country and World ranking (WPRS) (different from the NZ NZPRS system, though closely aligned).

The more NZ pilots that are registered and using the WPRS system, and the more comps they do, the better score NZ will have on the World Country rankings which will help our top pilots obtain a place on a world cup/championship competition circuit. So to be registered on WPRS helps everyone!

N

Now, new pilots must register on that portal and when they do they will be issued a CiVL number which they will use at all competitions and also useful for when one registers for comps on Airtribune.

Use the link below to register with CiVL. You can also see on that link all your previous comps, statistics and a bunch of other details.

You can register at anytime on the link below.

New pilots must go to: http://civlcomps.org/and register, get yourself a number and let your scorer know prior to the end of the competition. Older pilots, register and check it out.

- Tim Brown

UAE Dubai Hike and Fly

ick Neynens was one of a select few international athletes invited to fly in the United Arab Emirates Hike and Fly event in Dubai.

In the next issue we’ll see his report and spectacular flying photos in the city, desert and mountains.

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Understanding RASP RASP Archives

R

Part 7

By Sven Ericksen

The NZHGPA funds 50% of the costs of the NZ RASP website: http://rasp.nz. This is a regular series explaining how to interpret and use the different forecasts that are available.

eading the last issue of Airborn you scan through the list of cross country milestone flights, and you note that there are clusters of record breaking flights within a couple of days of each other.

Thermal Updraft Velocity forecast for 18 November 2021 at 3pm, showing thermals of up to 4m/s.

You wonder to yourself what were the weather conditions at that time that enabled these great flights.

Fortunately for you there is an archive of past forecasts on the RASP website (www.rasp.nz), so you can see what the conditions were and then try and figure out how to be there when those conditions are repeated.

Instead of yet more paragliding track-logs, below is an incredible hang gliding flight by John Smith on 18 November 2021 flights from Magic Mountain in Te Manahuna (Mackenzie Basin).

Flight detail John Smith · 18.11.2021 · 174.12 km triangle

You can find the archive link beneath the three most recent forecasted days on each of the four regional pages.

Previous articles in this series: https://tinyurl.com/RASPindex

Safety Checks (continued from page 25)

14 A i r b o r n

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Windward and Leeward Thermals

An extract from ‘Thermal Flying For Paraglider and Hang Glider Pilots’ by Burkhard Martens

W

hen flying in the mountains it is important to know where the wind is coming from, particularly when using thermals.

Normally we fly on the windward side, and if there’s no wind we aim for the sunny slopes.

On no-wind days the thermals are easy to centre; they don’t get torn apart by the wind and they don’t drift Windward side thermals are almost equally nice as long as the wind remains weak Lee thermals are generally turbulent and thus best avoided Leeward thermals in the Alps are either on the

Illustration 3.19 Thermal formation in calm air

16 A i r b o r n

3.20 Lee thermal development in Pustertal, Sillian, Austria. We recognise the situation by the big clouds being pushed into the valley from their point of origin on the higher slopes. The day was flyable, as the thermals coming up the face of the mountain were strong enough to override the wind from behind. The launch thus had wind coming up it, but it was turbulent and difficult flying. south side of ridges near the northern boundary or in the leeward side of local valley wind systems.

In the southern Alps the wind is generally local and south, since the mountains suck in so much air from the flatlands that the wind on the sunny south-facing slopes is almost always on. This means nice windward-side thermals!

In strong winds lee flying must be avoided altogether. It can be extremely turbulent and dangerous.

Standing on launch it is not always clear if the wind we’re feeling coming up the face is the ‘real’ macro-meteorological wind or just a thermal

Thermal coming off the windward side

EXPERIENCE Once while flying the Laber near Oberammergau in Germany I went into the well-known lee on the south side of the ridge. I was descending with a steady -9m/s and thinking I would surely have to land at the Ettal monastery when I hit the thermal coming off this monastery – from there I climbed out with a steady 6m/s thermal! This means that I went from –9m/s to +6m/s within a very short horizontal distance – a difference of 15m/s (3,000ft/min) or 54km/h! Since then I have always avoided getting low south of the Laber!

Thermal coming off the leeward side

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3.21 Goms, Valais, Switzerland. On this day the wind was far too strong for flying. Compare the cloud formation to the picture on the previous page. passing through, see illustration 3.22.

As a rule of thumb we can stipulate that in ‘real’ winds of up to 10km/h it is possible to use the thermal wind coming up the face to launch into, regardless of the wind direction. The thermals will generally not be too turbulent.

In stronger winds however, the leeside should be avoided altogether. In general paragliders cope well with turbulence, but we should take care to respect their limits (and ours too!). Deliberately flying in strong thermic leeside conditions with strong wind can create a problem.

Leeward side – flyable or not?

The road to heaven is paved with good intentions; and one of these is to not fly in lee. However, if we don’t find any lift on the windward side, maybe we’ll get lucky over on the leeward side?

To do this in relative safety we must understand that lee isn’t just lee. Illustration 3.23a depicts a lee situation on a stable day. It could be an autumn day in the north Alps, with high pressure and a strong inversion. The temperature hardly decreases with altitude, in this example only about 1°C per 1,000m, or a temperature gradient (see chapter 9) of 0.1°C/100m.

If the wind is on the face of the mountain it may still be soarable, and the air mass being pushed up over the mountain will still cool down dry-

adiabatically, i.e. with 1°C/100m (3°C/1,000ft).

Once the air mass reaches the top, parts of it will be 9°C colder than the surrounding air, and very much heavier. On the lee side of the mountain the cold, dense air rushes violently back down, causing extreme turbulence on its way. Flying here is not an option, even for pro’s.

To illustrate the violence of such a leeside air movement we only need to consider that thermals begin to rise by temperature differences of as little as 2°C – a thermal stemming from a temperature difference of 9°C would be very extreme indeed, probably showing climb rates well beyond 20m/s.

In illustration 3.23b, you see the same mountain, now surrounded by extremely unstable air where the temperature decreases dramatically with altitude. Again, air is being pushed up over the mountain by the wind and getting chilled dryadiabatically – but this time the temperature decrease just matches that of the surrounding air since the surrounding air is 11°C at ridge level, and the rising air mass has been cooled down to 10°C on its way up. It will still sink back down on the lee side, but with the low difference in temperature the movement will be much more benign. Anyone flying into this lee still needs to fly actively, but it is fully feasible and survivable, as opposed to the previous situation.

Both illustrations assume weak winds and are consciously drawn more extreme than reality would normally be, but the example serves the purpose of explaining the differences between leeside flying on stable and unstable days.

The examples dealt with the turbulence caused by the downrush of cold, dense air due to pressure differences. The turbulence caused by the wind flowing over the obstacle adds to the complexity of the picture but again we can assume that it is proportional to the wind strength.

Hint I consider leeside flying in moderate winds and unstable conditions to be fully doable by experienced pilots, but I personally still seek to avoid it. If I see that leeside flying is inevitable on a cross country flight, I try to balance the risks with the possible rewards.

Is the wind really not too strong? Is the air mass unstable? If I can say yes to these two, and there are emergency landings available I may decide to do it – but the landings are important because if I don’t find anything I’ll be on the ground soon due to the increased sink in the lee.

3.22 The sun is shining from the left (west, afternoon) but the ‘real’ wind is coming from the right (east). The sun causes big, strong thermals to flow up the west face, and it is easy to assume that all is well, if we are not observant.

But by watching the windsock for a bit longer the real wind direction should become apparent and warn us that we’re subject to lee thermal conditions.

St. André-les-Alpes, France.

18 A i r b o r n

3.23a In stable conditions the temperatures in the valley and around the peaks are almost equal. The air mass being pushed over the ridge by the wind is adiabatically cooled to a temperature much lower than the surrounding air. On the lee side the supercooled, dense air rushes down very violently.

3.23b The same mountain in unstable conditions. The air mass being pushed over the mountain decreases 1°C/100m, just as in the previous example, but this time the surrounding air is cooling almost as much with increasing altitude. Turbulence on the lee side remains within flyable limits.

Waves and flying in them Wave flying is really something that is best left to the sailplanes. Reichmann (see the literary references in the back of this book) has described wave flying in detail and reveals that sailplanes have reached altitudes of well over 10,000m in waves, flying at wind speeds of more than 100km/h (54kn)!

However some waves, appearing at far more reasonable wind strengths, can actually be flown by hang gliders and even paragliders.

In the weather forecasts for glider pilots the meteorologists frequently state things like “winds insufficient for wave formation” or “wave conditions setting up on the north side of the Alps”; when the latter is the case we should leave

Research into the formation of wave clouds has revealed that some or all of the following conditions are needed: Landscape • The lee side of the lee-triggering ridge should be steep • The entire mountain should be smooth • The ridge should be long to ensure that the air doesn’t flow around instead of over • The ridge should be oriented perpendicular to the wind • Downwind of the primary wave trigger, at a distance matching the wave amplitude, a secondary ridge should be found Weather • Stable air mass – thermal turbulence disrupts the wave formation • Wind strength at least 30km/h (16kn) • The wind direction should remain uniform all the way up to the top of the stable air mass The wind speed should increase with altitude 3.24 Evenly spaced and shaped, lenticular clouds are a sure sign of wave formation. They also indicate wind speeds way beyond what we normally should be flying in. the air to the sailplanes and stay at home! But a few waves, for example the so-called ‘Thüringer wave’ appear at wind speeds low enough for them to be flyable for us, and Chrigel Maurer from

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Switzerland flew a short XC in wave in 2004. The story is pretty amazing, as Chrigel was getting groundspeeds in excess of 100km/h (54 knots) during his flight.

A New Record

107.2 km from Mill Creek, Kinloch, northeast to near Makarora on 30-Nov-2021 A few days ago, I flew a line I have been dreaming about for a while.

It was even better than I imagined.

Taking off low beside lake Wakatipu,

scratching, then suddenly the climb is there! Straight in amongst the big mountains, with views of some of the most remote country in New

Zealand. Over Lake Unknown, through the Cascade Saddle. It was pretty special to share this moment with my mate Thomas and be able

to extend the NZ Womens distance record by a few more kms. Another flight I will not forget anytime soon!”

- Clem Cadario

A

i r b o r n

19

Executive Repor ts CEO Update - Accident & Incident Summaries Focus on pilot approach to a safe days flying

D

uring this reporting period from the 1 October until 31 December 2021, (3 month Period), there were 12 reported incidents or accidents of which 3 Occurrences have been chosen below to provoke further thought on how you as a pilot consider your Risk v Reward as you approach the hill for a days flying.

Weather and on site launch assessment continues to play a considerable part in a pilots decision to fly. Understanding the flying conditions before you launch is an important part of pilot safety and picking the day, not forcing the day can be the difference between an accident or a highly enjoyable flight.

Time constraints and a 1 hour window of opportunity from homelife or after work, can see pilots take short cuts through a determination to fly, often cemented by others on social media groups of all capabilities raving about a great day to fly (when often it looks marginal), and thus FOMO kicks in - Fear of Missing Out . First top tip; Approach the day with an attitude of I hope to fly not I am going to fly.

There has been a marked increase in weather stations across NZ flying sites, whilst these are useful as a snapshot for real time information, they are no substitute for weather forecasting, I highly recommend not relying on the group WhatsApp chat or a weather station reading from the comfort of your home 1 hour to 2 hours before you arrive on the hill to fly. Second top tip; As part of your flying routine, put time aside from the comfort of your home for weather forecasting.

Once on site take 5 minutes out to stand on launch and confirm your forecast and expectations, chat to other pilots also waiting to launch, check again before launch and once settled in the air, is the weather what you expected? Continue to monitor in flight and if it changes unexpectedly from the forecast or out of your comfort zone, consider landing and return safely to fly another day. One golden rule for XC, is to not go into the mountains on a strong growing wind forecast day, a forecast is just that a prediction into the future, the winds may come in earlier and stronger than forecast creating turbulence over spines or difficulty landing, at best a very unpleasant flight. Third top tip: Assess the weather on the hill before launching and monitor regularly during flight to confirm conditions are as expected from your days weather research.

Story about real pilots;

Winds came in stronger than expected over 50kph. I spoke to Pilot A and B after an accident that resulted in one pilot being blown down the range unable to penetrate forward to the official landing site and receiving a badly bruised back on an out landing and another pilot head first upside down 2m off the ground in a tree.

I asked Senior Pilot A after the accident; What weather forecasting did you do before your flight?

Answer; “I checked the weather station before I left home (1 hr before flight).”

Junior Pilot B; What weather forecasting did you check before your flight?

Answer; “None, I followed Pilot A.” Note; The weather forecast for the day on Metservice, Metvuw and NZ Rasp Map had predicted growing strong winds in the afternoon.

Weather sites; A list of some useful weather forecasting sites can be found at: www.nzhgpa. org.nz/Home/weather For interest the NZHGPA supports and contributes to the NZ Rasp Maps as a useful resource for our member pilots, helping you stay safe and fly further.

Selected Accident & Incident Summaries October/December 2021

All entries can be viewed on the NZHGPA Website at: www.nzhgpa.org.nz/safety

November 2021, Landing, Near Miss (incident), No Damage, Experience: 50 hours Took off from Lower Carpark (Coronet) with visible rain approaching in distance towards the West. Just before launch on TO I was checking the current wind reports around in the area and there were no obvious signs of any sudden wind increase. Also nor did I see any significant wind increase in forecast, although I did not check the OD forecast for this day. On TO I saw obvious OD clouds above Coro and out to the West approaching. There was a sunny gap over LZ and a bit further out so I took off at 16:47 thinking I have time before rain will approach the area.

As I took off air was lifty and I went on ears and bar straight away and continued throughout the flight. When I approached LZ wind did pick up significantly, area was already surrounded by approaching dark clouds and rain was visible minutes away. It was turbulent landing but landed safe around 17:04 when the rain induced gust was coming right through. Few minutes after heavy rain started. And at around 17:15 wind was gusting over 40km/h, reaching 50km/h a bit later. I definitely underestimated how quickly rain can approach and conditions change.

Also I did not consider rain induced gust effect before taking off as that was obvious sign in the distance I should not have ignored. This was a good lesson learned and reminder of how quickly conditions can change. It is not worth taking off knowing you’re on the edge to try an escape approaching deteriorating weather.

Pilot Comments; Consider if you should really go flying if you can clearly see rain approaching.

November 2021, Take off Incident, Damage to harness, Paraglider, Experience: 186 hours Turning left in strong thermal (4.5m/s indicated) when inside collapsed, provoking violent spiral controlled by brake input. LHS side reinflated provoking counterturn. Made counter brake input to prevent clockwise spiral. Wing surged in front due to SIV training (hands up). I dropped and wing recovered into parachutal stall - at which point I held brakes close to stall point and had orderly recovery. track log shows 37 m drop. 1 of the footplate cords (top right) broke during that sequence. Harness is , bought Jan 2020. Reporting damage to harness as an incident.

Pilot Comments: Consider not flying Southern Alps when rasp shows possible overdevelopment.

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It’s dynamic and challenging without suspect cumulo-nimbus about. Flybubble guidance on Chili 4 recommends SIV + minimum 50 hours per year for high EN-B. Make sure you fly a wing class matching your ability and annual hours December 2021, Take Off, Accident, No Injury, Paraglider, Experience: 40 hours Flight started with a bit bumpy air but otherwise nice thermic conditions. After 15mins I followed a curved spine that usually works well in NW to NNW. However that day the wind was W and at some point I found myself in the lee with sudden heavy rotor. Glider surged fast from left to right, which I was able to recover. But lost some height through this and found myself stuck in a tree within the next second. Had a somewhat safe position in the tree and informed pilots on the radio. Some very skilled fellow pilots identified my position and helped me lower myself out of the tree after some time with the help of ropes. Even the glider was recovered and at first glance and ground handling the next day doesn’t seem to have any damage (lines will be checked). I’m happy to walk away from this unscratched.

Pilot Comments: Clearly not thinking too much about what a slightly different wind direction does at a familiar site Always be sure of the true wind direction and accordingly visualise flow over landscape. That day I was happy to be in the air at a familiar site after many weeks of unflyable weather. Plenty of lift everywhere and so I was happy to go and explore, not thinking too much about the true wind direction and flew myself into a trap. I ground handle whenever I can. But one can always do more and I could have maybe recovered the glider a bit quicker. Also, leave yourself some good room (height) for error.

CEO Comments;

I am grateful to all those pilots who submitted to the NZHGPA Accident Incident Reporting System (AIRS), so that trends may be identified to help keep pilots safe. The new AIRS system is providing some fantastic pilot reflection, comments and feedback for us all to learn from, excellent reporting by those submitters - Thank you for your valuable contribution to the flying community.

Lets fly (after checking the weather :) - Nick

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;

Bluebridge Ferries continues to support NZHGPA members with fantastic discounted ferry prices and very generous booking terms from 1st November 2021 to 31 October 2022 • Flexible Booking - Fares are changeable and 100% refundable year-round, right up until 1 hour prior to sailing without any fees or penalties.

• Payment methods - At the time of booking include Credit card, Bank transfer and Afterpay.

How to Book Simply use promo code SAIL2GLIDE when you book at www.bluebridge.co.nz.Or quote the promo code when you call 0800 844 844. or Use the direct booking link; http://book. bluebridge.co.nz/BookingDetails?promo= SAIL2GLIDE then simply pop in the sailing day and click next.

The system will pre-populate the discount and display your negotiated pricing.

Please note: You must present proof of your NZHGPA membership when you check-in.

If not presented, the standard fare will be charged.

Check out other great NZHGPA membership benefits at: https://member.nzhgpa.org.nz/ membership-benefits Let’s fly, -Nick

Protecting Our Sites

By Dan Clearwater and Nick Taber

O

ne of the many important roles of the NZHGPA and the eleven affiliated clubs is to protect our flying sites.

The NZHGPA is taking a hard stance on those rights and as such collaborates with other organisations like the Federated Mountain Clubs (FMC) and has engaged specialist legal advice. Simply put; No Sites equals No Fly. Treble Cone Recently, the NZHGPA and Southern Club worked closely with the Federated Mountain Clubs of NZ to submit on the Treble Cone Ski field lease renewal.

Treble cone was purchased in 2018,

by Cardrona Alpine Resorts Limited (CARL). Their planning team have recently applied to renew and expand the existing DOC concession for another 30 years, which also includes an increase to the ski area boundary.

On the face of it, having a company with a 30 year plan to maintain a road that goes past the launch is a great thing for pilots. And we are all grateful for the really positive relationship that Southern Club has with the management team at Treble Cone.

However, many of the agreements about paragliding access are informal, relying on that goodwill. Who knows how these arrangements could change in years to come with new management or new owners.

Submitting in writing and speaking before the DOC Select Committee was an opportunity for the NZHGPA and the SHGPC to be formally acknowledged with a right to unrestricted access over the road and an easement to roam freely and fly from anywhere on the mountain that is public land. During the Public hearing, we were pleased that CARL showed a willingness to allow public access and find a way to remove the locked gate, a decision by DOC is expected in February 2022.

As well as advocating for free-flight access, FMC submitted in support of formalised foot access beyond the road into the Motatapu Conservation Area, both for trampers, ski-tourers

TC pic

Flying Treble Cone during the recent Southern Fun Comp and pilots hiking to alternative launches.

Thanks from all pilots to Nick Taber (NZHGPA), Doug Patterson (Southern Club), Jan Finlayson and Peter Wilson (FMC) for their work on this issue.

You can check out the detail if you like: • FMC’s Submission tinyurl.com/ Treblecone-submission • CARL’s concession application & all submissions received. tinyurl.com/ CARLapplication DOC Global Concession In other DOC related access news, the NZHGPA ‘Global Concession’ to formalise member pilots’ ability to take-off and land within public conservation land is still ongoing.

Long story short, the Conservation act says all ‘aircraft’ need a concession to take off or land on public conservation land. Clearly the law was written with helicopters in mind, and doesn’t consider the extremely minimal impact of paragliding and hang gliding.

The ‘global’ (NZ wide) concession project is a way to set this historic inconsistency straight, and ensure ongoing legitimacy of our sport on public conservation lands.

However, it’s a bit of a long game: we started in September 2017, and are doggedly keeping at it despite bureaucratic delays. The NZHGPA has engaged legal advice and is thankful for the services of Barrister Oliver Collettt-Moxon who is taking both the Minister of Conservation and DOC Senior Management to task.

Also an enormous thank you to the key FMC liaison person Peter Wilson for the relentless help and support.

The advice and support from FMC is

proving invaluable to the association.

Because NZHGPA is affiliated with FMC, all pilots are able to access FMC member benefits. Either ask NZHGPA for copies of Backcountry magazine a FMC discount card (50+ discounts including 30% off an annual Hut pass).

Or you can get both sent direct to you (D2U) for a small fee: www.fmc. org..nz/D2U Civil Aviation Bill The NZHGPA recently submitted on the Civil Aviation Bill, an overhaul of the Civil Aviation Act 1990, from which the flying rules like Hang Glider Rules CAR 106 and General Flight Rules CAR 91 are derived. Of importance when it comes to land access, is the way regulators like regional councils and DOC view HG/PG as aircraft.

These rules are often misunderstood

and/or the wrong rules applied. For example, regulators Often refer to rules relating to large aircraft requiring airfields that come under the Resource Management Act (RMA) with noise abatement requirements and so on.

The NZHGPA took legal advice and has requested at the heart of the Act, that flying sites be defined to mean; flying site means; an area on land or water that is used by hang gliders or paragliders to launch and/or land and is not an aerodrome: What is the significance? This new definition separates HG/PG from other forms of aviation, allowing land managers the option for appropriate decisions, without needing to comply with rules regarding airfields.

You can view the full submission at: tinyurl.com/CAbillsub

Bob Martin On 17 January Bob Martin died in a glider crash at Mt St Cuthbert, Omarama.

Bob was a youthful 72, he grew up in Essex, UK and studied in art school in London, but his adventurous personality led him to getting sponsored as a hang glider pilot in the UK, competing in British leagues. He was also a sponsored surfer. An accomplished artist, he designed book covers, digital illustrations and paintings.

He owned an art gallery in Gore for some time and did projects painting large scale Haast eagles.

In his 30’s he visited NZ meeting his first wife Anna and later had three children. Bob was one of the first pilots to fly full double surface gliders in NZ with a Southdown Sailwings Lightning at the Coronet Peak Nationals in 1981. He later teamed up with Graeme & Warren Bird’s Flight Sails to market the NZ built Shark hang glider. He still had his small sized Shark and recently talked of flying it again.

Bob took up gliding about 15 years ago, clocking up almost 1100 hours, becoming an experienced glider pilot. Daughter Sheena-Jayne said, “He had an amazing charisma and a way of connecting with everyone that he crossed paths with... everybody loved him.” A memorial service was held at the Omarama Gliding Club airfield.

Sources; ODT, Stuff, Facebook, B.Degen

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

April 1st 2021 to March 31st 2022 Top scores as shown on XContest in 2/2022 Total 796.49 p.

645.22 p.

547.10 p.

526.14 p.

496.15 p.

493.88 p.

450.09 p.

425.51 p.

422.57 p.

384.00 p.

372.80 p.

369.95 p.

367.69 p.

357.55 p.

354.32 p.

350.35 p.

343.74 p.

338.57 p.

333.85 p.

330.36 p.

Pilot, flight date/time Site Distance Points 21. stew karstens [nelpara] 1 14.01.22 10:05 Barnicoat 135.35 km 135.35 p.

2 02.01.22 12:47 Mt. Murchison 75.78 km 94.73 p.

3 28.09.21 11:51 Barnicoat 59.88 km 89.82 p.

22. Mark Macdonald [Brick] 1 05.01.22 12:42 Kaimai 74.52 km 111.78 p.

2 19.11.21 13:04 Kaimai 83.65 km 104.56 p.

3 26.11.21 12:20 Kaimai 61.17 km 91.76 p.

23. Laetitia Bottollier Curtet [letbot]♀ 1 05.01.22 13:57 Pakituhi 58.59 km 117.18 p.

2 30.11.21 12:09 Mt Maude 71.70 km 107.55 p.

3 01.12.21 15:14 Pakituhi 50.40 km 75.60 p.

24. Bradley Franks [BradleyFranks] 1 14.01.22 12:07 Breast Hill 112.70 km 140.88 p.

2 10.01.22 14:56 Coronet Peak 52.15 km 78.23 p.

3 24.01.22 14:49 Coronet Peak 71.23 km 71.23 p.

25. Nicolas Sand [Nicosan] 1 14.01.22 11:36 Treble Cone 82.64 km 165.28 p.

2 24.01.22 13:34 Coronet Peak 65.56 km 65.55 p.

3 12.05.21 11:56 Treble Cone 55.71 km 55.71 p.

26. Aaron Chesterman [azzasurfs] 1 21.01.22 10:30 Burma Road 45.80 km 91.60 p.

2 23.01.22 10:52 Burma Road 82.12 km 82.12 p.

3 15.01.22 12:07 Burma Road 40.44 km 80.88 p.

27. Sanae Noguchi [Sanae]♀ 1 31.01.22 12:24 Treble Cone 63.57 km 127.14 p.

2 06.11.21 12:19 Glenorchy 60.33 km 60.33 p.

3 28.12.21 12:30 Treble Cone 54.59 km 54.59 p.

28. Nick Taber [MACPARANZ] 1 04.01.22 11:38 Mt Robert 90.81 km 113.51 p.

2 02.01.22 12:59 Mt. Murchison 58.97 km 73.71 p.

3 15.10.21 12:20 Takaka Hill 38.58 km 38.58 p.

29. Chris Connolly [Infinity] 1 14.01.22 11:46 Coronet Peak 174.53 km 218.16 p.

30. Greg Allum [Gregnz] 1 15.01.22 11:59 Treble Cone 84.47 km 84.46 p.

2 14.01.22 11:51 Coronet Peak 69.86 km 69.86 p.

3 29.01.22 14:05 Takaka Hill 61.43 km 61.43 p.

31. Timothy Shoultz [timbob] 1 31.01.22 12:28 Lindis Pass 78.05 km 78.05 p.

2 14.01.22 12:03 Coronet Peak 74.57 km 74.57 p.

3 30.11.21 14:30 Coronet Peak 46.00 km 57.50 p.

32. Ross Gallagher [Redwings] 1 20.11.21 12:18 Paeroas 62.47 km 78.09 p.

2 29.01.22 13:41 Kaimai 36.89 km 73.78 p.

3 09.11.21 14:00 Kaimai 46.37 km 57.96 p.

33. Shaun Gilbert [q2qxc] 1 04.01.22 11:27 Te Mata Peak 58.22 km 72.78 p.

2 02.11.21 15:45 ?

71.87 km 71.87 p.

3 03.01.22 10:57 Te Mata Peak 40.79 km 50.99 p.

34. Irwin Imhoff [Ir-sports] 1 16.01.22 11:54 Long Spur 38.77 km 77.54 p.

2 22.01.22 13:53 Kourarau 39.91 km 59.87 p.

3 03.01.22 13:20 Long Spur 37.74 km 56.63 p.

35. Christopher Adams [Chrisa999] 1 29.11.21 12:57 Treble Cone 72.19 km 72.19 p.

2 30.11.21 12:06 Coronet Peak 51.27 km 64.09 p.

3 31.01.22 12:02 Treble Cone 35.37 km 53.06 p.

36. Rob Hughes-Games [robhughes-games] 1 14.01.22 10:49 ?

75.59 km 75.59 p.

2 29.12.21 14:57 Long Gully 57.74 km 57.74 p.

3 27.09.21 13:03 Treble Cone 55.38 km 55.38 p.

37. Blake Round [BlakeRound] 1 30.11.21 14:21 Coronet Peak 65.51 km 81.89 p.

2 14.09.21 12:14 Clyde 27.45 km 54.90 p.

3 15.09.21 12:31 Ahuriri Valley 48.61 km 48.61 p.

38. James Gibson [Jaims] 1 15.01.22 11:51 Mt. Cheeseman 42.62 km 85.24 p.

2 30.01.22 13:44 Mt. Cheeseman 38.92 km 58.38 p.

3 14.01.22 12:04 Mt. Cheeseman 40.65 km 40.65 p.

39. Jakub Krauz [jakub-krauz] 1 10.10.21 13:36 Long Spur 42.90 km 64.35 p.

2 24.11.21 11:46 Long Spur 39.49 km 59.24 p.

3 28.12.21 12:44 Treble Cone 54.28 km 54.28 p.

40. Andrew Herbert [AndrewHerbert] 1 11.01.22 15:47 Karioitahi 117.36 km 117.36 p.

2 23.01.22 13:05 Kaimai 34.03 km 42.54 p.

3 08.01.22 12:50 Kaimai 13.08 km 16.35 p.

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

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Total 319.90 p.

308.10 p.

300.33 p.

290.34 p.

286.54 p.

254.60 p.

242.06 p.

225.80 p.

218.16 p.

215.75 p.

210.12 p.

209.83 p.

195.64 p.

194.04 p.

189.34 p.

188.71 p.

185.40 p.

184.27 p.

177.87 p.

176.25 p.

Photo: Ross Gray

Pilot, flight date/time Site Distance Points 1. Louis Tapper [yakernz] 1 31.01.22 12:25 Long Gully 193.23 km 289.85 p.

2 05.11.21 11:37 Treble Cone 142.21 km 284.42 p.

3 24.12.21 13:24 Grandview 111.11 km 222.22 p.

2. Ben Kellett [benjamin.kellett] 1 30.11.21 10:44 Mt Prospect 144.19 km 288.38 p.

2 14.01.22 10:37 Dingle Saddle 133.75 km 200.63 p.

3 05.01.22 10:25 Coronet Peak 124.97 km 156.21 p.

3. Tomas Balik [Balda] 1 15.01.22 12:16 Coronet Peak 114.18 km 228.36 p.

2 31.01.22 12:02 ?

101.05 km 202.10 p.

3 30.11.21 12:46 Coronet Peak 116.64 km 116.64 p.

4. Glen Stevens [Glen_Stevens] 1 24.12.21 12:12 Coronet Peak 170.51 km 213.14 p.

2 30.11.21 10:53 Mt Prospect 117.97 km 176.96 p.

3 15.01.22 12:19 Corner Peak 90.69 km 136.04 p.

5. Thomas Rold [Thomasrold] 1 15.01.22 12:10 Coronet Peak 106.18 km 212.36 p.

2 31.01.22 12:06 Coronet Peak 74.90 km 149.80 p.

3 30.11.21 12:41 Kinloch 107.19 km 133.99 p.

6. Doug Patterson [dougpatterson] 1 14.01.22 11:06 Treble Cone 125.09 km 250.18 p.

2 31.01.22 12:01 Treble Cone 67.08 km 134.16 p.

3 30.11.21 11:52 Treble Cone 109.54 km 109.54 p.

7. Clemence Cadario [ClemC]♀ 1 15.01.22 12:26 Coronet Peak 103.33 km 206.66 p.

2 30.11.21 12:41 Kinloch 107.20 km 134.00 p.

3 14.01.22 12:09 Coronet Peak 72.95 km 109.43 p.

8. Jan Zimmermann [xcimax] 1 14.01.22 12:00 Coronet Peak 108.50 km 217.00 p.

2 06.11.21 12:52 Coronet Peak 109.19 km 109.18 p.

3 30.11.21 12:46 Coronet Peak 99.33 km 99.33 p.

9. Warrick Boustred [Waz24] 1 14.01.22 11:40 Treble Cone 100.23 km 200.46 p.

2 31.01.22 12:17 ?

103.16 km 128.95 p.

3 30.11.21 12:56 ?

74.53 km 93.16 p.

10. Peter Groves [PeteGroves] 1 15.01.22 10:59 Sealy Tarns 123.65 km 154.56 p.

2 30.11.21 12:04 Mt Maude 88.66 km 132.99 p.

3 06.11.21 12:10 Mt Siberia 77.16 km 96.45 p.

11. Ondrej Wieden [OndraW] 1 15.01.22 11:46 ?

158.86 km 158.86 p.

2 08.11.21 11:20 ?

68.04 km 136.08 p.

3 31.01.22 12:10 ?

38.93 km 77.86 p.

12. Dan Pugsley [Danpugs] 1 15.01.22 12:03 ?

116.68 km 145.85 p.

2 14.01.22 12:11 ?

109.89 km 137.36 p.

3 06.11.21 12:47 Coronet Peak 86.74 km 86.74 p.

13. Joshua Short [hsoj45] 1 15.01.22 12:11 Coronet Peak 108.69 km 217.40 p.

2 05.01.22 13:44 ?

68.40 km 85.50 p.

3 29.12.21 14:53 Long Gully 64.79 km 64.79 p.

14. Leo Chelle [Leochelle] 1 15.01.22 11:52 ?

130.60 km 163.25 p.

2 14.01.22 12:17 ?

109.72 km 137.15 p.

3 24.01.22 13:25 Coronet Peak 38.10 km 57.15 p.

15. Jesse Dhue [Jesse-Dhue] 1 15.01.22 11:55 Sebastopol Bluffs 130.58 km 163.23 p.

2 14.01.22 12:00 Breast hill 109.82 km 137.28 p.

3 13.01.22 14:18 Coronet Peak 43.05 km 53.81 p.

16. Petr Poboril [Peca] 1 02.01.22 13:04 Mt. Murchison 98.27 km 122.84 p.

2 30.11.21 13:06 Coronet Peak 120.96 km 120.96 p.

3 03.01.22 13:08 Shale peak 85.24 km 106.55 p.

17. Kinga Masztalerz [kinga]♀ 1 14.01.22 12:11 Speed Peak 141.94 km 177.43 p.

2 29.12.21 15:38 Long Gully 59.51 km 89.27 p.

3 18.01.22 12:49 ?

77.04 km 77.04 p.

18. Aaron Ford [AaronF] 1 28.01.22 13:46 Coronet Peak 65.67 km 131.34 p.

2 01.12.21 11:45 Coronet Peak 75.51 km 113.27 p.

3 14.01.22 12:02 Coronet Peak 93.96 km 93.96 p.

19. Mark Hardman [mhardman] 1 18.01.22 11:37 Treble Cone 100.42 km 125.53 p.

2 24.12.21 12:05 Treble Cone 109.38 km 109.38 p.

3 29.12.21 13:24 Pakituhi 65.96 km 98.94 p.

20. Matt Jeffery [matt_jeffery] 1 14.01.22 11:36 Treble Cone 100.10 km 200.20 p.

2 23.11.21 12:20 Roys Peak 71.31 km 71.31 p.

3 05.01.22 11:50 ?

39.23 km 58.85 p.

EVENTS

This video tells the story of a bivouac flight adventure through the Alps. Clement Cruciani and Tim Alongi started at Lake Annecy for a 6 day adventure between heaven and earth above emblematic places such as the Matterhorn, the Alestch Glacier and many others that we let you discover.

Spectacularly filmed, fast paced and superbly edited, see it on YouTube www.youtube.com/ watch?v=IAwAIyHafBQ

The 2nd edition of Wanaka Hike & Fly is coming! This time it’s longer and better!

Official dates: Feb 18-21, 2022. According to the weather forecast, we’ll choose three best days out of these four (Fri-Sun or Sat-Mon).

Applications open November 1, 2021 at 6:00pm NZT. First come, first served so don’t miss it!

As always, pilots of all levels are welcome.

Either you want to win our awesome trophies and prizes sponsored by Stodeus, challenge yourself, learn from more experienced pilots in a safe environment or just have outdoor fun with like-minded friends... see you in the mountains!

More info: www.wanakahikefly.nz

Sat 19 - Wed 23 Mar 2022 Paragliding Aerobatics Festival Queenstown, Cromwell, New Zealand NZ Competition Organiser Responsibilities It is the Comp Organiser’s responsibility to; 1. Obtain a list of current members from the NZHGPA Administrator.

2. Ensure every competition entrant is a current NZHGPA member.

3. Sign up any non-members.

Any competitors found to be nonmembers will be listed and scored as ‘disqualified’.

15th Bordairrace Hike & Fly Race Series 2022

T

he Bordairrace is the oldest Hike & Fly competition in the world. It evolved from the “Crossalps” event and has been held as an event series since 2008.

With up to 100 participants per race, it is probably also the most popular event of this kind.

Since 2014, the Bordairrace series has been organised by Thomas Hofbauer and Willi Ludwig together with local partners, usually a paragliding club or flying school.

The two Styrians are not professional event organisers - which in no way means that the Bordairraces are not organised in a highly professional manner - but are passionate hikers and flyers themselves.

Bordairrace venues and dates 2022 For the anniversary of its 15th year, the dates and venues for 2022 have now been fixed.

The special feature is that athletes decide themselves which way they fly and walk.

The Bordairrace is a Hike & Fly competition in which athletes have 33 hours to cover the greatest possible distance between the starting point and the turnpoint and to reach the finish line in time.

In doing so, they may only fly with their paragliders or walk.

Each athlete decides for himself in which direction he will go and where he will set his personal “turnpoint at the limit”. So, if you want to do well, you not only have to be physically fit and a good cross-country pilot, you also have to be a smart tactician, weather expert and planner.

Promote Your Sport Instead of throwing out (or recycling) your old Airborn magazines, how about leaving an old magazine at the doctor, dentist, physio, take-away, hairdresser, restaurant or any place that you see magazines.

Someone that picks it up is likely to be interested and could take up the sport since they then have our schools and clubs contact details.

That person may in future become a flying buddy or buy some of your gear.

The 2022 series will take place for the 15th time. The organisers Willi Ludwig and Tomy Hofbauer have chosen one proven venue and two new locations: • 6-8 May Altaussee (Styria): Scenically sensationally beautiful and proven several times.

• 3-5 June in Garmisch-Partenkirchen (Bavaria): A novelty – with high cross-country flight potential.

• 1-3 July in Bergen / Hochfelln (Bavaria): Another new venue with very high XC potential.

• 2 - 4 September: Alternative date if one of the three races was cancelled.

Depending on the conditions, the participants fly distances of 200 kilometres and more during a race. In addition, they sometimes cover over 100 kilometres with 3000 metres of altitude gain and more on foot. Mind you: all within 33 hours!

Therefore, absolute top athletes do this event.

Several Bull X-Alps participant qualified via the Bordairraces.

At the same time, the race is also interesting for newcomers: there is a fun class for pilots with wings up to EN B as well as a separate rookie category for less experienced athletes. Recreational athletes can measure themselves against the world’s best in the same race!

Registration opens four weeks before each event. But note: the Bordairraces are so popular that the limited field of participants is usually filled within 24 hours after registration opens. Further information: www. bordairrace.com

Covid-19 and Events Due to the changeable Covid-19 virus situation, some events and competitions may be cancelled or postponed. Check with event organisers or their online notification system, to confirm if events are still being held before booking travel and accommodation.

It will be worth checking again immediately prior to the event.

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January 1st to December 31st

T

here’s been more flights entered in the online paragliding XContest scoring system than the one we’ve been using for the past 30 years.

It’s easier for some to enter, especially if using a phone for tracking, and scoring is quick and automatic. Publishing flights can inspire others to try the same. Maybe it’s time to change; online scoring saves me a lot of work, but some issues remain which is why we hadn’t gone online.

Although some had used it for years, not everyone was informed of the new online HG XC contest and when it was also called the NZ National HG XC Champs, many pilots thought it was official. The NZHGPA website however still lists the original NZ HG XC Champs with the link to the HGPG Supplies website. Nobody told me about the online either.

Reasons we hadn’t changed to online; You need an IGC tracklog to enter, so pilots without compatible instruments can’t enter, though some (but not current Apple) cellphones can do it.

Online points systems don’t accurately compare the difficulty of different types of flights. Allowing 3 or more turnpoints encourages people to go up and down a ridge, easily doubling the kms. Even if scored at slightly lower points, that’s a huge advantage over those going open distance. It’s easier to double your distance by going back over ground covered say on a ridge, then heading off for a third waypoint. It’s going over ground you know has worked and thermals are even marked for your return with modern instruments. Having turnpoints presumably is encouragement for paragliders as they don’t go as well into wind or crosswind compared to hang gliders.

It’s even easier to double your distance if you are ridge soaring and now the hang glider online section presently allows ridge soaring flights! Currently someone can coastal ridge soar over 100kms doing only one 90 degree and two 180 degree turns. Most pilots would use more skill in open distance flights of a fraction of that distance. Paragliders require the flight to be thermic.

The online contest doesn’t seperate different classes of glider which have large performance differences. FAI has 2 classes of rigid wings and one of flex wing hang glider. More relevant would be topless, kingposted and skyfloater. It is possible to add categories on XContest and the current Sport class is kingpost only so far so this could be a start.

FAI Triangles have always been an option but had little interest until this year. It’s a category that can be encouraged. With longer flights the online points are well earned but shorter flights and flat triangles get more points than they deserve.

Current start and finish dates are the calendar year, giving a yearly winner, but more importantly the contest ends and starts at the peak of the season, when pilots are still fired up and have the opportunity to do well. Most pilots when surveyed voted for the calendar year rather than the start and finish dates which are mandatory for XContest.

The existing HG XC Champs has always allowed online contest flights and pilots in the past have entered flights from online contests. All that’s required was to notify me. I download and verify their tracklogs and enter their flights. Some pilots don’t feel their coastal ridge soaring or even Kaimais flights should be counted and have been using the online contests for some time.

The 2021 Cross-Country Championships Table 2021 Name

Flight 1

Flight 2

Rick Hawkeswood 81.4

l

l

l

l

l

l

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Flight 3

Flight 4

Total kms

28.6 144.8

Bill Degen 59.6

42.3

21.1 122.9

Ian Miller 44.2

32.3

26.6

Laki Pule

8.6

*

15.0

l

l

34.8

Coastal or ridge flights can take skill too but it’s a different skill to open distance XC, and often too easy to double your distance. Ridge soaring achievements can be more technical and are best not measured in distance.

Suggestions Tom offered to correct the naming of the online contest and is contacting those who entered the online contest to see which flights they want entered in the existing NZ XC Champs table which will then be scored. We’ll have that in the next issue.

As there’s enthusiasm for online scoring I suggest we continue the online categories individually but without the points total. It’s clearly not fair to compare the different skills by points with the current values.

However seperate categories will be fairer and still allow all those achievements to be recognised.

We can still allow Open Distance, XC with 3 turnpoints, Triangles, Out & Return, Club Comp, Wandering Kiwi etc. If there’s enough, say 3 or 5, we could add Ridge Soaring, Rigid Wing, Topless, Kingposted and Skyfloater classes, perhaps a Veterans class or anything else there’s if there is demand. The more people taking part, the more happy pilots and more winners.

If the online contest can’t do it the way we need, the Comp Committee can adjust the results and provide commentary as the PCC has done.

We can look at the options. Think things out, try to make it fair to all, and let us know if you have any ideas, objections or solutions. Apologies to those

17.1 120.1

7.6 * Skyfloater flights

31.3

without 3D GPS instruments, it may be time to upgrade at last, but I can help with that!

Some History We first had the National Cross Country Series back in 1981, with a table of xc flights published in the 2-monthly Airborn. There were a lot more pilots doing a lot more flying back then with gliders that had glide performance less than todays skyfloaters.

Still decent flights of typically up to 50 odd kms were entered (in miles), even in winter. Entry was by post.

Scorers had a huge job to do. Maps were searched, coordinates checked and photos or witnesses verified. Results were often late and a common pilot tactic was to keep flights secret and enter at the end of the season.

There was no appetite for triangles or out & return, as they were difficult to verify and witnesses were required. The contest fizzled out for a few years then I revived it as the NZ XC Champs in February 1992 (30 years ago) with a 60 day entry limit. Later when most had internet we changed to a 30 day entry limit.

Entries were still often mailed in and time consuming to verify. Scoring was still hard work.

Previously flights were ‘launch to landing’ then GPS brought remote starts & finishes but added expense so that has been optional up to now. Newer pilots without expensive instruments were still able to enter. More recently most entered with a GPS track log. Even now many find it difficult to operate their instruments to get their tracklogs entered but more have suddenly improved this season.

Placings in the XContest Open distance (below left) and aggregated points scores (below right)

Safety Checks Parachute Compatibility

The German Paragliding Association and Kite Flight Association (DHV) Representative of the Federal Ministry of Transport Testing and Licensing Authority Aviation Inspectorate Order Testing the airworthiness of harness-rescue equipment combinations for paragliders and hang gliders (compatibility test) In 1995, 1997 and 2002, three airworthiness instructions and DHV warnings published: www.dhv.de/db1/technicdatareportnotes. php?lang=de&item=54 www.dhv.de/db1/technicdatareportnotes. php?lang=de&item=27 www.dhv.de/db1/technicdatareportnotes. php?lang=de&item=92 These airworthiness directives/warnings contain partly outdated technical information and will be repealed. Instead, the DHV issues the following aviation supervisory order in accordance with Section 29 Paragraph 1 Clause 1 and 2, Section 31c No. 5 LuftVG, Section 3 No. 4 BeauftrV. Purpose and obligation During the compatibility test, a competent person determines whether the combination of a specific rescue device outer container (as a harness outer container or external outer container, e.g. front container) with a specific rescue device (with rescue device-related inner container or harness-related inner container) is airworthy.

Flights on the areas and airfields mentioned in § 3 No. 4 BeauftrV may only be carried out if the harness and rescue device have been checked for compatibility in accordance with this decree.

Experts are experts - employees of the companies and flight schools authorised to instruct, - DHV flight instructors and flight instructor candidates with valid authorisation, - persons with a comprehensive briefing on the activity of the compatibility check.

The instruction can be given by a company that manufactures/individually tests typeapproved harnesses or rescue equipment, by a paragliding or hang gliding flight school commissioned by it, or by a company commissioned by it.

Execution The compatibility test is to be carried out in the following steps: 1. Determination based on the information in the operating instructions that the harness and rescue device are basically compatible.

In the case of harnesses with an associated rescue equipment inner container, it must be ensured that the rescue equipment to be combined has approval from the manufacturer for installation in the relevant harness-related inner container.

2. It must be checked that the length and type of the release handle and the connection to the inner container do not pose a risk of the rescue system being released from the inner container, such as getting caught or entangled with the lines of the rescue system.

3. Installation of the rescue device with inner container in the harness outer container or external outer container according to the operating instructions.

4. Release test by the competent person.

The release test must be carried out in a harness suspension (simulator) in the harness in flight position. The inner container must be completely released from the harness. During this release test, it must be determined that a) the release handle is easy to reach and easy to grasp, b) the inner container can be pulled out of the harness outer container or external outer container easily and with easy exertion of force, c) the configuration of the release

handle, connection line and inner container enables the inner container to be thrown away powerfully in one pull when it is pulled out.

5. If the compatibility test has met the stated requirements, the rescue parachute with inner container is reinstalled in the harness outer container or external outer container in accordance with the operating instructions.

6. If, after the release test, the competent person has doubts that the safe release is independent of individual, physical factors, such as arm length, direction of pull, exertion of force by a user, a release test must be carried out by the future user together with a competent person according to the criteria in No. 4.

Confirmation The positive compatibility test must be confirmed in writing. Otherwise, the non-existing compatibility and thus the airworthiness of the combination must be documented in writing together with the reasons. The confirmation or the documentation must be kept by the competent person. Notification to the manufacturer and DHV A notification to the respective manufacturer and the DHV is required if the competent person determines a general technical incompatibility between the harness and the rescue system. Report to the DHV at sicherheit@dhvmail.de - November 24th, 2021 Robin Friess, Managing Director Karl Slezak, Department for Safety and Technology DHV info@dhvmail.de www.dhv.de

Kortel Parachute Connection

Kanibal Race 2/ST Rescue handle entanglement problem with the lines of the rescue parachute Description A fatal accident this summer highlighted a potential problem with the compatibility of the Kanibal Race II and Race ST handles with the DiamondCross and Krisis Karre pods.

The Kanibal Race II and Race ST rescue handle has a long attachment to accommodate the wide variety of pods on the different rescue parachutes available on the market, in order to ensure that the rescue parachute can be properly extracted from the harness container in any configuration. However, in some cases, the attachment of this handle can lead to an excessive total length, which can cause the handle to become entangled with the lines of the rescue parachute, preventing it from deploying properly.

In the specific case of this accident, the connection of the handle to the podtriangle of the Diamond/Karre rescue parachute brings the length to 50-52cm (pod to top of handle).

Procedure To avoid the risk of tangling, the total length with the current handle should be reduced to about 40cm. To do this, simply tie a knot just after the lark’s head connecting the handle to the pod.

Other pod models, with extended attachments or special connection points, may require the same type of modification, with individual length adaptation. The general principle is to reduce the final length as much as possible (to limit tangling), but to keep a sufficient length to guarantee the opening of the harness container and the correct

extraction of the pod. We remind you that it is imperative to perform an extraction test after each installation of a rescue parachute in a harness of any kind.

- October 2021 Kortel Designs, info@korteldesign.com www.korteldesign.com

Supair Strike 2 Harness Rescue Compatibility

Product: Strike 2 index A1 harness, all sizes.

Subject: Risk of difficulty in extracting the parachute with a Strike2 harness.

Time Limit: You must do this before your next flight.

Problem: In some cases, depending on the movement made and the volume of the parachute, it may be difficult to extract the parachute from its container.

We found a solution to facilitate this release.

This solution has been tested with the different combinations of Strike 2 harness sizes and SupAir parachute models and sizes. This requires action from you or a professional in the paragliding activity (instructor, reseller, control center, etc.).The type of reserve inner container and the junction locations between the container and the handle are all important for correct operation.

Procedure: We advise you to perform a proper reserve compatibility test (extraction test) whilst hanging in the harness in normal flight position. What to do next will depend on the result. Complete the following process step by step. (Please turn to page 14) - 06/12/2021 Supair, info@supair.com

Charly Parachute Connection

Due to a problem that has recently come into focus that the reserve handle, especially of harnesses with integrated rescue compartments, can get caught in the lines after deployment and block the opening of the rescue system, we have limited the maximum length of the connection between the reserve handle and the inner container of the rescue system to 37 cm for Charly rescue parachutes.

The picture shows how to measure the length. The length of the connection between reserve handle and inner container should be checked by the pilots before the next flight.

If it is necessary to shorten the connection between the reserve handle and the container, this should be done by qualified persons (harness manufacturer or companies authorised by the manufacturer), and finally, the functionality should be checked by means of a compatibility test.

In case of doubt, concerned pilots should contact the harness manufacturer in order to obtain a handle of the correct length.

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C l a s s i f i e d Advertisements

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26 A i r b o r n

Canterbury Hang Gliding School Bill Degen Phone: 03 326 6411, 021 247 2676 Email: aero@xtra.co.nz www.hgpg.co.nz 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

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Photos: Neil Brown, Ross Gray

WELLINGTON/WAIRARAPA HANG GLIDING Wellington Hang Gliding & Paragliding Club Grant Tatham Phone: 06 379 7322, 027 636 3491 Email: tathams@xtra.co.nz

■ 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 ■ include your email address for the online issue ■ Please notify when your items are sold ■ Buyers are advised that all used hang gliders and paragliders are highly recommended to have a full check as well as a new WOF when sold ■ It is dangerous to fly a glider or with equipment that is above your rated ability ■ PARAGLIDERS SKYWINGS Paragliding in Auckland - 33 years serving and training NZ pilots - exclusive PHI importers, Mini Wing specialists, Paramotor Specialists - Phone 027 498-2345, info@skywings.co.nz HANG GLIDERS FUN 190 for sale in Auckland, approx 125 hours + new WoF, Txt 021 0880 0496, leo. comeskey@gmail.com AIRBORNE C4-13 with a few spares. White mylar upper, yellow & lilac under. $1500 ono. Tom, 027 245-6777, nz_flyboy@outlook.com ATOS VQ, 2008 model, very good condition. Call Mark on 021 339 336 or email mark.Nichols.home@gmail.com ATOS VR, Very low hours, as new condition. 20:1 glide, best performing Atos model through the full speed range. All the options; Technora sail, carbon keel, triple spoilerons for faster roll, air brakes. Call Mark on 021 339 336 or email mark.Nichols. home@gmail.com FUN 2 190, dark grey and fluoro yellow, mylar inserts, speedbar, low airtime. Flys perfectly and never ever whacked in. Has keel set up for motor harness but only had a couple of motor flights, Full strip check, new sidewires and lufflines, phone 021 247 2676 email aero@xtra.co.nz 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 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 170 mint/new condition. Manufactured mid ’90s, unused. Test flown - Good Nov/Intermediate first 70% double surface lower aspect ratio glider, No VG new WOF, $2000. email - skyriderag@gmail.com MOYES Gecko 155, technora sail, carbon sprogs, approx 30 hours, $7500.00, Phone 027 670 8301, Email: skyriderag@gmail.com KIWI Flyer 170, US 6061 tubing, low hours (has been in storage), great condition, full strip check and trim, phone 021 247 2676 email 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 027 751 3192 or jonstoys53@yahoo.co.nz RESERVE PARACHUTES RANGE of reserve parachutes for hang gliding and paragliding including Charly’s super compact DiamondCross in steerable PG versions and HG version with built in swivel. Woody Valley Quadra are similar and sized in between. Bridles, Front containers, Maillons, Swivels, Hook knives etc, in stock at HG & PG Supplies, Phone 021 247 2676 or email aero@xtra.co.nz INSTRUMENTS OUDIE N instruments in stock now. Full featured GPS/alti/vario/flight computer, with high resolution colour mapping and airspace which automatically updates, Optional Fanet and Flarm. A range of Naviter, Aircotec and Digifly instruments in stock 021 247 2676 or email aero@xtra.co.nz ACCESSORIES Helmets, No Limit (visor option), Insider, Loop (visor option) & the new lightweight Vitesse, 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 BUSINESS ESTABLISHED Paragliding and Paramotor school for sale based in Christchurch After over 30 years of teaching it’s time to call it a day and retire in early 2023. Full training will be given to the suitable new owner. Serious inquiries only. All enquiries: info@parapro.co.nz HANG Gliding & Paragliding Supplies will be moving soon to a new site a bit closer to Sumner and Taylors. There will be some stock clearing specials. Check www. hgpg.co.nz for news, phone 021 247 2676 email aero@xtra.co.nz

FLIGHT PIX

Pete Helliwell flew the Remarkables one evening and Oliver Schoenfeld got this cool sunset shot of him.

NZHGPA Photo and Video Archive

T

hank you to all who have added their beautiful photos and videos to our library, so far. Some of your work is already on our Instagram channel - www.instagram. com/nzhgpa/.

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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 enjoy flying there.

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.

ALWAYS CHECK with local pilots before flying at new sites.

USE STILES and gates where ever possible, if you must cross a fence, cross at a post or strainer post.

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

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

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

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

DO NOT show displeasure or abuse an owner if permission is refused. This could hamper getting permission in the future.

DO NOT LIGHT FIRES at any time.

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.

DO NOT TAKE DOGS onto any farm or property.

DO NOT SMOKE during fire risk times.

DO NOT disturb plants or machinery, move around it.

LEAVE NO RUBBISH.

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

phi-air.com

www.papteam.com www.miniplane.net