Airborn magazine May 2021 #218

Issue 218; May, June, July 2021

HANG GLIDING & PARAGLIDING Paragliding Nationals Hang Gliding History Wanaka Hike & Fly Female XC Record

7.50 Including GST

$

9 771170 992006

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

That way you won’t upset land owners or pilots, you will be shown all the best sites and will be welcome back. We don’t publish site names and locations

NORTHLAND H.G.P.C. C/- Guntram Gross 1 Brook Road Whangarei Email: Skywalk@hotmail.co.nz www.facebook.com/ NorthlandHangGlidingandParaglidingClub/ Pres, Airsp; Shane Gross...............09 436 0268 Sec/Treas; Guntram Gross.............09 436 0268 HGSO; Herman Ahrens..................09 432 9333 PGSO; Wolfgang Harder................09 403 7594 PG; Mike Ferguson..........mferg066@gmail.com AUCKLAND H.G.P.C. PO Box 47813 Ponsonby, Auckland 1144 Email: info@cloudbase.org.nz www.cloudbase.org.nz Pres: Stefan Sebregts .................021 266 1287 Sec: Adrian Merrall...................... 021 249 3999 Treas: Malcolm Dawson...............021 052 1568 HGSO: Fraser Bull .......................027 801 4044 PGSO: Reuben Muir.......................09 446 0020 Airsp: Leslie Graham .....................09 579 6485 Steve Price ....................................021 781 828 Eva Keim .......................................09 446 0051 Sean Oliver Hang Gliding............... 027 670 8301 Wings And Waves Paragliding ......09 446 0020 WAIKATO H.G.P.C. Inc. C/- Ian Manton

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 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

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 HAWKES BAY H.G.P.C. Inc. 30 Kaweka Place Havelock North 4130

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

Email: hbhgpc@gmail.com www.soarhawkesbay.co.nz Pres, Arron Chesterman ............021 0248 4730 Treas: Nick Webster .....................027 494 9032 Sec; Jonathan McIlvenny.............021 133 7019 PGSO: Ken Beach........................021 191 6388 HGSO: Ross MacKay...................027 285 4195 Sites; Euan Talbot ........................022 048 7673 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

TASMAN H.G.P.C. C/- Frog Twissell 186A Nile Street, Nelson 7010 Email: thgpgclub@gmail.com Pres; Peter Allison..........................021 350 066 Sec; Frog Twissell.........................021 228 2121 Treas; Brian Erasmus .....................03 545 1003 PGSO; Greg Benjamin....................03 545 1543 PGSO; Pete Polansky ...................03 528 7374 HGSO; John King..........................03 548 8263 Site Owners; Tim Percival .............03 548 7397 Sites; Kevin Rooke.........................021 762 769 Airsp; Claus Petry.........................021 250 4836 Nelson Paragliding.........................03 544 1182 Hang Gliding NZ.............................021 762 769 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; Don Payne....................027 432 7884 Website; Stephen O’Shaughnessy.03 326 7373 Airsp; Ryan Scarlett......................022 045 7254 Canty HG School; Bill Degen.......021 247 2676 Chch Para.....................................022 045 7254 Cloudbase Paragliding.................027 532 4874 Nimbus Paragliding......................027 432 4874 ParaPro.........................................0800 548 323 AORANGI H.G.C. C/- Tom Knewstubb PO Box 5976 Dunedin Pres, Airsp; Kevin McManus........021 134 0463 Sec, HGSO; Tom Knewstubb (wk) 027 289 6103 PGSO: Lisa Bradley......................021 156 3256 SOUTHERN H.G.P.C. C/_ Tim Brown, 142 Dalefield Rd, RD1, Queenstown 9371 Email: admin@southernclub.co.nz www.southernclub.co.nz Pres; Tim Brown...........................021 182 4243 Sec: Paula Race...........................027 855 8448 Treas: Kat Cerna.........................021 0291 0851 PGSO: Blake Round.....................027 367 7679 HGSO: Pete Helliwell .................021 0284 5170 Sites: Cathal McLoughlin...........021 024 00350 Events: Chris Shaw......................021 051 2905 IT/Web: Daniel Diaz Rizo....................................

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

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

Paragliders at Blowhard - task 3 of the 2021 Nationals Photo by Frog Twissel

Skywings Paragliding ....................09 570 5757

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

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

ISSN 1170-9928

printed on recycled paper

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

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

Executive Committee

flyer and foreign subscriptions please contact the NZHGPA Administrator for

Vice President

legal requirement for all hang glider and paraglider pilots in NZ) ● For non

current rates, or see advertisement in this issue ● Actions, opinions, claims and advice expressed by authors and advertisers in this magazine are their own and

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

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

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

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Advertising All advertising enquiries and payments to the editor ● Classified

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

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gliders and paragliders must state certification status and meet our standard

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

President

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

Executive Members

Kyla MacDonald 021 056 2320 kylamacdonald@gmail.com Carlos Palmer, 027 487 7654, hg.operations@nzhgpa.org.nz Grant Tatham, 06 379 7322, 027 636 3491, hg.training@nzhgpa.org.nz Blake Round, 027 367 7679, pg.operations@nzhgpa.org.nz Glen Ogilvie, 021 684 146, nelg@linuxsolutions.co.nz Kevin McManus 021 134 0463 kamdfc@gmail.com Ian Manton, 027 546 2832, pg.training@nzhgpa.org.nz Duncan Macnab, 027 624 6434, president@nzhgpa.org.nz

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

Kris Ericksen, 021 116 4558, safety@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

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

Paragliding Competition Committee

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

NZHGPA Book Store

Ian Manton 027 202 1806, admin@nzhgpa.org.nz

In This Issue...

Nelson Paragliding Nationals 2021.............................................4 Wings over Wairarapa..................................................................8 Wanaka Hike & Fly......................................................................10 Female Cross Country Record .................................................12 NZ Hang Gliding History............................................................16 Understanding RASP; Convergence.........................................18

Please send advertisements, photos and articles to the editor:

Executive Reports, Safety Checks..................................... 19-21

Classified Advertisements.........................................................26

Post:

Email:

Airborn Magazine

99A Panorama Road Christchurch 8081 New Zealand

aero@xtra.co.nz

Cross Country Championship Tables, Competitions........ 22-24

FRONT COVER: Looping it down to the landing zone from an early autumn soaring flight on Timpanogos Peak near Provo UT, USA Photo/pilot: John Heiney

Next issue deadline: 30 JUNE 2021 A

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NZ Paragliding Open Nelson 2021

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ighty one paraglider pilots (including a small number of overseas pilots who had been trapped in paradise since the beginning of COVID-19), their partners and drivers from around New Zealand enthusiastically descended upon the Mapua Leisure Park for the 2021 New Zealand Paragliding Open.

The campground, which had notoriety for being a naturist retreat in its heyday, was an inspired choice by the organisers of the competition, Peter Allison and Lyn Watkins, as the place to locate the headquarters, as it meant that most pilots based themselves there and it made for a very sociable time.

Saturday 20 Feb Registration started at the Leisure Park on the Saturday afternoon, and a couple of seminars were also run on various topics. At six a compulsory safety briefing was held for all pilots in the hall, which was decked out with a multitude of flags from around the world (but also inexplicably included a NZ Railways flag).

This briefing was followed by a yummy BBQ for everyone, overlooking the Mapua Estuary.

This was organised and catered for

by Dave Marriott, his daughter Ellie, and partners Clare and Ramon. They also did the curry night event and the prize giving meal, which were also amazing.

Sunday 21 Feb The day kicked off with an 8:30 am briefing on the weather and the announcement that we were heading to Takaka Hill. We headed off in a convoy with the compulsory stop at the bakery in Motueka and then the inevitable parawaiting. A cats-cradle task was announced racing started at 1:15pm. Hamish Barker “jumped the gun” by a

By Sven Ericksen

whopping 73 seconds. Obviously he didn’t look behind to wonder why no one else was chasing him to the first turn point!

Twenty three pilots made it to goal, with Luke Nicol taking one hour and 23 seconds to complete the speed section. Twenty five pilots, however, misjudged their glide angles or were maybe overly optimistic as to the amount of lift that they would encounter after they left the hill on the final glide towards goal, and landed short.

Monday 22 Feb An early briefing at 8:00 am was called as Mt Murchison was posited as the place to be that day, and indeed it was. We were only given a few minutes after briefing to have all our stuff ready before the convoy headed off (and this time with a compulsory stop at the Wakefield Bakery for supplies). A rendezvous was made at Rait Road, where the compulsory feeding of the sandflies occurred, and we then headed up the mountain, with some of the vehicles struggling with overheating.

The task committee rapidly organised a task taking us down the Tutaki Valley, crossing the Matakitaki River at the southern end, with the goal near the Mangles Valley Road turn-off.

Race start was at 1:30pm and pilots split into two groups. The main group headed directly south to follow the western side of the valley, while a smaller group headed across the valley to the eastern slopes. Both groups had members of the top ten finishers, so both strategies seemed to work. Aaron Ford was the first pilot into goal, having taken two hours, ten minutes and 18 seconds, but Louis Tapper took first place in the rankings for the day, despite being

Right; Andy Maloney launching at Takaka Photo: Sven Ericksen

Below; First briefing at Mapua Leisure Park Photo: Sven Ericksen

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almost two and half minutes later, due to his significant lead-out points.

Tuesday 23 Feb We drove up to the top of Barnicoat and huddled in groups wishing we had more layers of warm clothing as low cloud scudded closely

overhead. At the briefing that was eventually called, Peter Allison, one of the organisers, caused a bit of mirth when he repeated Sven’s observation that “a NZ record for the greatest number of paraglider pilots all at cloud base at the same

Left; Paragliders above Mt Murchison, task 2 Photo Rhys Akers

Right; Above goal on task two Photo Stephen Scott time had been achieved”. Shortly afterwards the day was cancelled for competition flying and people dispersed to amuse themselves around the Nelson region.

In the evening Louis Tapper gave a “horse race” presentation at Eddyline Bar of the previous two tasks - see the Ayvri visualisations in the “links” URL below. Pilots talked about the various strategies that they had taken in the previous two days of flying, and if one could remember what they said it would be very useful for improving future flying, but I can’t!

Wednesday 24 Feb The day dawned wet and windy and the day was cancelled...

That evening Dave and his able crew catered for the delicious “Curry Night”, and Eddyline provided lots of their delicious beer.

Thursday 25 Feb Another day of expected inclement weather so the “powers that be” cancelled the day at the morning briefing. One group of adventurous pilots headed to Nelson Lakes National Park and went to the top end of Lake Rotoiti to canyon Chandler Stream - a series of seven waterfalls. The hot fun was counter-balanced by the coolth of the icy water. More details of the canyon in the ‘link’ below. On another expedition Rob “Baitman” Boyle caught a whopper of a snapper in Tasman Bay. (The author unfortunately did not get to partake in this subsequently...)

Friday 26 Feb This morning saw us headed out to Octopus Park with the intention of then convoying up to Barnicoat, but the weather forecast had us reconvening back at Octy early in the afternoon. However, the first task was to have a group photo, with all of us wearing our beautiful blue competition tee-shirts (see below).

We then all dispersed to enjoy the alternative attractions of Nelson.

Settling into a relaxing coffee twenty minutes later we were urgently advised that plans had changed and that we were to head to Havelock ASAP. Ninety minutes later we were all (or at least most of us) assembled at the base of a hill on Readers Road opposite the Foote’s Hill launch site.

We headed up a hill to a topdressing strip, and then hiked further up to the launch site. A task was set with the goal near Linkwater.

However, the task was cancelled shortly after it started for safety reasons - this was due to task legs being in the lee of the prevailing wind. Many pilots then flew down to the bomb-out field. Later in the afternoon a number of pilots headed up Barnicoat for some free flying in the evening restitution.

Saturday 27 Feb An early start was called for as it was thought the only option for the day would be Mt Murchison, and it was prize-giving night - so it promised to be a long day. However, the weather gurus announced that we would be heading to Blowhard in the Wairau Valley instead. We gathered at the base and then made the long journey up to the launch site.

Because of prize giving, a goal down the Rainbow Valley was discounted and instead a “three leg” cats-cradle was tasked for the

Upper right: Launching at Mt Murchison Right; Record number of pilots at cloudbase Photos: Sven Ericksen

A Team photo at Octopus Park

Photo: Ryan Larraman

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Clockwise from Left; Paragliders in front of Blowhard launch - task 3 Free-flying at Havelock, shortly after the task was cancelled Photos; Rhys Akers Walking up Readers Road hill, Havelock Photo: Sven Ericksen

Canyoning Chandler Creek, Lake Rotoiti on a wet day Photo; Andy Maloney

Post-briefing task entry at Blowhard, task 3 Photo; Kate Flemm

Ripped wing after a reserve throw at Blowhard Photo Zoe Snowden

On Reserves

The last task didn’t contribute much to the comp results, but long after points are forgotten, many pilots will remember the challenge of battling turbulence into a strong valley wind which wasn’t forecast. An exercise in survival sharpens the senses as the pilot draws on all their skills to manage their glider in the rough air. Pilots who decide against finding a safe landing are constantly monitoring the conditions against what is possible with their glider and skill set.

Jan, Russ and Tom chose the high ground route after the turnpoint, ended up together closing with the Blowhard ridge on the left in an effort to avoid the strongest wind in the valley. It was the roughest option, but it offered the possibility of leeside thermals off the spines getting us up above the range and the worst of the valley wind. Out to the right some had elected to fly up the centre of the valley and were doing well, others including Robbo and John Morgan were in between, having a harder time over the foothills of the Raglan range.

I didn’t see John throw his reserve, but I watched him go down for a few seconds, hauling his Enzo in to get it under control.

He finished up with a hard landing on the side of a rocky outcrop, one spine back from us. It looked gnarly, and I turned to fly out for a closer look. But a few seconds later John was on the radio giving the all ok call. I put out the reserve deployed call which interestingly wasn’t picked up by the organisation, and it was about 15 minutes later the task was stopped.

It was surreal watching John that evening at the prize giving, with a renewed appreciation for his big smile and easy laugh.

Thank goodness for reserves...

- Russ Read

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Wairau Valley, with strict instructions as to which side of the valley we were to land in if it were either upstream or downstream of the bridge. What wasn’t taken into account was the two metre high “cliffs” that bounded long sections of the river, and which provided some pilots an “interesting” challenge after they landed.

The large number of pilots in front of launch prior to the race start provided spectacular opportunities for photographs. Unfortunately 38 minutes into the race the task was stopped due to increasing winds, which were causing turbulence along the spurs. One pilot had to throw their reserve and landed in trees, fortunately without injury to himself, but not the same could be said for his wing.

Luke Nicol was in the lead at the time and won the day for a second time. Unfortunately for Luke he had “raced to the ground” (along with some other top pilots) in the second race, and Louis Tapper, who had flown consistently in all three races took top honours at the prize giving dinner held later that evening at the Mapua Community Hall. Photos and details of all the prize winners will be in the next issue of Airborn.

Many thanks to the organisers Peter Allison and Lyn Watkins (who also designed the great tee-shirts), the chief scorer Kyla MacDonald and her able assistant Johnny

A Short Personal View

By Andy Maloney (one of those who make the top pilots look good)

I

was delighted to hear that the PG Nationals were to be held in a clothes optional holiday camp this year - perhaps Johnny Hopper could shock the locals by putting his trousers ON this year!

Sadly, the weather didn’t cooperate - and the option of displaying blue gooseflesh to public gaze was not a popular one amongst the paragliding community, except during the nightly visits to the campground sauna.

A week of what was supposed to be lovely weather (due to a large high over NZ) turned out to be somewhat moist and often windy. “It was beautiful last week!” was an oft - heard phrase from the locals, much as it is at every PG nationals in recent years.

Flying wise, there was one really great day, a task from Mt Murchison down the Tutaki valley to the Matakitaki and back, 57km of pure joy to goal (Yes, I made goal for the first time in years), which made the whole week worthwhile. There was a reasonable day at Takaka Hill doing a cat’s cradle task, which I stuffed up due to putting an unattainable 400m cylinder around the Hailes Knob turnpoint instead of a 1km cylinder - but the disappointment was lessened by flying over a brilliant scarlet patch of flowering southern rata - a botanists wet dream!

A third task was set at Havelock (as the Nelson region was clagged in with low cloud), but the task was canceled due to potentially dangerous turbulence, though at least we got to fly down to the bomb out paddock!

With only one more good task needed for a valid Nationals, and a good weather forecast, we all went up Mt Blowhard, 1400m above the Wairau Valley. Conditions were perfect when Duncan ‘the Magnificent’ McNab wind-dummied for us. Sadly, as soon as the task was opened, the west wind joined the party and conditions got dangerous for any pilots low behind spurs, and the wind made the westward leg from TP1 impossible, so the task was stopped, sadly with insufficient points for a valid nationals. On top of that, a wazzock* damaged a gate really pissing off the landowner and potentially loosing the site.

By now, every pilot should know to respect private property. Please everyone, think before such selfish acts!

Despite the indifferent weather, for me the paragliding Nationals is always a fun week.

Meeting old and new friends, and having fun even when not flying - and what could be more fun than getting cold and wet in a deep and gloomy canyon near Lake Rotoiti on a wet and dreary day!

A group of us pilots-cum-canyoneers, lead

by Mal Haskins (who knows a bit about adventure guiding), got the water taxi across Lake Rotoiti to Chandler’s Creek; and with more ropes, harnesses and rubber suits than a sado-masocists convention, we spent four hours traveling a whole 400m down the canyon. More fun than a barrel of bushbabies!

Sadly, the week came to an end, with the usual (excellent) dinner and awards presentation.

Despite my frequent reminders to the organiser (Peter Allison) during the week, my suggestion of a prize for ‘most mediocre’ pilot - (the only prize I’m likely to be in the running for) was nearly overlooked. A word in the ear of Rob Boyle the MC corrected that, but sadly I did far too well in the overall scores, and the prize went to a deserving Derek Divers. Maybe I’ll shine next year...

Rob also forgot to ask me to recite some limericks during the prize-giving, so to spare you all from missing out, here is one of my favorites: A competition pilot from Bright Had a wing that flew faster than light She launched it one day in a relative way And made goal on the previous night That pilot of Bright she did chatter “I’ve learned something new about matter!

My speed was so great that I gained lots of weight But I failed to become any fatter!” (apologies to those people who didn’t do physics at school for that one) Thanks to all the hard work from all the organisers, and the people at Mapua Motor Camp for making a great week despite the weather * Wazzock is the Yorkshire word for a bull’s penis, straightened out and dried into a walking stick. Commonly used to mean an idiot, as in “You stupid wazzock!” Yes, YOU!

Above; Flying at Blowhard task 3 Photo: Rhys Akers Hopper, the caterers Dave Marriott, his daughter Ellie, and partners Clare and Ramon, everyone in the Tasman Club who also assisted, all the drivers and the sponsors (listed below) and anyone else that I’ve forgotten.

Links to results, Ayvri 3D visualisations and more: https:// tinyurl.com/PGOpen21 Sponsors: Eddyline Brewery Pizzeria, Pics Peanut Butter, Wings and Waves, Brisk Insurance, Hoppers Happy Hens, Little Beauties, Penati, Appleby Farms, Fuji Xerox, Reality Mechanic, NelsonTasman.nz, Glide Pro, Flow Paragliders, Pure Sports Nutrition, E’stel, Fairhaven, Cross Country, Yank and OSM.

Right; Havelock in the distance Photo: Kate Flemm

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2021 Wings Over Wairar

By Steve Cronin

“

L

e a n i n t o l i f e ’s h a p p y accidents.” That’s what I was telling myself as I was coaching one of the many students into another hang check on my humble Moyes Malibu.

I wasn’t really planning on giving countless hang checks when I signed up to be the point person for the Wellington Hang Gliding & Paragliding Club’s display at this years, prodigious Wings Over Wairarapa event. To be honest, I didn’t really know what to expect.

I’d not been to any air shows before.

Standing outside the Omaka Air Show back in 2015 with my frustrated sister and family, refusing to cut off

my leg to pay for a three hour ‘look around’ doesn’t really count, right?

And, apart from setting up a glider and standing around trying to look cool at a balloon festival, my resume for ‘displays at air festivals’ was a complete blank too. So be it.

With Kris Ericksen selfishly going off to compete in the 2021 Paragliding Nationals - I hope it was worth it Kris, because boy, did you miss out - there was a spot to fill. Our club had an invite to put on a display as part of the STEM program (Science, Technology, Engineering and Maths: think students, lots of students) at this year’s air show, so with little real thought I grabbed the baton, Kris was to so elegantly to pass, and away we went.

This was a total ‘we’ thing too.

So, let’s get the thanks out the way now. I volunteered on the Tuesday night, was freaking out through most of Thursday and Friday, wondering what on earth I’d gotten myself in for, but thankfully by Saturday more of the crew from the WHGPC had come on board and we had a game plan. I didn’t feel like so much of a turkey now, just a little turkey that might be able to hide in the flock. So mucho gracious to Marina Adams, Brian Morris, Ian Loveridge, Geoff Williams, Mr Ian Miller and the lovely Bev, and last by now means

Left: Girl Power!

Phoyo; Marina Adams

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least, there in spirit, Dave Maule and Grant Firth, our reserve bench for Sunday, which got Covided. This is a new word in western vernacular. It means when your event is cancelled because of a virus. What a shame.

What a bummer.

But, make no mistake, no wellmeaning, naive individual could pull off something like this alone and hope to be successful. That’s just crazy talk. But as a club you can.

My humble thanks and gratitude to you all for coming on board for what I hope was a great two days, and a chance to promote our sport and our collective passion for free flight to the wider community, especially the students.

Thanks Grant and Kate Tatham, for feeding me and for that early Saturday morning, ‘kick on the door’ so I didn’t sleep in, which looked to be on the cards. Thanks for Kris Ericksen in getting the ball initially rolling. Finally, for your support and enthusiasm, thank you Nick Taber.

So, back to that hang check. If you’ll pardon the pun, I was kind of ‘winging’ it on this one. I know from the casual observer I looked like an ‘old hand’ at this. Not true. I had no clue. But I do know how to set up a hang glider and stand beside it looking cool, to some degree at least. Kind of like I might know what I’m doing. So I just pretended I was standing on Mt Murchison, next to my kite, and talked to anyone who

got close enough to listen. This is what happened that Friday morning of this year’s WOW. The Wings organisers have the foresight to open the displays to students the Friday morning, before the main event kicks off at lunch time with general admission.

So there I was, with barely that first coffee seeping into my bones when the first group of students came through. I’d set up the Malibu with a very basic apron harness in place just to demonstrate how ‘low-fi’ you can go with this flying thing when one kid asks me, “...can I have a go in that?” Hmmm, that was a very good question. I couldn’t see why not. I wasn’t really planning on hang checks, just a static display, but it seemed like a good idea at the time,

apa: WHGPC Represent!

Left: Look at that sky!

Right; Hang on Brian!

Photos; SteveCronin

so away we went. The first, of what turned out to be one of many hang checks for the students coming through that Friday morning.

Now even though I wasn’t planning to do countless hang checks, it turns out it’s not a bad way to spend a Friday morning. I, for one was pleasantly surprised, and pretended like this was my idea and intention all along. Those kids where lining up out the door for a go. This was awesome to be a part of. It made me wonder if perhaps I’d just given a hang check to a future NZ champion? That this was the spark that set off a fire inside some young person. That’s a nice thought if it plays out don’t you think?

It reminded me of the first time that fire for free flying was lit in me, and not just for flying, but in anything in life you become passionate or obsessed about. What a blessing to be part of that ‘origin story’, even in some small way. Just a thought.

Now this weekend was more than just about compromising the structural integrity of my much-loved Malibu with untold school students swinging, literally swinging, under it! No, there was plenty more to see then that.

After nearly two decades in Wellington, I’d never been to a Wings Over Wairarapa, and it had always been on my to do list. But this weekend’s gathering was truly amazing, even more so considering the year we’d all been through. Covid lock downs, buzz kill, right! From the very inception of flight, and this is what I loved about our display, because of modern aviation’s roots in gliding, just ask Otto Lilienthal.

Thank you, Grant Firth, for your awesome information board pointing this history out to people.

But WOW this year had examples of the human pursuit for flight from its inception through to the jet age.

Now that is something to see in the one place, and a place as beautiful as the Masterton Aerodrome, on a sunny, summers day.

Peter Jackson and co had what to me was a real stand out of the weekend with a static displays of WWI era aircraft. Then to see those same birds in a mock dog fight, while planes of a more recent, jet

and turbo prop era buzzed around, was to put the last hundred years of aviation in stark reference. Look how far we have come in these last hundred years! Where will we be in another hundred? There was such a range of aircraft on display it was truly amazing. There where so many impressive individual and group aerobatics displays, I literally lost count. But when the pilot of one of the most impressive and memorable shows, with his plane doing things that no plane should and still be able to land, steps out of the cockpit and turns out to be a sprightly 80 plus years! Then life is good, right!

Not to be upstaged by hang gliders, it was great to have a few paragliders on hand to do some ground handling.

They don’t look so good laying on the ground as a static display granted, but once the wings were in the air they attracted plenty of attention.

It was an intriguing test of skill to watch the various pilots keeping their wings aloft, while an interested spectator picked their brains at the same time. Well done folks. It was great advertising for the display too.

The B-52 flying over multiple times was a sight to see for sure, but I couldn’t help but wonder what it must have been like to be on receiving end of its aggression.

But this is my absolute highlight of a weekend I won’t soon forget. On the Friday I gave a young girl, as part of her school group, a hang check. She had bright red hair, and a face full of

freckles, much like my Mum’s. She didn’t say a word the entire time she was there with her class. Not that I heard anyway, but with her school mates she got herself a hang check on the mighty Moyes Malibu. That’s a good thing just in of itself. But on the Saturday, when the display was open to the general public and I was slinking off to check out some cool sports cars on a display nearby, I noticed the same bright red haired girl dragging her Dad along to show him the hang gliders set up at our display. So, if you meet a young woman, with bright red hair flying off a hill in about fifteen years or so, or at the Worlds maybe. You never know.

It might be the same one. Now that’s worth giving up a weekend for yeah?

Right: Hanging out with the boys!! Photo; JadeCvetkov

A

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9

Wanaka Hike & Fly

By Kinga Masztalerz

N

ew Zealand’s first Hike & Fly competition; Wanaka Hike & Fly, took place on the weekend of March 13-14 2021.

It took hundreds of work hours to create a fun, safe and challenging event for pilots at any skill level which would comply with all NZ regulations.

Rules: the athletes can decide which turnpoints from the official list they cross and in which order. Easily accessible turnpoints give an athlete 1 point, further or more tricky ones 2 points and to make it more fun there is a 5 points bonus for sleeping at a designated Night Turnpoint.

The athletes can stay close by or go for those far turnpoints but they need to be careful, there is an 8 point penalty if they don’t arrive at the finish cylinder before the end of the race!

40 spots filled quickly with a long waiting list. Finally because of travelling restrictions and other obstacles, 25 pilots participated

in the race. After a registration and main briefing in Edgewater Resort in Wanaka, Saturday greeted us with a perfect, calm and sunny morning.

As we saw it was about to get more windy later in the day, we moved the race start to 8:30am, to give our pilots as much flying time as possible.

From the start at Edgewater Resort, most of the athletes paced toward Waterfall Creek and Roy’s Peak with a few hiking in the opposite direction.

From Roys Peak turnpoint the group spread again, some hiking the ridge toward Mt Alpha and taking off from there, others quickly gliding toward Wanaka and

Below right; Doug, Sanae and Kieran celebrating reaching the first turn point Below; elanie hiking toward Roy’s Peak turn point Photo Timmy Heather

10 A i r b o r n

Above; Pilots working lift at Treble Cone Right; The end of the first day from the Night Turnpoint photo Kinga Masztalerz

Below; Jesse and Nico on the last stretch to the finish line

Above; Sanae celebrating at the finish Below; Female winner Vicki accompanied by race director Kinga at the finish line photo; Timmy Heather

Above; Bradley hiking Waterfall Creek Mt Iron turnpoint. Those who waited for thermals to quicken, were rewarded with longer flights over Mt Barker or toward Mt Maude or in the opposite direction, into Matukituki Valley to tag Rocky Mountains and Treble Cone turnpoints.

Later in the afternoon the nor’wester entered the Wanaka-Hawea basin, making flying impossible. Still, 7 pilots managed to make it to the official Night Turnpoint, Pakituhi Hut on the east bank of Hawea, and score a 5 pts bonus and spend a fun evening sharing emotions of the day.

On Sunday the nor’wester was in full swing and except for a few early morning glides, the day had become a hiking fest. Still, most of the athletes, including all who spent a night in Pakituhi (45km away!) managed to make it to the goal in Glendhu Bay before the race finished at 6pm and even tackled some extra waypoints on the way.

They pushed really hard and for the rest of the evening wobbled around proudly showing their blistered feet.

The prize giving and after party was short and sweet. We were all way too tired to celebrate late into the night!

Our first edition went smoothly, with no incidents, watching a bunch of pilots just having fun or pushing themselves beyond their limits and finishing the weekend absolutely exhausted and totally glowing! and

Photo Aaron Ford

Lower Right; Getting airborne

already asking if next year we can make the race longer!

Results: Overall & Men: 1. Fraser Monteith 2. Robber Boyle 3. Robert Hughes-Games Women: 1. Vicki Zadrozny 2. Melanie Heather 3. Paula Race Thanks to our sponsors for the great prizes!

Stodeus Solar Paragliding Instruments: LeBipBip Pro vario plus various solar panels and battery packs.

Cross Country Magazine: vouchers to every pilot’s favourite xcshop.

AJ Hackett Bungy New Zealand: vouchers for their awesome freestyle jumps in Queenstown.

Special thanks to talented pilots, Josh Douglas who carved a fantastic trophy and Penelope Barnhill who hand-made beautiful medals.

Team: Kinga Masztalerz (Race Director) envisioned this event and made it happen.

Doug Patterson (Technical Officer) took care of the private land access and airspace.

Dave (Safety Officer) kept our athletes in check.

Jenna Hughes-Games (Race Secretary) and little Ollie managed athletes registration.

Below; Start line at Edgewater Resort, mere minutes before kicking off the race

More pictures and a couple of little movies: https://we.tl/t-wphI7q9sNF www.wanakahikefly.nz FB: https://facebook.com/ wanakahikefly/ IG: @wanakahikefly

Below right; Vicki; 1st Female, Kinga, and Fraser; 1st Male and Overall Winner, exhausted and happy!

Below; Trophy and medals hand made by our talented pilots, Josh and Pen Photo Kinga Masztalerz

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11

The Highway Clem Cadario sets a NZ womens cross country record

I

’ve been quietly dreaming about this flight for a long time.

I spent countless hours looking at the map imagining what it would look like from the air and where the thermals would be. After a while the obvious line to take stood out like a highway!

I have been in these remote mountains in the past; hiking, climbing and skiing so I appreciate the effort it takes to get there. This dream has remained in a little part of my head for too long to let go, I had to fly “The Highway”.

I suppose the great Virus of 2019 was not a complete disaster: work slowing down opened up new objectives, ambitions and more opportunity for things that I never really took the time for, notably XC flying in New Zealand. It has always been a hard balance flying tandems and taking the time off to fly solo.

Usually I dedicate my time off to climb mountains but this flight had become an obsession and I was looking for a new kind of adventure.

I was determined to start from Speed Peak as it is only a short 15 minutes drive from my house and

Above; Crossing the Shotover towards Mt Greenland

a great start with its easterly facing launch. Speed Peak is actually an unnamed knob above Moke Lake, point 1495, that has been unofficially renamed many years ago by the late Ben Letham, who started doing winter speed flying laps there before work on early mornings and the name stayed since. It would also be ok to call it Steep Peak! as it’s a pretty vertically demanding hike that leads you to the best possible thermals to start your adventure.

I have been up there many times in winter and summer, flying solo, tandem or just hiking, but this day was a bit different. It took me an hour more than the usual, I was in the wrong head space, my pack felt heavier than normal, I was tired and I was moving very slowly. Despite a great forecast, the sky was not very inspiring, it looked stable and blue.

To top it all off I even forgot to take my lunch from the car. Nothing really felt like this would be a great flight.

Luckily I was not alone, my friend Thomas “dragged” me up there and made it feel less painful with his ongoing jokes and positive attitude.

It was just a bit annoying that he ran out of water and I had to give half of mine:) (But he did make up for it by sorting out the worst line mess I have ever seen on a glider!; )) Feeling deflated we sat a little while on launch, discussing options, considering flying back to the car and just going to work, the bail out option it was just one of those days, it didn’t feel meant to be. It was already getting quite late when we heard on the radio that familiar voice, “I am crossing to Mt Aurum, it’s on!!!”

Thanks Ben K! You gave us back the little thing that was missing that day.

Fired up, we hurried to get ready as all we wanted now was to be in

the air with two options in mind: If it feels on then we will head up “The Highway” and try to get to Makarora which is almost 100km through some really remote country.

Option 2, go towards Glenorchy and up the Rees Valley which was less likelihood of a 12 hour walk out.

We finally got airborne and what a relief! I instantly forgot the last few hours of struggle and was ready for a great adventure. It was on, very on, the clouds were popping everywhere and there was no longer any doubt, the Highway was laid out in front of us!

The first crossing was the hardest because it was quite long, also this is where you decide to commit and you won’t turn back from there. Past this crossing was just a matter of following the ridges and the clouds in the heart of great mountains, lakes, rivers and sheep. I was so happy when we reached Mt Aurum, finally!

It is quite an intimidating mountain with its rocky sharp summit. It is also the “half way mark” where it is faster

Left; Flying above the French Alps in Annecy where she learnt to fly Below; Track of the ‘Highway’ Makarora

Lake Wanaka

12 A i r b o r n

Lake Wakatipu

Above; Flying above Mount Repulse towards the Matukituki Valley Left; Thomas above Speed Peak on a different day

and closer to get back to civilisation by pushing on.

We then crossed the valley onto Mt Greenland over the Shotover River, where things got interesting very quickly! Approaching Mt Repulse, (the name felt very appropriate afterwards) I got myself in a bad spot with strong turbulence and losing a lot of height incredibly fast! After such an easy start this shook me awake and made me focus again.

Maybe I was just having too much of a great time absorbing the scenery around me. The exit to my north through the Shotover saddle into the Matukituki valley was so close but felt far all of a sudden! As I was getting lower it crossed my mind that it’d actually be a very scenic place to land, however this was not part of my plan!

I had to turn back and try to find my last thermal, scratching low in the valley, I suddenly felt extremely far from civilisation! It seemed to

take a long time, but finally I found the climb, beautiful, strong lift and before I knew it I was back on the highway! I am still unsure why I lost so much height there, sometimes taking a slightly different line makes a very big difference.

I was relieved and incredibly happy to exit the remoteness of the Shotover into the more familiar and

friendly Matukituki Valley. What a pleasure to see others gliders, to have a little social time flying in what felt like a gaggle with 3 or 4 other pilots after a few hours lost in the mountains. We got out together and were undecided whether to fly toward Wanaka or into the East Matukituki, which looked very dark and shady.

Then that same voice on the radio, “Keep going guys, go, go! To Makarora!” Thanks Ben, we shared a few thermals on Rob Roys Ridge with him and 2 others before heading towards the east Matukituki! It was getting shaded very quickly there, but it was on, light smooth lift. We followed the ridge lines and the edge of the clouds, it almost looked like it was raining in the distance.

The ease of the conditions made that part of the flight enjoyable and quick, but as the day was shutting down Makarora came into view and the last few climbs and glides were all about extending the flight. A few hours later we finally landed close to Makarora, and what a great feeling!

The plan had worked!

On our way back Thomas was teasing me that I took the women’s national distance record... for now!

A great little cherry on top of that amazing flight, but the scenery and the emotions I felt during this incredible day is what will bring me back for more next season!

Right; Thermaling up, with Rob Roy Glacier in the distance

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13

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GRAEME BIRD TELLS THE STORY OF HANG GLIDER DESIGN IN NEW ZEALAND IN THE 1970s AND 1980s

I

n 1974 I was keelboat loft manager at Lidgard Rudling Sails located at Ellerslie Auckland. Some friends of friends were flying hang gliders at the time, so I went out to watch them.

I was hooked, and I purchased a home built 17ft Flexi Flyer from Donald Curry, one of the New Zealand’s early pilots. The Flexi Flyer design from the US was a true Rogallo with a totally flat sail set on an aluminium frame that allowed the sail to billow in half conical shapes each side of the keel. Over the next few months I went out at every opportunity to learn how to fly, often with the Auckland Hang Gliding Club.

Soon came soaring and there was no turning back.

Sail shaping pros and cons The more experienced pilots were flying the Seagull design from the US, either home built or purchased from Pacific Kites, New Zealand’s first hang glider dealer, run by Rick Poynter and Alister Russell.

The Seagull was a lot bigger and more efficient than the Flexi Flyer and I was often the low boy on the ridge. The sail on the Flexi being

flat was pretty unexciting and as a sailmaker I thought to add shape to the leading edge and keel sections of the sail to see if I could improve its performance. First test flights in light air showed a much improved sink and roll rate, it felt like a sports car in comparison. My next flight was in 20 knots at Baileys Beach, a west coast ridge soaring site. I pulled in the bar to penetrate away from take-off and found myself diving towards the beach with negative bar pressure.

Luckily the pressure eased as I got closer to the sand and I landed safely. That was a wake up and after going over what had happened with my friend Rob Beresford we concluded that the sail shaping had inadvertently caused the centre of lift to move behind the centre off gravity (hang point) when flying at speed, causing the negative bar pressure. Therefore by extrapolation going forward keeping the centre of

Above; The first generation Skua lift forward off the centre of gravity through the whole speed range was key for good pitch stability.

Skua... the beginning of sail improvements 1975 I abandoned the Flexi and as the Seagull was too big for me, Rob

Beresford and I built a smaller version we called the Skua. I built a sail with leading edge shape, and three flexible plastic ribs each side with a scalloped trailing edge. The Skua performed very well, it was a lot better glider than the Flexi. When

Above; 2nd generation Skua with added shaped keel Left; Flying Fexi at Pah site with Rob Beresford

16 A i r b o r n

Graeme launches a Lancer 4 195 in Spain

Of Lancers and Sharks

Above; Lancer 1 at Kossen I switched from seated to prone I also added a raised airfoil shaped keel pocket in which the rear two thirds was reflexed to ensure good pitch stability. This further improved the gliders performance.

The SK invasion - the future of single surface hang glider design January ’76 That Christmas Terry Delore and other pilots from Christchurch turned up with a radical new glider from Australia called the SK1 (I think the name is correct) by Steve Cohen. Our first flight together was at Karekare a 600 ft coastal vertical bowl of black rock.

The SK2 was a small glider with a fully shaped and ribbed sail, just like two Aussie skiff sails joined together.

They were super fast, and very manoeuvrable with a great sink rate.

They looked like flies buzzing around the sky while we were positively parked by comparison.

Sir Lancer a lot - March ’76 Seeing that one could create a successful hang glider using skiff sailmaking techniques I came up with a design of my own. At the time Rick Poynter of Pacific Kites realised nothing in his inventory was going to be competitive for the upcoming New Zealand championships, so I made 2 sails and Rick made 2 frames.

Starting with the SK1 concept the new design which was to become the Lancer 1 had more sail area, a fully battened skiff type sail design and a full airfoil shaped keel pocket that I thought was a better option to the what Cohen had done on the SK2.

The Lancer 1 was a winner with a much better sink rate than the smaller SK1 in which myself and Rick finished first and second in the light conditions at Coronet Peak.

The Lancer I was a fun glider to fly compared with Seagulls etc and like the SK1 excelled in ridge lift. We had a hit on our hands and they flew out the door. I left Lidgard Rudling Sails to set up Flight Sails to build Lancer I sails for Pacific Kites and sails for

Above; Lancer 3 170, Piha New Zealand pilots building their own designs.

The Lancer I was very pitch stable in normal flight, however like many other gliders of this time if the sail luffed or went inverted there was nothing to kick the glider back to a positive angle of attack, and sadly we lost a pilot who was throwing his glider around on a windy day at Paekakariki and ended diving into the ridge.

Kössen, the first World Championships. (Terry’s and Cohen’s revenge) August ’76 It was Steve Cohen and Terry Delore’s turn to ambush at the world championships with the SK2, a giant floating glider that was perfect for the light conditions at Kössen. With Terry on board the rest of us fought for the crumbs. I finished 7th in the Lancer I. The championship however was real eye opener as a result of the many different designs from around the world.

Baileys Beach January ’77 a hang glider hatchery Back in New Zealand there was now a race for the next best hang glider inspired by what had been seen at Kössen and US hang gliding magazines. That Xmas there was a fly in at Baileys Beach, with at least 4 new hang glider designs turning up. Rick Poynter brought the wildest glider called Snoopy. It had a wide nose angle, very small chord length and deep wing section with a curved leading edge like a Seagull. It turned out to be very slow with poor handling, and average in sink rate.

Murray Sargesson turned up with a very nice truncated tip glider he had built, a bit like the ASG 23 from the US. His glider flew very well, it was fast, nimble, with a good glide ratio, it did however suffer a little on sink rate. My friend Rob Beresford built a glider that was like a larger Lancer 1, It had a great sink rate with good over all performance. I turned up with the Mini Beast, Arnie Duckworth flew one as well. Early one morning Arnie

and I took off in very light conditions and flew 5 miles north only just above the ridge. When we returned, it was too light for anyone else to get up and we just flew around rubbing it in. Later when the breeze did fill in the Mini Beasts really shined.

After the meet Rick Pointer dropped Snoopy and built frames for the Mini Beast that we renamed the Lancer II. The Lancer II had a wider nose angle with greater wing span than the Lancer I. I added a raised shaped keel pocket to give the wing more anhedral for handling as well to expand on what Bill Moyes had been doing to provide inverted angle of attack pitch recovery. To achieve this we added a line from the top of the king post to the rear of the inboard most ribs each side of the keel. If on take-off one held the noise of the Lancer II down into the breeze, it would pop up again, showing the effectiveness of this arrangement.

US trip, Summer ’77 I decided to go to the US and fly some competitions during the New Zealand winter. Rick Pointer hooked me up with some nice folks from Seagull Aircraft to get started. I met Seagull pilot Sterling Stoll, bought a Chevy Luv pickup with a camper shell and we headed out to Telluride Colorado for a meet. The Lancer

11 performed very well in the light conditions, leading the competition into the last day. We then drove up to British Columbia for two events.

The Chevy Luv was not showing much luv and it broke down on our way to BC. We rented a compact, disconnected the speedometer, bought some roof racks and then headed up to Canada. We were turned away at the border because neither of us had any cash on hand.

We returned after getting $100 from Sterling’s credit card at the ATM machine and drove through to Mt Fernie BC for the first event.

Sterling won this event in windy and rough mountain flying conditions and received $500 for his trouble. A week later I won the second meet held at Mt Swansea BC in light thermal conditions, pocketing an another $500. A good week for a couple of pilots enjoying themselves.

My brother Warren who had by then joined Flight Sails kept the business going while I was away.

Warren was an avid windsurfer and was also building windsurfer sails and harnesses.

Lancer III. Reality check December ’77 Annual glider development was now expected so on returning to New Zealand it was time to figure

Below; A Lancer 2 at Long Bay

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17

Understanding RASP Convergence

Part 3

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.

Above; Ron Hanley towing at Velden out what to do next. Many builders at that time were replacing cross bars with bowsprits for drag reduction. I designed two sails of different sizes and Rick Poynter built the frames.

This frame style was new territory for all of us and I was not totally comfortable with the concept at the time. I had many discussions within our flying group ‘The Leading Edge Club’ before moving forward with a rigging option in which wires ran from each side of the control bar to the front of the bow spit but no wires were run from the control bar to the leading edge/keel junction. This was done to reduce drag.

I had been test flying the smaller of the two models with good results.

Then on a day that my brother Warren and I were out sailing, a close friend Dave Pease took the larger of the two gliders for a flight at Muriwai. From accounts the bowsprit folded near the nose plate, the wing collapsed and Dave fell to the rocks below.

His loss was the lowest point I ever experienced with hang gliding.

Lancer IV... a sweet glider February ’78 After some soul searching and some time we got back to coming up with the next glider. I took what I had learned from the Lancer III design and created the Lancer IV, also known as the Santana. The nose angle had been increased from the Lancer II, the root chord reduced, and the tip chord increased. Blowdown tubes were added near the wing tips to improve the pitch stability in conjunction with the luff lines from the kingpost per the Lancer II. Cables were added to each leading-edge with a strut to stiffen the leading edge in flight.

The Lancer IV was sweet out of the box and soon became a very popular glider, with good handling and performance. Pacific Kites built the frames and Flight Sails built the sails. For the first time we offered two sizes much to the delight of heavier pilots, who were tired of being at the bottom of the stack.

With others I headed off again for

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the northern hemisphere summer of flying. First stop was California.

The Lancer IV caused a stir during a meet being held at Fort Funston San Francisco in very light conditions when all who launched sledged to the beach. Roy Haggard from UP (Ultralight Products) set up and took off in a monster 240sqft Dragonfly and proceeded to park head to wind about 50ft above the ridge slowly crabbing along one way and then the other not really going anywhere.

I took off on the larger 195sqft Lancer IV and flew down the ridge and back, then threw in some 360s, causing more pilots to take off and… glide to the beach. I just kept on cruising up and down the ridge, throwing in wingovers and 360’s and as a result launched the Lancer IV into the US market.

We had a good summer flying in the US, Canada and Europe. By the end of summer, we had a Lancer distributor in Germany, Spain and the US with Marty Alameda of Flight Designs Salinas California.

The Santana was designed for New Zealand conditions, i.e. windy coastal sites with grassy take off points where you wanted to set up the glider flat on the ground so as not to blow away. In California however light wind, dirt and spiny bushes, meant it was best to set the glider up on its control frame, and keep the wing off the ground. So at Flight Designs we set up production of the Super Lancer with a cleaned up leading edge sail pocket and Americanized the frame.

By then it was required in the US that gliders pass certain minimum tests to be sold to the public. We dynamically stress and pitch tested the Super Lancer while attached to a steel frame on top of a solid ‘60s station wagon at various speeds; quite exciting. We also proved the glider had good pitch stability, spin resistance, and spin recovery all recorded by cameras attached to the glider in flight. The Lancer passed all tests and we had solid sales.

Part 2 continues in the next issue.

The Boundary Layer Max Up/Down (Convergence) maps are very useful for determining the strength and locations of possible convergence conditions.

You need to note that the scale varies with the maximum up and down values forecast, so the red on one map may be a very different rate of vertical air movement compared to the red on another map.

The Boundary Layer Max Up/Down (Convergence) forecast displayed is for midday on 15 March 2020. On this day Jeff Ripley flew 98.2 km from Moirs Hill, which is the current site record.

To see the relevant pages online visit: https://tinyurl.com/RASParticles.

Source: www.xcontest.org/2019/newzealand/flights/detail: JeffRipley/15.03.2020/00: 07

15 March 2020 convergence forecast.

Jeff Ripley flew 98.2 km from Moirs Hill on this day.

Source: http://rasp.nz/rasp/view.php?region=NZNORTH_N&mod=+0& date 200315&file=wblmaxmin.curr.1400lst.w2.png&section=wind.params

Safety Checks Line Attachment Error Based on a fatal accident which befell a well-known pilot in the United States, this notice is worth repeating from the recent Airwaves newsletter.

The pilot was flying an Ozone Zeno when lost during a cross-country flight. When eventually found over a month later, Ozone inspected the wing and found Correct larks knot damage to the wing related to the method used to attach some lines to the wing during a previous replacement.

When paraglider lines are replaced, they need to be secured with a larks knot around the entire wing attachment loop, as shown here: INCORRECT ATTACHMENT This method of attaching the lines significantly decreases the distribution of load, particularly critical in high-wing loading and shock loading situations.

- Iain Clarke, SAFA Safety Management Officer, from Skysailor Continues on page 21

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Executive Repor ts CEO Update on the Accident, Incident Reporting System - AIRS

O

ver the past few months, the NZHGPA has had a team of very clever analysts overhaul the AIRS reporting system and according to the UK’s expert Dr Matt Wilkes, leads the way in our sport of gathering important meaningful incident and accident data that will help to improve knowledge and Identify future trends to keep our pilots safer.

A very big thank you goes to pilots Hamish Dicker for his extraordinary analyst skills, (been able to mine the last five years of computerised NZHGPA AIRS data), Louis Tapper and Blake Round, for the hard yards in creating the new AIRS reporting system, launched on the 1st April 2021.

Selected Accident & Incident Summaries – Focus on the Comp Season During this reporting period from the 1 Jan 2021 until 31 March 2021, (3 month Period) , there were 35 incidents or accidents. The list is to large to publish them all in Airborn, but all incidents or accidents can be viewed on the NZHGPA AIRS Public Summary at: www.nzhgpa.org.nz/safety.

The following selection of reports focuses on the busiest time of year when most of the competitions are held. Due to COVID travel restrictions, New Zealand held the most comps ever seen and they were extremely well supported, and in most cases oversubscribed. The competition organisers did a fantastic job with so many competitors. The following list of incidence or accidents and comments, are not in any way to lesson what has been for most an amazing experience, but food for thought when considering entering or running your next competition; Spatial Awareness - Right of way rules when thermalling in a gaggle or ridge running, reading ones instruments close to the terrain. Wear a helmet and glasses or goggles, that do not obscure your peripheral vision and physically look around more in a busy sky, acknowledge the pilots close to you, so they know and you know you have seen each other.

Mountain Flying - Pilots coming to comps with limited mountain flying experience on wings that they are more comfortable flying at the coast or over the flatlands, but suddenly find are more demanding for their skill set in strong mountainous conditions. Think Risk v Reward, never force the day or compromise on safety for a few extra points, if conditions for your skill set are not as expected, or ramp up during the flight, find a safe place to go land, there’s always tomorrow.

Task Setting - A safe competition on the day of a race, starts with safe task setting. Always a difficult job with consideration of the days conditions, route over terrain and experience of pilots. Competition organisers may feel the pressure to task, especially towards the end of the week to get a valid comp. As pilots please respect the competition organisers decisions when a task is shortened, stopped, or cancelled, avoid putting undue stress or expectations on comp organisers. There is a big difference between what is safely taskable for a field of 80 plus pilots, and what is to some free flyable in a narrow window of opportunity in a growing wind forecast.

Thank you to all those that filed the following reports, so that we may all learn from each other’s mishaps;

21/2/2021 Tasman Near Miss No Injury Paraglider Almost hit powerline. Had to spin the glider to avoid. Its location was well briefed before flight and I had flown past it the day before. Focussing too much on instruments for competition. I would definitely be keen to donate money towards some orange markers on this single line to make it more visible.

27/2/2021 Tasman Near Miss No Injury Paraglider Task 3 of Nelson PG open 2021 competition at site Blowhard and close to 50 gliders in the air thermalling waiting for start gate to open. I was trying to stay in a core and focussed on my left turn looking down and was not aware of glider behind and above me. As I was climbing I heard a loud shout and found another pilot just meters away to my right side. Fortunately he was a few meters higher then me and we both took evasive action and turned away. I later discussed with the pilot who was more experienced and we agreed that it was a near miss and possible reason this near miss happened, could be : 1. I (red) glider should have been more aware of my surroundings and looking around to see the thermal drift as the wind was strong and we were being pushed to the hill and most gliders will converge at some point. Lesson learnt for me is to look above, behind, around and watching the glider drift as it can come in someone’s line of flight and not be just focused on my own thermal.

2. Other person (blue) glider a very experienced pilot was able to see me thermalling lower and he was already aware the potential of me drifting into his line of flight so took evasive action, but what surprised him was with the wind strengthening, my circles were very elongated and he was surprised with how close I came to him in spite of his effort to avoid me drifting into his path.

Both of us agreed the wind factor played an important role in a near miss. The wind pushed our line of flight to merge but glad nothing happened and this is just a minor incident. The main reason for my reporting is for all pilots who will fly in a competition/gaggle to be aware and watch 360 degree for traffic, as on a strong wind day we can all be pushed into each others path.

Note: Of interest, this is the second near miss in a competition gaggle this year that has been reported.

27/2/2021 Tasman Minor Incident - Significant damage to glider Paraglider Experienced collapse & spin while thermalling in lee of spine at base of mountain. Deployed reserve & glider was damaged upon landing in pine forest “slash”, or the debris left behind by tree fellers. Pilot sustained minor cuts and bruising 29/1/2021 Tasman Accident with damage to glider Hang glider There was a catabatic wind above ground but the strong possibility of anabatic direction on landing. I was low on approach and was indecisive about landing options. Finally, I picked up a wind direction from a pond and opted for a downwind turn to lose height. Unfortunately I sunk more than anticipated and had to opt for a very confined landing spot. Still sinking, I failed to clear the fence and was pulled abruptly onto ground, suffering damage to airframe but no injury to myself.

30/1/2021 Tasman Serious Injury (medical treatment or ACC Claim) Hang glider Pilot set up an approach land in the middle of a large paddock at Tutaki North Road, Murchison.

Due to buoyant conditions glider flew the full length of the landing field. Nearing the fence at the far end of the field pilot slowed glider down in order to clear the fence and land in the next

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paddock. At 10ft from the ground, glider stalled and rolled to the right and contacted the ground.

Pilot hit the ground and sustained a broken shoulder. Pilot walked to nearby farmhouse and called for assistance. Damage to hang glider.

Incident and Accident Reporting

Please note the paper Form OPMF7 AIRS created duplication and a barrier to reporting in a timely manner and so has been removed, all reporting is now done online. Please refer to the NZHGPA OPM for further information on incident and accident reporting procedures. All incident and accident reports are automatically sent to the CAA under the pilot protection of a Just Culture, explained by CAA as: If an aviation participant reports their involvement in an incident or Rules omission/breach in a complete, accurate and timely fashion then the CAA will apply just culture principles in its response. Where there’s no self-reporting, or there is evidence of repeated at-risk behaviours or recklessness, then the protections of Just Culture will not apply.

Visit the CAA website for more info at: www.aviation.govt.nz/about-us/what-we-do/operationalpolicies/just-culture-what-it-means-to-the-caa/ A just culture is not about trying to catch pilots out or appoint blame, but learn from mistakes and try to identify trends through procedural or system failures, so others may avoid the same incidents and accidents. There is no embarrassment in reporting, asking for further assistance or simply chatting it over with your club safety Officer or a flying buddy, or if you prefer more centrally in confidence with Nick the CEO. It is appreciated that not everyone wants to return to flight after an accident, but if you do, then the NZHGPA is here to help work through what’s happened and assist where we can to get you airborne again.

If your wellbeing has been affected as a pilot or as a witness to an accident, then there is some useful information on the CAA Website for family and friends after an accident at; www.aviation. govt.nz/safety/safety-reporting/for-family-and-friends-after-an-accident/ .

Updates on the NZHGPA ‘global’ concession for public conservation (DOC) land

T

he NZHGPA is affiliated to the Federated Mountain Clubs of New Zealand, who advocate on our behalf for amateur recreation on public conservation land.

In early 2020, NZHGPA and FMC jointly authored and submitted an application to DOC for a ‘global concession’ for NZHGPA Members. After much shadow boxing and deferring the task of actually processing it, we can finally report that DOC has assigned a senior staff member to get the process moving again. It was always going to be a long wait, but the ball is moving again. Thank you to FMC special-vice president Peter Wilson, who has been doing much of the legwork and follow up.

But why do we need a‘global concession’?

Technically, the Conservation Act requires the pilot of any aircraft to hold a ‘concession’ (permit) to take off or land on public conservation land. We’ve successfully argued that the black-andwhite definition of non-motorised hang gliders and paragliders as ‘aircraft’ is at odds with the guiding principles of the laws and management plans which encourage low-impact recreation.

So we’ve been taking off and landing without problems for decades, why does

it matter now? When the Aoraki-National Park management plan came up for review in 2018, the draft document clearly signalled the intention to enforce that old, unworkable rule on free flight pilots. As other plans get updated, holding a global concession would stop us getting shut out of some of the most beautiful flying sites in NZ. Also, as pressure on sites and access continues to build, holding the concession gives us extra credibility as legitimate users of a place, and makes it that much harder to argue us away or restrict our sport. The NZHGPA’s affiliation to FMC has enabled us to access the expertise needed to apply for the global concession, and the political influence to ensure it keeps being processed, rather than remaining forever in the ‘too-hard basket’.

FMC has a quarterly print magazine, detailing its current advocacy battles, as well as news and articles from around the outdoor community. It also offers a discount card, with over 50 discounts, including 30% of the DOC Annual Hut pass.. As an affiliated organisation, NZHGPA members can get both posted to their home, for $20 a year. Visit www. fmc.org.nz/D2U to sign up.

- Dan Clearwater

National Safety Officer The NZHGPA is delighted to announce that Nina Harrap has stepped up into the role of National Safety Officer and it just so happened that the CEO Nick Taber (shaking Nina’s hand), and our Vice President Ian Manton, were in Nelson to welcome Nina on board. Nina will bring a unique enthusiasm to the role and looks forward to working with you all to improve the safety of our pilots.

Nina can be contacted on tel: 027 844 3904 email: safety@nzhgpa.org.nz

Safety Checks Gin Genie Lite 3 Rescue Deck Zipper Routine inspections have revealed a small number of these optional add-on units have issues with the zipper that may cause difficulty in extracting the parachute. Owners should inspect their rescue deck prior to their next flight.

If the parachute can be extracted without difficulty the rescue deck is safe to fly with.

If it cannot be extracted without difficulty, or you are unsure, visually inspect the two zipper boxes. If there is burring or the part is thickened it is defective – contact your GIN dealer for instructions.

Gin’s Safety Notice can be found at www. gingliders.com/pdf/safety-notice-2021-0304-gl3-rescue-deck.pdf - Gin Gliders, March 4th 2021 Icaro Gravis 1 Paraglider Line Shortening It has been found that older Gravis 1 wings can suffer from a shortening of C and D lines, adversely changing take-off and flight characteristics including entering deep stall when using big ears.

As a precautionary measure, Icaro is ordering a check on all Gravis 1 gliders last inspected more than 12 months ago, or that have been flown for over 75 hours, or are displaying unusual behaviour such as deep stall and hanging back on launching.

These gliders must be checked by the manufacturer for possible line replacement, before being flown again. The Icaro Safety Notice is at www.bhpa.co.uk/documents/ safety/manufacturer_safety_notices - Ascent Paragliding, February 2nd 2021 Gin Genie Lite 3 Rescue Handle Issue Critical rescue handle difficulty.

Some models of the Genie Lite 3 harness have been noticed to have issues with the rescue handle. The plastic rods may have become thickened due to the sealing process in production. This may cause difficulty to extract the rescue [parachute].

If the plastic rods of your rescue handle are thickened and do not easily pull through the fabric tunnel, please do not use this harness until the handle has been modified.

The full notice and instructions can be downloaded at; www.gingliders.com/pdf/ safety-notice-2021-02-03.pdf - Gin Gliders 02/02/2021 Sup Air Evo Lite Harness Wear Premature wear on lumbar adjustment.

Harnesses concerned: Evolite index A1 to A9.

We noticed possible premature wear on the lumbar comfort adjustment of the Evolite harnesses. Our EVO XC3 harnesses have the same adjustment system and we recommend that you follow the instructions at www. supair.com/document/information/Evo-Lite/ information-Evolite-EN.pdf The structural strength of the harness is not affected. The eyelet that serves as a deflection point for the lumbar comfort/seat depth adjustment can damage the strap.

This is mainly due to a very tight adjustment that takes up all of the pilot’s weight on this adjustment strap.

We recommend that you take care to adjust the seat depth within the limit of keeping the main strap under tension. The main strap should be under tension even after adjusting the setting.

For pilots who notice a weakness in the eyelet’s hold, we propose to send you a reinforcement kit to be fixed on the links.

- Sup Air January 8th, 2021

Continued from page 19

A-Frame Top Connection Bolt The following notice also applies to other manufacturers gliders which use a similar A-frame top. The same problem has happened here in NZ. Legendary hang glider acro pilot John Heiney has been flying – and looping – his UP International Predator for 21 years. The official Guinness world record holder for consecutive loops (52) from 1988 to 1998 and four-time world aerobatic hang gliding champion, he issued the following safety note for his favourite wing.

My student Shawn and I set up at the E (Lake Elsinore CA). We were the only pilots flying that day. After Shawn launched and got up 1000’ over, I was alone at launch. I was hooked into the “Trapezoid Predator” and standing at launch when I remembered that I had intended to put my pocket camera in the holster on my harness. I hesitated at launch because I was ready to go and if I delayed, it might blow down (a not-uncommon occurrence at this launch site). I decided I wanted the camera.

I backed off launch and started rotating the glider left so it wouldn’t blow over while I got the camera out of my car. When it was about 45 degrees to the wind, I felt a pop and set the Defective Maillon Rapide 8mm Standard zinc plated steel EN 362/EN 12275 Ref. MRNZ08.0 CE EN Facts; Customer report March 2021 on batch “A.19.04” Crack on surface of the rod.

Description; Defect detected at the opening the packaging. New product, never used.

Incident on people: none unique case.

Investigation in progress by us; Product accidentally cracked at the end of manufacture & not discarded.

Additional investigation to be carried out after receipt by Peguet Maillon Rapide of the part concerned.

How to proceed Check the general aspect of any product corresponding to the above criteria.

Visual inspection before use, in accordance with the user’s instructions point N.2: The user must perform before every use, visual checks (for corrosion, wearing, deformation), functional checks (of threads, etc.), along with checks for mark legibility.

Extreme temperatures and the effects of chemical reagents, cuts and abrasions are all factors that could affect the performance of the equipment. Care should be taken during use, transport and storage. While in use, the nut must be correctly and completely screwed onto the thread with the appropriate tightening torque: no thread must be showing.

Notify us IMMEDIATELY of any product with a similar defect: peguet@peguet.fr, www. peguet.com Peguet, the manufacturer of the famous Maillons Rapides, is committed to your safety.

We will be sure to keep you informed of the progress of this investigation.

At “apex” while looping down to the landing zone in the Lost River Valley after a thermalling flight off King Mountain near Moore ID. Photo/pilot: John Heiney glider down. It felt as though the left downtube had popped off the keel. How could this be? I looked and confirmed visually that indeed the top DT fitting had come off the control bar apex bolt and was pushing up against the sail!!!

I had believed since the TRX days that the control bar apex bolt was secure (once installed properly), since the top DT fittings were designed to “cage” the head of the bolt and the nut. There is no conceivable way that the nut could unscrew without rotating one of the fittings. It had just been demonstrated to me that I was wrong about this. I had been (just seconds before) standing at launch, ready to fly a glider that was about to fall apart. My desire to have the camera with me had delayed my flight just long enough to save me from a significant in-flight failure. It’s good to be lucky.

I opened my car, got out some tools and replaced the DT fitting and nut. As I tried to tighten the nut an extra turn, I found that the bolt was indeed rotating in the other DT fitting.

As it turns out, during the 21 years I’ve flown this glider, the steel bolt head had worn the aluminium fitting enough to allow rotation. I put the downtube back on, put the camera in the holster (which incidentally, I did not use on this flight) and went flying.

I got up about 1500’ over in the recalcitrant thermals of the day, flew about 50 minutes, visited Bedrock and headed out to find Shawn in the LZ, who had soared an hour while I was repairing my glider and struggling to climb out.

I had decided to play it conservative on this flight, so I did only one loop near the edge of the lake as I descended into the LZ. Shawn wondered why it had taken me a half hour to launch after he had departed the mountain.

I told him my story as we folded our wings.

Hence forth, I shall check the control-bar apex nut during my pre-flight walk-around.

One person foretold this issue. When Joe Greblo started selling Predators and Saturns some 20 years ago, one thing offended his sense of safety on our gliders. It was the fact that the control-bar apex bolt did not extend through the nylon insert in the nut. Joe was

right. I was wrong.

Those of you who are still flying a TRX, XTR, XTC, Predator or Saturn, should check the apex nut in the left top downtube fitting during your pre-flight inspection to verify that the end of the bolt is in contact with the nylon insert in the nut. It need not be extending through the nut, just touching the nylon insert. No replacement of the fittings is necessary.

There is a simple fix that you can do to improve the security of your UP/Altair glider’s control bar apex bolt assembly. It is most easily done with the glider on the control bar, the wings spread and the nose lifted by a rope from above.

Procedure: Remove the left downtube from the top downtube fitting. Un-screw the nut by rotating the fitting. Remove the bolt from the keel while leaving it assembled in the right fitting. No need to disassemble the downtube, apex bolt or fitting on the right side. Reassemble without 2 of the 4 plastic washers (as shown in the diagram). This will allow enough space to tighten the nut 3 extra turns after the bolt end contacts the nylon insert in the lock-nut. Then, rotate the fitting (in either direction, whichever is shorter) until the fittings are aligned with each other and re-attach the downtube.

Even with this fix, I advise that we always check this nut in our pre-flight inspection.

I have always felt an obligation to continue to fly this glider regularly (in original configuration) so that if any problems with the design arise, they are likely to happen to me first. I am happy to report that I survived this issue. I have never replaced the bottom side wires on this glider because, I believe that the exceptional design of the corner fittings will allow no bending stress on the BS cables during set-up and fold-down. I have tested BS cables removed from our gliders after years of service. They all failed at higher than rated breaking strength.

If you have questions, call or E-mail me.

John Heiney 760-822-5667 hangglidingphotos@hotmail.com

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21

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ing PP aa rr aagglli idding CC hh aa mmpip ioons n sh hips ips

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

April 1st 2020 to March 31st 2021 Top scores as shown on XContest on 4/2021 Pilot, flight date/time

Site

Distance

Points

Total

Pilot, flight date/time

Site

Distance

Points

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

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Total

Bryan Moore [bryanmoore] 248.19 p.

1 03.02.21 13:18 Mt Alta 58.14 km 116.28 p.

2 19.11.20 12:53 Kidd’s Bush 53.60 km 67.00 p.

3 28.10.20 12:48 Treble Cone 43.27 km 64.91 p.

Aaron Chesterman [azzasurfs] 246.48 p.

1 01.02.21 12:50 Te Mata Peak 92.13 km 115.16 p.

2 02.02.21 12:41 Te Mata 46.51 km 69.77 p.

3 28.12.20 12:13 Treble Cone 61.55 km 61.55 p.

Tim Brown [timbrown] 235.78 p.

1 02.11.20 12:44 Coronet Peak 63.12 km 126.22 p.

2 28.12.20 12:22 Treble Cone 47.22 km 59.03 p.

3 22.10.20 12:25 Coronet Peak 40.42 km 50.53 p.

Warrick Boustred [Waz24] 234.47 p.

1 30.11.20 13:00 Treble Cone 88.85 km 88.85 p.

2 03.11.20 13:04 Roys Peak 39.61 km 79.22 p.

3 06.02.21 13:10 ?

66.40 km 66.40 p.

Barry Sayer [Bazza] 212.92 p.

1 23.03.21 13:09 Te Mata Peak 75.18 km 93.98 p.

2 16.01.21 10:38 Te Mata Peak 48.69 km 60.85 p.

3 05.01.21 11:25 Te Mata Peak 46.47 km 58.09 p.

Leo Chelle [Leochelle] 211.93 p.

1 12.02.21 13:14 Coronet Peak 84.56 km 84.56 p.

2 13.01.21 13:02 ?

53.16 km 66.45 p.

3 12.01.21 14:07 ?

60.92 km 60.92 p.

Mark Hardman [mhardman] 210.24 p.

1 05.01.21 11:19 Te Mata Peak 82.60 km 82.60 p.

2 03.02.21 12:37 Treble Cone 68.91 km 68.90 p.

3 28.12.20 12:03 Treble Cone 46.99 km 58.74 p.

Ross Gallagher [Redwings] 208.79 p.

1 31.01.21 12:27 Kaimai 83.75 km 104.69 p.

2 28.12.20 12:16 Treble Cone 47.45 km 59.31 p.

3 16.01.21 13:21 Paeroas 44.79 km 44.79 p.

Ondrej Wieden [OndraW] 206.36 p.

1 28.12.20 12:24 Treble Cone 85.12 km 85.12 p.

2 07.02.21 11:12 ?

50.00 km 62.50 p.

3 12.11.20 12:09 Mt. Cheesman 58.74 km 58.74 p.

Emlyn Revell-Nash [thegremlin] 201.84 p.

1 31.01.21 13:19 Kaimai 70.54 km 88.18 p.

2 30.12.20 12:51 Kaimai 54.68 km 68.35 p.

3 22.02.21 13:33 Mt. Murchison 45.30 km 45.31 p.

Jakub Krauz [jakub-krauz] 184.94 p.

1 20.12.20 15:04 Ashburton Cliffs 42.56 km 63.84 p.

2 22.02.21 13:17 Mt. Murchison 61.48 km 61.48 p.

3 18.02.21 13:13 Mt. Cheesman 59.62 km 59.62 p.

Matthew Taggart [MTaggart] 180.70 p.

1 05.02.21 12:55 Kaimai 99.06 km 148.59 p.

2 06.02.21 14:05 Kaimai 25.69 km 32.11 p.

Jeff Ripley [Jeff-Ripley] 177.65 p.

1 01.02.21 12:43 Kaimai 51.33 km 64.16 p.

2 20.12.20 13:06 Moirs Hill 45.73 km 57.16 p.

3 15.11.20 12:28 Moirs Hill 45.06 km 56.33 p.

Kinga Masztalerz [kinga]♀ 172.01 p.

1 03.11.20 13:09 ?

57.05 km 71.31 p.

2 02.11.20 13:42 ?

53.37 km 66.71 p.

3 29.10.20 13:13 Treble Cone 27.19 km 33.99 p.

Jan Zimmermann [xcimax] 165.86 p.

1 18.02.21 13:12 Mt. Cheesman 65.34 km 65.34 p.

2 30.01.21 13:42 Coronet Peak 46.48 km 58.10 p.

3 16.08.20 13:37 Castle Rock 21.21 km 42.42 p.

Chris Connolly [Infinity] 165.81 p.

1 22.02.21 13:03 Mt. Murchison 61.79 km 61.79 p.

2 28.12.20 12:23 Treble Cone 47.67 km 59.59 p.

3 11.01.21 12:14 Treble Cone 29.62 km 44.43 p.

Peter Martin [PeterMartin] 164.73 p.

1 05.02.21 12:51 Kaimai 54.08 km 67.60 p.

2 14.12.20 14:02 Kaimai 53.35 km 66.69 p.

3 15.12.20 13:39 Kaimai 20.29 km 30.44 p.

Joshua Short [hsoj45] 158.38 p.

1 14.01.21 12:06 Coronet Peak 61.59 km 61.59 p.

2 05.02.21 14:44 Coronet Peak 48.55 km 60.69 p.

3 15.01.21 15:05 ?

28.88 km 36.10 p.

Photo: Ross Gray

Louis Tapper [yakernz] 689.24 p.

1 15.01.21 12:15 Coronet Peak 172.16 km 344.32 p.

2 14.01.21 11:55 Coronet Peak 114.27 km 228.54 p.

3 23.10.20 11:04 Treble Cone 93.11 km 116.38 p.

Ben Kellett [benjamin.kellett] 592.52 p.

1 03.02.21 12:12 Coronet Peak 172.85 km 216.06 p.

2 28.12.20 11:37 Coronet Peak 103.19 km 206.38 p.

3 14.12.20 11:23 Ahuriri Dingle 136.06 km 170.08 p.

Thomas Rold [Thomasrold] 410.36 p.

1 06.02.21 12:51 Coronet Peak 87.21 km 174.42 p.

2 01.02.21 13:05 Speed Peak 98.97 km 123.71 p.

3 25.11.20 12:05 Clyde Dam 89.78 km 112.23 p.

Tomas Balik [Balda] 402.73 p.

1 23.11.20 12:34 ?

68.72 km 137.46 p.

2 11.11.20 12:21 ?

108.78 km 135.98 p.

3 19.11.20 11:56 ?

103.43 km 129.29 p.

Mal Haskins [Mal.haskins] 386.88 p.

1 03.02.21 12:19 Treble Cone 140.89 km 0.00 p.

2 03.02.21 15:39 mid air 96.51 km 120.64 p.

3 03.02.21 12:19 Treble Cone 72.10 km 90.13 p.

Nicolas Sand [Nicosan] 376.16 p.

1 18.11.20 11:56 Coronet Peak 111.17 km 138.96 p.

2 01.12.20 12:13 Speed Peak 98.84 km 123.55 p.

3 19.11.20 12:36 ?

113.65 km 113.65 p.

Petr Poboril [Peca] 370.94 p.

1 14.01.21 12:03 Ohau Skifield 114.56 km 143.20 p.

2 02.02.21 11:34 Mt. Cheesman 67.03 km 134.06 p.

3 30.01.21 13:52 hawkdun 74.94 km 93.68 p.

Jan Necas [Pompidy] 368.64 p.

1 14.01.21 12:03 Ohau Skifield 67.26 km 134.52 p.

2 28.02.21 13:35 Parachute Rocks 94.66 km 118.33 p.

3 12.11.20 13:29 Pakituhi 77.19 km 115.79 p.

Stew Karstens [nelpara] 352.30 p.

1 30.01.21 11:27 Barnicoat 98.24 km 122.80 p.

2 07.09.20 12:19 Barnicoat 78.68 km 118.02 p.

3 12.01.21 11:18 Inwoods 89.18 km 111.48 p.

Doug Patterson [dougpatterson] 333.10 p.

1 06.02.21 12:52 Treble Cone 64.17 km 128.36 p.

2 01.02.21 13:50 Treble Cone 62.93 km 125.86 p.

3 19.11.20 12:01 Coronet Peak 63.10 km 78.88 p.

Aaron Ford [AaronF] 328.81 p.

1 03.02.21 12:20 Coronet Peak 169.86 km 212.33 p.

2 11.09.20 11:31 Roys Peak 58.29 km 58.29 p.

3 12.01.21 13:43 Coronet Peak 46.55 km 58.19 p.

Mark Macdonald [Brick] 324.13 p.

1 31.01.21 12:59 Kaimai 97.71 km 122.14 p.

2 24.03.21 13:14 Kaimai 96.57 km 120.71 p.

3 05.02.21 12:53 Kaimai 81.28 km 81.28 p.

Rob Hughes-Games [robhughes-games] 287.73 p.

1 11.11.20 12:20 Mt. Cheesman 105.08 km 131.35 p.

2 30.01.21 13:46 ?

74.09 km 92.61 p.

3 22.02.21 13:22 Mt. Murchison 63.77 km 63.77 p.

Clemence Cadario [ClemC]♀ 284.48 p.

1 01.02.21 13:01 Speed Peak 94.08 km 117.60 p.

2 06.02.21 12:52 Coronet Peak 91.38 km 91.38 p.

3 29.11.20 12:29 Treble Cone 50.33 km 75.50 p.

Rob Gillard [rob_gillard] 263.10 p.

1 31.01.21 12:53 Kaimai 93.88 km 117.35 p.

2 05.02.21 12:57 Kaimai 61.23 km 76.54 p.

3 16.01.21 13:08 Alan’s Hill 55.37 km 69.21 p.

Bradley Franks [BradleyFranks] 255.07 p.

1 15.12.20 12:43 Parachute Rocks 78.42 km 98.03 p.

2 18.02.21 12:15 Mt. Cheesman 47.00 km 94.00 p.

3 22.02.21 13:05 Mt. Murchison 63.03 km 63.04 p.

Nick Taber [MACPARANZ] 251.38 p.

1 12.01.21 11:40 Inwoods 90.75 km 113.44 p.

2 20.09.20 11:01 Barnicoat 58.56 km 73.20 p.

3 13.03.21 14:10 Mt. Murchison 51.79 km 64.74 p.

Eden Radonich [Kinda1] 250.40 p.

1 13.02.21 11:02 Te Mata Peak 81.94 km 102.43 p.

2 05.02.21 13:07 Kaimai 61.46 km 76.83 p.

3 23.03.21 13:05 Te Mata Peak 56.91 km 71.14 p.

EVENTS Paragliding Competition Committee Write Up

T

oday’s the last day of the Competition year!

We’ve had more competitions this year than in previous as more members have stepped forward to host. Besides the grand and excellent ‘NZ Nationals’ organized and hosted by Pete Allison and Lyn Watkins from Mapua there have been two Auckland regionals ( Johnny Hopper), the Southern Fun (Tim Brown), Hawkes Bay (Aaron Chesterman), our first ‘Wanaka Hike and Fly’ (Kinga Masztalerz) and the ‘AcroFest” on Lake Cromwell (Ben Kellett and Blake Round).

Thank you to all those members and to their friends and colleagues who have supported them by either organizing or participating.

A special ‘thank-you’ to the Mapua Leisure Park for welcoming and accommodating us all at the ‘Nationals’.

The PCC also wishes to sincerely thank Pete Allison and Lyn Watkins for organizing and hosting the NZ Nationals this year. It’s a lot of work, and, though the weather wasn’t quite what we had hoped, the Competition was well organized and a lot of fun for those tasks that we did manage to complete. It’s always great to catch up with the paragliding competition fraternity each year and especially so when they are located centrally such as we were at the Mapua Leisure Park.

We hope too that Pete and Lyn had time to step aside, enjoy the ‘ride’ and learn some new skills.

At the Nationals each year, the PCC is elected by the members for the next year and this year we welcome Nina Harrap to the fold as Toni Skerrett (who lives in Australia) has stepped down. The Committee now is Tim Brown, Dave Washer and Nina Harrap. Thank you Nina for stepping forward. We look forward to working with you and to your new inputs.

At the Nationals I happened to receive a text from Toni who said that Dave Gibbs (who organizes several Australian competitions) has indicated that he may be prepared to organize a New Zealand Nationals in Corryong in 2022. A vote was put to those present in Mapua and it seemed to be well accepted so we have written to Dave and asked that he consider such an event. For those that haven’t flown Corryong it is an exceptional place to fly. This year they flew 5 x 60km+ tasks in 5 days before the Corryong Cup was cancelled due to Covid. Corryong is a small rural town on the Murray River east of Albury and not too far

north of Bright. The type of flying is somewhere between Manilla and Bright and for many of us who have flown those sites Corryong offers the best xc flying in Australia.

Let’s see where this offer goes.

In the meantime members, please consider stepping forward once again to organize and host regional competitions (and other) in 2022. The PCC will do their best to support and assist in the organization. Liability and Insurance has been greatly streamlined and tidied up this year.

Don’t be daunted! It may be that Dave Gibbs is unable to organize a NZ event so please also consider hosting a PG Open competition.

The World Championship to be held in France in May has been cancelled due to Covid but a sort of replacement has been applied for in November in Argentina. Not sure what will happen there. For those eligible and interested keep in touch with the PCC for updates.

As the XC competition year is closing it looks like Louis Tapper has once again taken out the XC Championship. Well done Louis and well done to those many other pilots that have done some excellent flights this season, notably, Clemence Cadario, who flew a 94.1 km flight from near Queenstown to Makarora, in February, to break the New Zealand womens distance record.

Just this morning, I received an email bringing our attention to the fact that pilots are submitting flight to XContest which are essentially illegal as those pilots have infringed airspace. Please do not submit flights to a public forum if they are illegal.

There is an ‘airspace checker’ that can be downloaded on the NZHGPA website. If you don’t know how to use it ask Ross Gallagher or one of the Committee members.

With the quieter winter season approaching the PCC will sit down and review some of the processes and Rules with regard to some issues that arose at the Nationals this year.

Keep an eye out on the NZHGPA website as the new flying season approaches towards the end of the year for a new version.

Thank you all for your support and feedback throughout the past year.

It’s been fun. - Tim Brown, PCC

In Celebration of Landowners

By Kyla MacDonald

F

lying is more than just a hobby for many of us. Rather it’s a lifestyle – many of our friends are pilots, our holidays are spent flying, every spare moment (and dollar!) is absorbed by flying, buying new equipment, or researching the next great wing or site.

A lot of the joy we get from this lifestyle is dependent on good relationships with landowners.

When I landed out a few years ago in Queensland and the startled landowner shouted “how would you feel if someone landed on YOUR property?!!”, I held back from telling him about my lifestyle block, and how I dream of pilots landing there as we often use it as goal for Auckland comps.

Instead I reminded myself that not everyone is thrilled with strangers dropping in on them unannounced, so I apologised, had a chat and did my best to win him over.

Getting involved in land and site issues recently, and having been to quite a few events this year, I’ve seen what a difference it can make when we take the time to visit and talk with our landowners.

We’ve managed to turn around one relationship in Auckland, where we lost access to a prime inland site for a season through a combination of lack of contact (no Christmas gifts!), carelessness with gates, and incorrect assumptions about who owned the land. Acknowledging landowner concerns and showing appreciation and respect has turned that around. And it’s been a real lesson for us to stay on top of our relationships.

Contacting the property owners and farm site managers before events is really important too. It’s one thing having a carload of mates crossing a property, but quite another to see a full convoy. A heads up to owners of launch and expected landing areas goes a long way to helping property owners get excited about seeing us, rather than feeling like we are taking the mickey.

The good news story happened in the run up to the Hawkes Bay Regional Competition in January. A landowner who lives next to and works at one of the wineries contacted the Club, upset about how we were parking and some of the things we were doing. Club President and Comp Organiser Aaron Chesterman went to see him to talk through what might have been a tricky conversation. He walked away with a totally reasonable and acceptable arrangement, and also with a donation of $500 in wine to support the comp! (So I’ve made a note to bring Azza along next time I need to do any negotiating.)

So how do we celebrate them?

Thank them when you see them! Neighbours talk to each other, so giving them a positive impression of our community can be contagious.

Understand what they might want from us in return for accessing their land.

A property owner at Glendhu Bay asks that we support the Bike Glendhu business – they serve beer so it’s pretty easy to oblige after a nice flight.

Cool mountain bike trails too.

When you do stumble across issues, make sure to let the local Club know so the information can be shared with other pilots and hopefully make amends. Some properties have very good reason to not want us there.

It is their land after all.

Competitions at Canungra The Canungra Cup (paragliding) will be held in Queensland 9 - 16 October, and the Canungra Hang Gliding Classic 23 - 30 October. Canungra Hang Gliding Classic 2021: https://airtribune. com/canungra-hang-gliding-classic-2021/info These two competitions are a great way to start the flying season.

Check Airtribune for details at https://airtribune.com/canungra-cup-2021/info

Omarama Hang Gliding Events A press time the NZHGPA Exec and HG Comp Cttee were deliberating on Omarama events and dates. It’s likely there will be events at Waitangi week and possibly Xmas-New Year as well.

Have a go at a club photo competition All NZHGPA clubs are eligible to enter a set of their club’s top shots to the Federated Mountain Clubs photo competition, with thousands of $ in prizes up for grabs. Southern Club has been doing this for the past 3 years via their Facebook group, and it has proven a fun and popular event for the end of the flying season.

There’s a templated set of rules and instructions for how to do it on the FMC blog; www. wilderlife.nz/easyonlinephotocomp Entries close 15 September for clubs. - Dan Clearwater

A

i r b o r n

23

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

HHAA NN GG gglli idding i ng CC hh aa mmpip ioons n sh hips ips

January 1st to December 31st

B

y the number of flights entered this season so far, it appears that our last summer wasn’t the best for cross country flying in NZ. There were more than usual blown out and stable days than usual but Rick Hawkeswood managed the longest this year so far, flying from the Kaimais to Thames. My flights were at the Omarama Classic in very stable conditions and Ian Millers flights were from Mt Murchison during the Nationals.

No doubt this Spring will be different again and hopefully better. It may be the North’s turn to get better distances again or the South. It’s interesting to see how different areas work each season.

TO ENTER...

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

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

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

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

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

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

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

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

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

Distances are measured using GPSDump which is free software that comes in Windows, Mac and other versions. It it reads GPS tracklogs from just about any instrument. It works out the best start and finish points for you so that you get the maximum distance from the 2 furtherest points on your flight.

It also works out if the flight fits any other FAI criteria such as out and return, triangle etc. It also enables

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

ALWAYS CHECK with local pilots before flying at new sites.

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

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

24 A i r b o r n

The 2021 Cross-Country Championships Table so far...

Name

Flight 1

Flight 2

Flight 3

Flight 4

Total kms

Rick Hawkeswood 81.4 34.8 28.6 144.8 Bill Degen 59.6 42.3 21.1 122.9 Ian Miller 44.2 32.3 26.6 17.1 120.1 Laki Pule

*

15.0

export for viewing in Google Earth in 3D. Download GPSDump at; www.gethome.no/stein.sorensen Airtribune Live tracking For those who want quicker retrieves, get the Airtribune App for Android devices. Airtribune will track your flight and your retrieve driver can look you up on their smartphone to see exactly where you are.

It is limited to cell coverage areas but apparently satellite trackers like Spot work with it too. It’s easy on the phone battery though it may pay to have a backup power bank as well.

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

You still need a tracklog for that as explained in the entry section. The Apple IOS version hasn’t been updated for a few years and currently only works at Airtribune contests.

Rules You must be a paid up NZHGPA member during all flights or you don’t score. Entries must be postmarked or emailed within 30 days of the flight or don’t score. This helps ensure accuracy and prevents pilots holding back flights until the end, so we all to know how everyone’s doing.

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

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

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

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

Out & return, triangle or multiple turnpoint distances are not eligible, however if a enough pilots enter

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

This could hamper getting permission in the future.

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

If stock is near, drive slowly.

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

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

8.6

7.6 * Skyfloater flights

31.3

them, I’ll table them as well. Out & return and triangle flights often don’t require the long pickups of the best xc flights, so pilots can look at this option if drivers or time are a problem.

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

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

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

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

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

ONLINE RESULTS Results are posted as they come in at www. hgpg.co.nz/nz-hg-xc-champs.html and linked to the NZHGPA website at www.nzhgpa.org.nz/ competitions/hg-competitions/hang-gliding-crosscountry-championships Online scoring? Not yet, but if you have a 3D GPS you can enter any of the online contests as well. If you do this, just let me know by emailing me a link to your online entry and I’ll copy the data to the NZ HG XC Champs. It should have all we need to enter your flight.

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

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

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

DO NOT LIGHT FIRES at any time.

DO NOT SMOKE during fire risk times.

DO NOT TAKE DOGS onto any farm or property.

DO NOT disturb plants or machinery, move around it.

LEAVE NO RUBBISH.

NZHGPA BOOKROOM

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

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

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

Please send your order with payment to;

NZHGPA BOOKROOM Ian Manton, 027 546 2832, pg.training@nzhgpa.org.nz C/- PO Box 131, Matamata 3440 NZ

Fire Risks in Flight W

external casing to expand. The pillow shape indicates battery failure which may lead to rupture and fire. The battery should not be used but disposed of in accordance with the manufacturer’s guidance. A Li-Po/Li-ion that is subjected to a forceful impact may present a significantly greater risk of becoming involved in fire.

Flying with e-cigarettes The rapid combustion of charging/ damaged e- cigarettes has been implicated in deaths and house fires in the UK. If you carry your e-cig in flight you may want to review some of the ‘pocket explosions’ on YouTube, and then ask yourself how easy it would be to jettison the burning debris whilst airborne. Pilots are strongly recommended not to carry an e-cigarette (or indeed any lit smoking device) in flight.

Daily inspections and pre-flight checks The importance of checking for wear to fuel tanks has already been notified (see Safety Advisory 011 on the BHPA website). The FSC would like to remind all power pilots of the importance of proper daily inspections and checks to make sure that the entire fuel system is in good condition: hoses are not split, the tank and exhaust is properly secured, caps and spark plugs are properly fixed and the fuel tank filling cap is secure. If you have any doubt about how to perform these checks, a refresher from a suitably qualified instructor or a coach may be one of the most invaluable experiences of your flying career.

-BHPA SkyWings

Hang gliding, paragliding schools and instructors that you can contact for qualified flight instruction in New Zealand NORTHLAND HANG GLIDING Skywalk Guntram Gross, Herman Ahrens Phone: 09 436 0268 or 09 432 9333, 021 072 0357 Email: skywalk@igrin.co.nz

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

MARLBOROUGH PARAGLIDING Ferg’s Paragliding & Adventure PARAGLIDING High Adventure New Zealand Mike Ferguson Russell Read Phone: 021 995 682 Phone: 027 448 0888 Email: fergsparaglidiing@gmail.com Email: russread@ihug.co.nz www. fergsparaglidiing.com AUCKLAND HANG GLIDING Sean Oliver Phone: 027 670 8301 Email: skyriderag@gmail.com FaceBook: @Skyrider

PARAGLIDING SkyWings Paragliding Alan Hills Phone: 09 570 5757, 027 498 2345 Email: alan@skywings.co.nz www.skywings.co.nz Wings & Waves Paragliding and Kitesurfing Reuben Muir and Eva Keim Phone: 09 446 0020, 027 472 7013 Email: info@wingsandwaves.co.nz www.wingsandwaves.co.nz WAIKATO HANG GLIDING Sean Oliver Phone: 027 670 8301 Email: skyriderag@gmail.com FaceBook: @Skyrider

PARAGLIDING

Wings & Waves Paragliding and Kitesurfing Reuben Muir and Eva Keim Phone: 09 446 0020, 027 472 7013 Email: info@wingsandwaves.co.nz www.wingsandwaves.co.nz OMAHU, THAMES/PAEROA PARAGLIDING Bruce Vickerman Phone: 07 862 4919, 027 498 9941 Email: seehigh@slingshot.co.nz HAWKES BAY PARAGLIDING Airplay Paragliding School Barry Sayer, Phone: 027 451 2886 Email: barry@airplay.co.nz www.airplay.co.nz BAY OF PLENTY PARAGLIDING Kiwi-Air Mike & Aniko Phone: 07 929 5807, 021 104 6208 http://kiwi-air.co.nz Mount Paragliding Darrell Packe Phone: 027 249 2702 Email:darrellpacke@gmail.com

NELSON/TASMAN HANG GLIDING Nelson Hang Gliding Adventures Glenn Meadows Phone: 027 275 1022 Email: Gmeadows@xtra.co.nz PARAGLIDING

Nelson Paragliding Stew Karstens Phone:028-446 3930, 0508 FlyNow Email: paragliding@xtra.co.nz www.nelsonparagliding.co.nz CHRISTCHURCH HANG GLIDING Canterbury Hang Gliding School Bill Degen Phone: 03 326 6411, 021 247 2676 Email: aero@xtra.co.nz www.hgpg.co.nz PARAGLIDING Cloudbase Paragliding Grey Hamilton Phone: 027 532 4874 Email: cbparagliding@gmail.com www.cloudbaseparagliding.co.nz

ParaPro (Paragliding & Powered Paragliding) Dave Dennis Phone: 03 328 8255, 0508 548 323 Email: info@parapro.co.nz www.parapro.co.nz WANAKA PARAGLIDING Paraventures Paragliding School Mark Hardman Phone: 0800 FLYSOLO (0800 359 765), 021 809 275 Email: info@paraventures.co.nz QUEENSTOWN PARAGLIDING Infinity Paragliding School Chris Connelly Phone: 022-676 5599 Email: info@infinityparagliding. co.nz www.infinityparagliding.co.nz Extreme Air Hang Gliding & Paragliding School & Tandems Lisa Bradley Phone: 021 156 3256 or +61 45 728 7200 Email: lisa@extremeair.co.nz www.extremeair.co.nz

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Photos: Neil Brown, Ross Gray

hilst pilots flying with power will all recognise that their engine and fuel represent a fire risk (both on the ground and in the air), there are other in-flight fire risks that are more generally applicable. As a matter of wider general aviation safety awareness, the (BHPA)Flight Safety Committee would like to bring the following points to the attention of all pilots.

Batteries Lithium Polymer (Li-Po) and Lithium Ion (Li-Ion) batteries are efficient portable power sources that may be used by pilots to provide power for electric starting systems, strobes and display lighting, etc. Radio-controlled car, drone and model aeroplane enthusiasts who use Li-Po/Li-Ion batteries will be aware of the importance of correct care of these to minimise the fire risk from ‘rapid disassembly leading to venting with flame’, a state where a damaged battery can generate sufficient heat to cause a fire.

Li-Po/Li-Ion batteries have very specific care instructions for safe use, storage and charging, and should be routinely visually inspected. If you have had a previous heavy landing on your powered hang glider or paraglider that is equipped with a Li-Po/Li-ion battery, you are urged to check the battery for obvious signs of damage.

Even a battery that has not been dropped may ‘pillow’, a condition where the internal components of the battery break down and swell, causing the

Learn to Fly

■ Paid up NZHGPA members may run one advertisement per classification for free in each issue ■ Please email or post your advertisement to the editor, quoting your NZHGPA PIN number ■ Commercial operators, dealers, and non-members must enclose payment of $0.50c per word with their advertisement ■ Advertisements are deleted for next issue unless repeat request received ■ include your email address for the online issue ■ Buyers are advised that all used hang gliders and paragliders are highly recommended to have a full check as well as a new WOF check when sold ■ It is dangerous to fly a glider or with equipment that is above your rated ability ■ PARAGLIDERS REBEL DHV2, Gin L, Harness Skywalk Cult L, Reserve parachute, All excellent condition, Never crashed, $1000 ono, + an extra glider for ground handling.

Phone Paul 027 412 4474 Email: pauljamesnz69@hotmail.com PHI Gliders - www.phi-air.com - the revolution continues. Hannes Papesh and Mike Kung create the latest revelations in gliders - Maestro new high B is here.

Symphonia - high B performance certified EN A. Also, the EN A Sonata and light weight Viola. Tenor and Tenor light, class B gliders with better than class performance and handling. Exclusively from SkyWings - email alan@skywings.co.nz NEW PHI Allegro - EN C - out now: -) https://phi-air.com/project/allegro/ PHI Sonata 12 & lightweight version Viola are proving to be our new best miniwings - lots of sizes, unbeatable flight qualities - check our website and contact us for special introductory offers - alan@skywings.co.nz or www.skywings.co.nz MAESTRO is out - the PHI Maestro from Hannes Papesh is here and leads the high B class. Finally a perfect handling feel and C performance is available in the B class - exceeding all expectations - ask anyone who is flying one - contact SkyWings for unbeatable introductory prices - alan@skywings.co.nz NOVA Paragliders - www.nova.eu - exclusively by SkyWings - www.skywings. co.nz - email alan@skywings.co.nz SPEEDFLYING specialists - and dozens of great XC wings - happy to trade - all kinds of harnesses in stock as well - www.skywings.co.nz or alan@skywings.co.nz MOTOR Paragliding PARAMOTORING - exclusive Miniplane and PAP motors - SkyWings for courses and equipment - www.skywings.co.nz or alan@skywings.co.nz HANG GLIDERS 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 RESERVE PARACHUTES RANGE of reserve parachutes for hang gliding and paragliding including the tried and trusted Revolution, Second Chance and now the compact DiamondCross in optional steerable PG versions and HG version. 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 OUDIEs in stock. Amazing full featured GPS/alti/vario/flight computer, with colour mapping and airspace which automatically updates. Fanet and Flarm options for easy tracking. Phone 021 247 2676 or email aero@xtra.co.nz ACCESSORIES Helmets, No Limit (visor option), Insider, Loop (visor option), Breeze (adjustable size), range of colours & sizes in stock, phone 021 247 2676 email aero@xtra.co.nz EMPLOYMENT NELSON Paragliding is looking for an enthusiastic P2 who is keen to work with us as an assistant instructor for the 2021 spring season. September October start.

Please call Craig Papworth 022 032 4901 or email craigpapworth@gmail.com CORONET Peak Tandems Ltd, Queenstown, are looking for tandem hang gliding and paragliding pilots. Call 021 220 5932

RED BULL X-ALPS 2021: RACE TO MONT BLANC - AND BACK!

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dramatic new route has been revealed for the Red Bull X-Alps 2021. It’s no longer a race to Monaco but a race across the Alps - and back again.

The Red Bull X-Alps returns for its tenth edition in 2021 and is set to be the most challenging route in its history. Every edition of the world’s toughest adventure race features a different route but this year is a radical break from the past for the 33 athletes taking part. Instead of making their way from the alpine peaks to the Mediterranean Sea; they will travel a full circle starting in Salzburg and ending in the waters of Zell am See, Austria via 12 turnpoints. It’s a straight line distance of 1,238km, 100km further than 2019, and the longest to date.

The race starts with a one day Prologue on June 17th at Wagrain-Kleinarl and the main race begins on Sunday, June 20th. On the start line will be 33 athletes from 17 countries, 30 men and three women, all of whom have passed a gruelling selection process to ensure only the most capable and experienced endurance athletes take part. NZ has Nick Neynens and Kinga Masztalerz competing this year so tune in to follow them at; www.redbullxalps.com The Red Bull X-Alps is a uniquely spectator friendly event in the current climate. Fans can follow all the action remotely via Live Tracking, which lets users see the race and all its dramas unfold in real time. They can also choose to follow their favourite athlete and see what they experience via cockpit view. Live Tracking is highly addictive!

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FLIGHT PIX

Above goal on task 2 at the 2021 Paragliding Nationals

Photo; Stephen Scott

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

• Airspace for most of the world installed with free updates • Software fully supports Competition and XC Pilots • Easy and free software updates • In-flight FAI Triangle Assistant • Customizable screens & data fields • Barometric and GPS altimeters • Multiple wing profiles • Thermal Assistant • Wind Assistant • IGC tracklogs • Lightweight • Perfect size • Available in Full or upgradeable Basic versions • Integrated Flarm & Fanet option • Wind, wave, convergence forecasts option

BLADE hang glider version with pitot airspeed naviter.com/blade

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

03 326 6411 021 247 2676

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

phi-air.com

www.papteam.com www.miniplane.net