Airborn #216, November 2020 by NZ HGPA

Issue 216; November,December 2020, January 2021

HANG GLIDING & PARAGLIDING Mountain Adventure Radio Operations Hike, Fly, Float

7.50 Including GST

9 771170 992006

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 Skywings Paragliding ....................09 570 5757 Wings And Waves Paragliding ......09 446 0020

C/- Ian Manton PO Box 131,

TARANAKI FREE FLYERS C/- Dennis Green 38 Kaitake Rd, RD4, New Plymouth Pres, Airsp, Sec/Treas, PGSO; John Morgan ...................................................... 021 726 183 HGSO; Dave Austin....................021 0283 6797 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: Jeff Lean............................020 4102 0567 Sec/Treas: Grant Firth................... 021 422 698 HGSO: Grant Tatham...................027 636 3491 PGSO: Matthew Williams.............027 552 5205 Airsp: Ian Miller ............................022 176 8205 Communications; Irwin Imhoff..... 22 087 2173

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 Email: hbhgpc@gmail.com www.soarhawkesbay.co.nz 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

CANTERBURY H.G.P.C. Inc. C/- Paul Conaghan 34 Mounter Ave Christchurch 8051 Email: chgpc.exec@gmail.com 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 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

Photo; Till Middelhauve

Pres, Arron Chesterman ............021 0248 4730

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

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

Rob Davidson flying a paramotor in the Mackenzie

WAIKATO H.G.P.C. Inc.

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

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

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Email:

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

Dean Straker, 021 547 511, 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, Toni Skerrett

Hang Gliding Competition Committee

Dennis Thorpe, (Chair), 021 112 1622, dennis_thorpe@hotmail.com Matt Barlow, Tom Mulder

NZHGPA Book Store

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

In This Issue... Hike, Fly, Float..............................................................................4 Mountain Flight.............................................................................8 Morph Harness...........................................................................10 Radio Use....................................................................................16 RASP Introduction......................................................................18

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

Please send advertisements, photos and articles to the editor:

President

Airborn Magazine

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aero@xtra.co.nz

Executive Reports......................................................................20 Safety Checks.............................................................................21 Events..........................................................................................23 Cross Country Championship Tables.............................. 22 & 24 FAI Badges..................................................................................24 FRONT COVER: Wolfi Siess doing aerobatics on a Wills Wing T3 at Interlaken.

Next issue deadline: 30 December 2020 A

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Hike, Fly, Float Dan Clearwater combines paragliding with packrafting

earning a new outdoor sport changes the way you look at a map. Hike & fly pilots see potential launch spots where trampers might just see appealing lunch spots.

When I learnt to packraft, the river was no longer an obstacle, it became the objective. A big part of planning a trip is satisfying a curiosity. “What will it be like?” “Will it be possible?” And as I looked at the map, tracing rivers which I’d paddled, near launches that I’d flown, a small curiosity was born: “I wonder if you could combine paragliding with packrafting?” I certainly wasn’t the first to think it, but it was hardly a common combination. A loaded hike & fly pack is heavy enough, could I manage the extra bulk and weight of a packraft

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and paddling gear? A mid-winter day trip was the right opportunity to find out... From the Routeburn, hike up to Sugarloaf Pass. Fly down into the Dart valley and packraft home. The route was short enough to be achieved in a day, and had a few tracks nearby, so if things didn’t quite work, then it was simple enough to ‘hike & hike’ from any point back to the car. An interesting challenge, non-committing, beautiful... Why not give it a go? I spent a fair bit of time the night before, staring at piles of gear in the

Above; Skywoman flying a Skyman. Melanie Heather lands in the Dart Valley Below; Chilly climb through wet beech forest Lower left; David Cleary hikes towards launch above Sugarloaf Pass Photos: Dan Clearwater

Right; The Humboldt Mountains

garage, taking away as many things as I dared. It was quite an interesting exercise to choose the bare minimum of gear to keep safe and at a good temperature, whether hiking, flying or floating. I figured that the paddle was probably going to be the longest and coldest leg, so I tried to optimise my clothing and gear for that phase. That section of the Dart is really only a bouncy float, so I bargained on keeping in my boat, and even though it was August, opted only for thermals under a splash jacket and rain pants rather than a bulkier and heavier dry suit. My flying kit was a ‘semi-light’ Ozone Geo and an Advance Progress reversible harness, so pack space was certainly at a premium. The best way I found to get the packraft in the bag was to fold it into a large flat rectangle, the same size as a tightly packed wing. With care, the two items took about as much space as a hastily packed wing. As we drove towards the start point, our crew of three exchanged stories of the things we’d brought (and what had been left behind). Everyone had taken a slightly different approach; Mel’s was “take as little as possible to keep as light as possible for the hike”. Dave’s style “I don’t care if it’s heavy, I am not going to be cold on the river” and mine sort of halfway between. Pack weights were between 17-20kg, so not too bad

Below; Finally Airborne!

Photo: David Cleary

considering what they contained.. The lesson was clear: whatever you choose, it will be a compromise and won’t work as well or be as comfy as your ‘normal’ choices for at least one of the activities.. An early start on a clear august day made for a frosty climb up the Sugarloaf pass track. Leaving the track at the pass, we continued up and east through the tussock, to spectacular views of the Humboldt Mountains, Barrier Range and Mount Earnslaw/Pikirakatahi. At the north eastern corner of the tussock tops, we found a launch which would give us plenty of glide to get over the forested slopes to the open Dart Valley flats. Carefully packed bags were turfed out on the tussock, only to be re-packed almost as carefully into our harnesses. Length rather than volume seemed to be the issue here. Even with 4-piece paddles, they poked out the top of Dave’s harness compartment, needing a bit of string to keep the zip sliders from un-zipping in flight. Despite more wind than forecast the sleddy was beautifully smooth, and all-too soon we found ourselves in the Dart, ready to transition to the next phase of the journey. Here is where our different approaches to gear became apparent. Mel strapped her glider to the front of her boat with only a pack cover for protection against the water. Her paddle clothes were thermal legging

and a synthetic puffy jacket, with no spray skirt. The river took longer than we’d bargained for: with an hour of paddling still to go, the sun went down behind the hills and the temperature plummeted. By the end of the trip, the splashing had gotten her harness wet; next time a plastic pack liner would be a light

and compact waterproofing option. The ‘light as possible’ clothing option ended up her miserably cold. However, she’d brought along an inflatable ‘snorkelling vest’/ buoyancy aid, which was half the weight of our bulkier kayaking PFD’s and rolled up to almost no space. My packraft has a TiZip (waterproof zipper) which allows you to store

Photo: David Cleary

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Left; on glide to the Dart Valley Photo: David Cleary

equipment inside the inflatable chambers. A concertina bag made it relatively easy to feed the wing into the boat, but the harness took quite a bit of careful effort for it to go through the small zipper opening without damaging the seal. Bit like force feeding a boa-constrictor. To be honest, I’d been a bit lazy and hadn’t bothered to actually have a go at packing all the gear in the various configurations to see if it actually fitted. Would have been a bit inconvenient realising out there that my paddle didn’t fit in my harness, or my harness in my boat. Dave’s pack was the heaviest, but we really envied his drysuit when on the river. In hindsight, I reckon that for anything but a short, simple float on a hot summer’s day, I’d just take the drysuit and wear it whilst flying and paddling. Over a post trip meal in Glenorchy, our team warmed up and chattered about the possibilities of parapackrafting. Just imagine the interesting routes you could put together if you had an ultralight/ single-skin set up... Beyond loads of local-style round trips like ours, a packraft on board could make for an enjoyable ‘selfretrieve’ on XC flights: head up valley till lift or enthusiasm decays then float back home. Or give an alternative scenario for bombing out somewhere a bit more committed: many tiring hours walking out of the valley, or an enjoyable and relaxing float? The very idea of going vol-biv with a packraft makes my shoulders hurt, but a chap in Alaska is doing just that. Thai Verzone did a solo 3 day trip, first flying XC into the mountains near Talkeetna and climbing a peak or two from his campsite. Day two was a frustrating flight, followed by some steep packrafting grade 3 and 4 water, followed by some rough bush bashing. Because it’s Alaska and the sun hardly sets, he began paddling the 45 miles ‘easy’ water through to his destination

Centre left; Transformed from pilots to paddlers Photo: Dan Clearwater

Left; All smiles before the sun went down and the teeth began to chatter... Photo: David Cleary

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(Talkneetna) at 9pm, only stopping for a brief sleep at 1am making it to goal by 3pm. That man deserves a cup of tea and a lie down! Maybe our mountains arenâ&#x20AC;&#x2122;t set up the same as Alaska, but what if you flew XC to somewhere that would be a nightmare to walk from, but a joy to packraft? Hike Mt Fyffe then XC into 4 days of grade 2/3 on the Clarence to the ocean. Drive up Treble Cone to fly

past Aspiring or round Rabbit pass to paddle the grade 3/4 Waiatoto for 2 more days to the coast. Mt Cheeseman to the Waimakariri, then down through the gorge. Coronet to the Shotover, then back to Arthurs point if you can paddle grade 4.. I just guess it changes the way you look at a map... Check out a video of the trip at: tinyurl.com/hikeflyfloat

Below; 3 mates, 3 gear strategies. Left to right, David Cleary, Dan Clearwater, Melanie Heather

Above; Paddles can be a bit awkward to pack in some smaller harnesses; experiment at home first!

Below; Exploring a canyon in a nearby side stream Photo: Melanie Heather

Above; Stuffing a paraglider in a packraft is a bit like force feeding a boa-constrictor Below; Danâ&#x20AC;&#x2122;s gear spread

Photos: Dan Clearwater

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A Simple Adventure

Bryan Tuffnell goes adventuring without Ueli Steck, Dave Dennis or the Genie from the Cave of Wonders

Bebeep...bebeep...bebeep...bebeep...

h, crud. Three o’clock is normally a splendid time: the sun is making itself useful by crossing the yardarm; there’s no trouble justifying a wee pre-prandial nap; there’s undoubtedly a book screeching for your attention next to the sofa.

But this is three o’clock’s nefarious alter-ego, the Dr. Jekyll of Mr Hyde: the evil, unprincipled and immoral three a.m. There are only two reasons that a bloke should be awake at this hour, the second of which is when flames are about to engulf the mattress. These ‘alpine starts’ are the splintery cross that mountaineers must bear in order to get snow conditions at their best. (Alpinism does offer faint compensation in the form of hut-bound ‘pit days’: when foul weather stops play you get to lie in your sleeping bag all day, eat tomorrow’s ration of chocolate, read scintillating in-depth analyses of the Palestine/Israel conflict in girly magazines, and doze the day away – a lot like being at home, but without the nagging). I procrastinate for as long as I can manage, then turn the light on. One of the advantages of being based at a hut in the village is electricity on tap. It’s skin-crawling cold, and I see faint fingers of frost on the windows. Once I’ve chewed my way through eight weetbix I can’t summon a plausible

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excuse for not getting dressed, grabbing my pack and heading out into the frozen darkness. Little patches of snow linger along the roadside. The radiant edge of the Milky Way spans the narrow valley, lighting up the snow on the surrounding peaks. Soon enough, I’m stepping off the road and into the blackness of the mountain beech forest that cloaks the lower hillsides. The three a.m. malaise has turned into four a.m. fun. Man, it feels good to steal a march on the sun! The world has shrunk to the small pool of vapid light cast by my headlamp. Carrying little and moving quickly through the darkness is hugely satisfying. The master of fast-and-light solo alpinism was the late Ueli Steck. He applied an Olympic athlete’s level of training to mountain sports, and the result was a long list of bold and extremely fast solo ascents in the Alps and Himalaya. I was deeply impressed. The best talk he gave was in French (his third language), and by applying what I remembered from the time I was in

Above; A hike-and-fly in the Wilberforce

Right; A shady Crow Face

Mr. Wilde’s fourth form French class and actually awake, facing the right direction and not fantasising about Susan Baigent, I understood about half of it: Ueli worked with a coach who split his training into six week cycles (I think), he used another coach for mental training (I think), and in the off-season he and his wife resembled each other and threw bouquets of penguins (maybe not). An enthusiastic paraglider pilot, he used a paraglider as a means of descending from alpine climbs and as a way of linking multiple alpine climbs in a day. I’ll never get to Ueli’s level unless I stumble into the Cave of Wonders and find the Genie drinking heavily, but nevertheless some of the master’s style has rubbed off. I like the minimalist approach: low cost, the least gear, self-reliance. Being unfit, lazy and frugal, ‘fast and light’ becomes ‘go fast and light, provided it doesn’t require training, effort or spending money’. My motto could be Lower, Slower, Cheaper. I find the richest rewards in simple adventures

– swapping technology for an appreciation of the environment and how you interact with it. I’d choose the quality of an experience over its numbers any day; big grins mean more than height or time or distance. Don’t shoot for the stars. Just turn off the phone. Leave the InReach behind and be out of touch. Count on yourself. Switch on the senses and connect with the world. Phew! Does your mind wander when you’re alone, grinding your way up a steep hill by torchlight? By the time I reached the bushline I’d considered how long it would take to saw down that tree with a teaspoon... whether I would eat one of my boots for $10,000... does the prime minister of Sweden have blond hair... actually, who is the prime minister of Sweden? Would

Debbie Harry make a good PM? Crampons go on and the headlamp goes off at the bushline. Perfect polystyrene snow squeaks underfoot in the darkness. Short of seeing a city underwater, snow must be the most easily read expression of recent weather. The history of the past week is written into the little cornices that crest the ridge, the way the basins are loaded on their southern sides, the sheen of verglas on exposed rock, and the large granular crystals beneath the frozen crust that crunch under my boots. Sun, wind and rain have shaped the landscape to reflect their moods. There’s the false dawn, just a bit further along the ridge. By sunrise I’m giving myself a pep talk and gearing up for the Crow Face. Above here there must be no mistakes. “Righto, Tussock, time to sort your s—t out. The day is perfect; the face is in good nick. Not a breath of wind. Check your laces. Helmet on. What sort of pervert would design a helmet that’s a big dome of white polystyrene with a red plastic disc on the top? I must look like the sperm that spawned Dave Dennis. Oh, that’s a bit awkward - what if someone... no, don’t go there, focus...” Setting off up the steepness of the face at dawn is fun itself. You watch the mountains materialise and dress themselves in the rising sun. There is the antiseptic sting of alpine air on your cheeks, the subtle percussion of ice tools and crampons penetrating ice. Your mountain seems to come alive around you, and your body moves with a rhythm and grace: fluid, forceful, and energetic. Your focus narrows to the little moving disc of a universe whose borders are at the limit of your reach; you breathe deeply, and your arms swing and legs turn and your sense of time and space disappear. You’re fully in the moment of here and now, at the intersection of environment, risk, skill and challenge. It feels good to be here and giving it your best. Narrow braids of ice wind through bands of shattered rock. There are a few delicate moves, but while the exposure and steepness are considerable the climbing is fairly secure. I love this. I’m in my happy place, dancing and not skating on thin ice. On to the summit, and... ah, crud. The summit snow has been sculpted by wind into robust ribbons of sastrugi. There’s the faintest of breezes from the northeast. If I fly down, I’m going to have to deal with a short launch on solid ice right above a precipitous drop. Or walk down, which is a straightforward womble down snow to a gentle valley. Which is it to be?

Right; Lower, Slower, Cheaper. Heading for the pub after a jog in the Hakatere I am, as you will have gathered by now, no Ueli Steck. I’ve been blessed with the internal fortitude of a startled turkey the week before Christmas. I spent the night after watching Friday the Thirteen curled in a foetal position at the foot of my parent’s bed, which is no place for a thirty year old. Pending dental appointments induce tears. A snuffle can reduce me to whimpering magnificently, rubbing my stomach and saying “I think it’s my spleen”. I’ll leave you to contemplate the degree of inner turmoil brought on by the thought of a forward launch on crampons with a half-dozen steps between where I’m currently standing and the rest of my life if I mess this up. I know that the launch is perfectly achievable, but I feel like Ueli Steck giving birth to a brick outhouse. Wearing the kind of expression normally associated with the latter stages of strychnine poisoning, I start preparing for launch. My wing has little loops sewn into the leading edge, and I thread short tufts of wool through these. The loose ends are poked into notches that I’ve cut into the ice. This lets me lay the wing out in some faint semblance of normality, instead of watching it slide down the Otira Face. Clip in. Wish I was in bed. Or Mr. Wilde’s French class. Or watching Friday the Thirteenth, maybe in a dentist’s surgery. Cut that out, Tussock. Focus, it’s not that bad... I sit down for a moment to pull myself together. Visualise a successful launch. Take three biiiig, slooow, deeeep breaths. Okay, I’ve got this. I say it aloud as I get on my feet and I mean it, but it occurs to me that if they happen to be my last words, I could probably do better, something like right, I’m going to show that rabbit who’s boss. And suddenly I’m running for the edge, feeling the wing pop cleanly overhead and I’m airborne. Just like that. WAHOOO!!! Oh man, I live for moments like this: the instant of taking flight, the terrain dropping steeply away beneath my feet in a rush of chilled mountain air, and the spread of the alps all around – this is entering a fantastic new world. And what a feast for the eyes: the cold grey rock and the dazzling snows of the mountains, glowing in the early morning light. The endless vault of azure sky above and the dark valley below. Lean over

and dab the brake; the arc of flight swings above the first of the ridges that radiate from the summit I have just left, past the hanging basins and cirques that once spawned huge glaciers now long gone. On, over the dying icefields, Rome Gap and the ridge I wandered along in the darkness a few hours ago, the snow faintly blushed with pink by the new dawn. WAHOOO!!! Over dappled forests of mountain beech, dracophyllum and celery pine, bisected by little tumbling creeks that have carved their path into the brittle greywacke beneath them. Above sun-dewed frost flats and blue tarns that flank the valley, to where the river tumbles from hidden gorges onto stony river flats and snow tussock terraces by the village. Lean and brake; there below me is the hut that I reluctantly left four hours ago and the little patches of snow by the roadside. Hold the brake, turn and turn; grass and gravels spinning beneath my feet. The wing feels alive and the sensation of being in midair among the mountains is fantastic. WAHOOO!!! The baches by the river are growing now, and a few houses are exhaling lazy columns of smoke that flatten themselves against the morning inversion. Trucks carrying Lordknows-what are grinding towards the pass. Someone is crossing the road... presumably to get to the other side. Ha! Now it’s time to get serious – I cannot land on those gravel flats with crampons on. Letting go of the

brakes and removing crampons is a delicate procedure, but passes without problems. I fly with a crampon in each hand, making lazy figure-8 turns over the landing area, and drop them just before touching down. A perfect landing. WAHOOO!!! Down to earth. I’m standing on the stony river terrace beside the village, grinning like a shot fox. The wing is falling in soft folds behind me. Flying has the strange effect of distorting time and space, and the rapid shift from icy alpine summit to the normal world of houses, cars and people induces a kind of chronological vertigo. It’s all a bit unbelievable. I ask my tired legs to prop me up for a few minutes longer while I take it all in. I listen to the river chuckling in its bed just a stone’s throw to my side and stare at the red lichen on the rocks around me. There is frost-heave between the stones. The sky is a mid-ocean blue. The peaks above the valley seem to reach the stratosphere. It’s early morning. I’m going to pick up my crampons and walk back to the hut. I’ll have a shower, light the fire, and cook up some random food groups. When the sun warms these flats, I’ll come back here and lounge in the tussocks with a book. Maybe later I’ll wander down to the Wobbly for a pint of ale, just to hang one on, ‘cause I can. But right now I just want to lie in my sleeping bag on the berth beneath the big window of the hut, shut my eyes, and see what happens. Ciao, Ueli, and thanks. It’s been magic.

Right; Lightweight flying gear, a bit of climbing kit, a down jacket, muesli bar and water. A 22 litre pack, under 5kg

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Morph Harness Does Pron

Bill Degen tests the Morph harness with thanks to James Paulus

he Morph is a unique harness that can be flown hanging, prone or seated by easily changing position while flying.

It is made by Cloud 9 ; a hang gliding harness manufacturer owned by Bill Pain based in Australia. This harness is a remarkable achievement involving some complex design; Firstly the pilot has to be able to rotate through the 2 main risers, so a spreader bar allows the pilots body to pass through. Then webbing attachments need to hold in two directions as well as during rotation, and ropes that support one way have to provide the right support the opposite way up. The Morph achieves this by having four lower support ropes off the main risers to the harness shell while the main risers are attached inside to a ‘belt’ of padded webbing with a seat board on one side. Shoulder and leg ropes support in both directions. The result is a harness that is fully usable in each position plus it has a variable angle option which allows angle adjustment when seated. In prone, upper body support isn’t quite as good as dedicated prone harnesses; it feels a bit different but once set with my upper back straight for prone, I was glad to find it didn’t detract from seated comfort. If I let the adjuster rope off, I could fly feet

10 A i r b o r n

first lying on my back, which isn’t comfortable or aerodynamic and that position wasn’t so good head down in prone either. Bill confirmed he felt it was best set at one position, however the angle adjuster is a good easy way to find the right angle, which you can then tie off. Flying prone gives more speed range and feels most natural to experienced prone pilots. It surprises many people that the supine/seated position has less drag than prone because of the angle that the air passes the pilot. Think of a body angle that matches say 9 or 10:1 (assuming a skyfloater) and also remember the wing has a high angle of attack as it moves forward and downwards through the air at that 10:1 angle. When leaned back seated your body lines up pretty much perfectly to the actual airflow. Another factor I find when prone is that turbulence seems to not feel as bad; possibly because a water filled human body is spread out more when prone. It could also be that I’m more comfortable with what I’m used to.

Getting in As with all harnesses, I recommend hooking in and locking the harness

Above; Seated and on glide past Sumner beach. Looking at the telltale angle on the front wires, I could have leaned back a little further for less drag

Right; Out of prone for approach, note the excellent vertical body position; much better for feeling glider trim at launch and landing

Below; The upright extensions are simple and light weight, they fasten with velcro ties in a few minutes

ne and Seated Right; Thermalling in prone with the turtle back full of gear

to the hang loops before getting into it. That way you can check all ropes are routed correctly and the angle adjuster is positioned and cleated correctly. The 50mm wide webbing risers look a little odd with the half twist in them when prone, but rotate the harness to seated and it all lines up correctly. Putting on the harness is easiest if it’s hooked in and it takes a little care; you step into the orange leg loops on the internal belt. I appreciate the bright orange leg loops, too many harnesses have black loops that are hard to see against the black interior. Standing in the harness with the leg loops on, you then lift it by putting your arms through the arm holes of the top part, zip up the side zipper and fasten the safety buckle. It encloses your upper body much like other full body harnesses. You can then do a hang check. Your shoulders carry the harness so it hangs lower than most and the parachute will be against your thighs. Perhaps not ideal for a nil wind launch but if you’re flying a skyfloater or lighter recreational wing, the glider flys and lifts the harness in the first few steps and you can then run as hard as you like.

Changing Going prone from launch; just step into the stirrup and push yourself prone as you would normally. Then reach for the plastic ball on the zipper rope and pull the zip up. I had a little trouble with the zip not moving up at

first but found if you point your toes, the zipper straightens, allowing it to slide up easily. A pad in the boot might help here. The zipper stops about 3/4 way up and supports your legs. Then or later if you’re busy flying, reach down and feel for the plastic hose on the zip slider to zip up the remaining top section to keep your thighs out of the wind. To go seated; when flying straight and level with no other pilots flying too close, rotate backwards, letting go of the basebar, allowing the main risers to come from behind and pass your shoulders. Reach for the uprights or extension bars (which I recommend). Hopefully the manoeuvre will take just 2 seconds or so and leave you seated nice and comfy. You need to make sure you maintain speed and control so don’t do it in turbulence or when close to terrain. For landing, you need to get out of seated by leaning forward and bringing both arms inside the risers to the basebar or uprights. Do this early or before your landing circuit. Getting your legs out of the pod requires pulling that hose on the zipper about 200mm down, then just spreading your knees opens the zip completely. After kicking out of prone and in vertical hang position, it’s easy to feel pitch trim and maintain a vertical position, probably the best of any prone harness, so it’s great for feeling trim and landing flare timing.

Benefits People who have back or neck issues flying prone will find the seated position solves that problem. This harness has potential for XC flying too; you could work your butt off aggressively thermalling up in prone, then when at altitude or on glide, observe the clouds ahead while resting, have a snack, take photos or plan your flight. It could add physical and mental endurance and all while sitting in a lower drag position. For racing, a typical prone harness with a head down angle of attack should perform better, but many pilots can’t comfortably hold that

head-down position for long and how often are we actually racing? The ability to sit back, relax and recover could be a huge advantage on long flights or even cruising long ridges. After flying and waiting for a pickup, you could hang the harness up in say a tree and take a comfy rest or even a nap in your ‘armchair’. Another benefit of this harness, is that a beginner can use the base version on the training hill, then add the parachute container or leg pod later on. Best get to get the turtleback container at purchase though, as it’s sewn on. I’d tried paraglider harnesses with a spreader bar on a hang glider before

Below; Bill Pain flying seated with legs above the basebar

Cloud 9 owner Bill Pain started hang gliding in 1976 aged 16 and was soon working in the hang gliding industry. He designed and built various notable hang gliders. He first started work on a combined prone/supine hang gliding harness back in the 90s, when he was commissioned by the late Colin Lark to design and build the Discovery Skyfloater production glider. Bruce Hudson did the initial work on the suprone harness but Bill has refined the design, recently adding the leg pod.

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Left; Prone at Taylors Mistake flying Fun2 190

Right; Nic Welbourn flying a Sting 3 with the stirrup version of the Morph

but they were only able to be flown seated and it was more troublesome getting my arms through for landings. The Morph does this very easily. Hanging in the harness during launch or landing is similar, but actually better than an apron harness, it doesn’t throw you forward like a backplate harness, nor do the risers push against your back. You have full pitch feel while hanging vertical, without having to pull your body vertical and lose trim feedback. That’s the benefit of 2 risers and a spreader bar. The upright extensions are easier to reach and fly with when seated, especially if you are leaned back. You can leave the upright extensions off and use the uprights, but the extensions are lower, giving more precise control as well as a more natural seated position. They never get in the way and there’s less drag as your arms are more in line with the airflow than when holding the uprights. It takes just a few minutes to velcro them in place. You can also use them for doing a stronger flare and even for carrying the glider.

Above or below? Should you fly with your feet above

or below the basebar when seated? I’ve tried both and the harness I tested felt best to me with my feet just below the bar. Using a standard DHV (1200mm from loop to basebar) hang-loop with one hitch in the loop raising it 50mm, it allowed me to either have my feet above or below. In the end I preferred below as control was lighter and more precise, plus I could hook straight in easier. I found it more awkward to revert to prone quickly from above the bar and it’s possible to catch your legs on the basebar a little if you’re not coordinated. Above the bar has quicker, but less precise response and you can speed up more but I preferred to go below. The parachute is mounted low on the harness so that the bridle can rotate with the harness position and allows a clear throw from seated or prone. It is a cloverleaf type secured with 2 bungee safety rods on the handle. It’s on your lap when seated and at your stomach when prone, so slightly further to reach than usual but it has to be there as there’s not much space to pull it between upper support rope and riser. It’s not as streamlined as other harnesses, but unlike many, you can

actually see the parachute handle, which could be a lifesaver. The whole chute pack can be removed or rotated to different positions. The optional zipped leg pod can be removed. You then have an apron harness that is perfect for training or can be used with just the rope and stirrup for dune flying.

Considerations Initial setup may take a while to get right. I have a simulator with the correct A-frame angle and pitch response but most people would be best to put their glider on props with an assistant holding to avoid a simulator accident. The spreader did not contact with the uprights on my Airborne Fun2 190 but gliders with shorter uprights or short hangloops might connect and affect pitch. Best to check before flying. Hang height must be correct: Ensure the parachute bridle is routed correctly and doesn’t catch on the base bar. Hitching the main loop or changing to custom hang loops may be required. Support ropes must be set right as well as the angle of attack limit. It may take many adjustments to get your back support, shoulder ropes, leg ropes and stirrup correct as they interact. After actual flying, settings are likely

Left; Top of the spreader bar and riser connection showing the parachute bridle and angle of attack pulley

Right; The compact and light harness bag

12 A i r b o r n

to require further tweaking. Best you know how to tie a bowline or keep knots intact and feed the ropes through them. Once set correctly the knots can be taped in place. Practise bringing the arms through the risers going seated and back to hang or prone is essential. Likewise practise using the pod zipper. Where to put your instruments? If it’s on the customary left upright, that’s fine when prone but too far away to bee seen when seated. If mounted say on the handles or top of the chute container, it wouldn’t be visible when prone. You should still be able to hear the vario in any position though. How you mostly fly in the harness will determine where to mount the instruments. There are various micro varios such as the Syride SYS’GPS V3 which I had on hand, it velcro’ed to my arm and was visible both prone and seated. You could run 2 instruments perhaps or set up your instrument for the hang position you use most with the vario volume up high. Or you could use an instrument in each position, having one silent perhaps or a vario/alti plus an alti watch.

Construction The Morph presently doesn’t have official certification but Cloud 9 states; “Double integral continuous loop of 2000kg webbing, one for seated and one for prone. Leg loops are sewn around these, forming a secure webbing surround for the hips, legs and shoulders. Shoulder, chest and thigh supports transfer weight via six 500kg ropes. The main suspension consists of an integrated spreader bar system (with redundancy) and double 2000kg polyester webbing on each side representing an enormous safety margin. Body material uses high

quality UV-treated 600 denier rip stop polyester. All webbing, rope, cloth and stitching is comprised of UV (ultra violet light) resistant polyester, however care should be taken to minimise unnecessary exposure to UV. A Kinglock Finsterwalder 800kg buckle secures the zip entry. Shoulder VG cleat is an alloy clam cleat and the integrated spreader bar is preformed HT30 drawn aluminium.â&#x20AC;? Ropes are sewn to the main risers so replacement in the future will require a some unpicking and resewing. Ropes are tied with bowlines for easy adjustment but the coarse weave should make knot loosening unlikely. Cloud 9 advises you know how to do knots correctly and to tape them with dacron tape. The Turtleback storage easily fits a standard glider bag, all pads and ties, plus a camelback with space left over. Unlike storage on other harnesses, it has no effect on comfort or landing ability. It is external to the harness but fits in perfectly aerodynamically.

when zipped up. As the parachute is nearby, a conventional velcro pull tab might also reduce the possibility of tangling. Extended velcro or padding in the boot to keep zip lined up straight or a webbing tab to stop it spreading too wide (my zip stopped until my toes were pointed into the boot). Scuff protection for the boot, Itâ&#x20AC;&#x2122;s on or close to the ground until the glider lifts to fly. No problem on grass but rocky ground could cause wear. Longer turtleback zipper for easier packing, glider bags are large and hard to squeeze in. A zip or flap on the backpack to keep everything closed in. More detailed set-up instructions; Instructions are currently on the web with videos.

Cons More complex initial set-up and practise compared with prone full body harnesses. Unless using an arm mounted instrument, you have to choose between mounting for prone, seated or use 2. Chest/back support not as good for long prone flights. More knots, velcro and bungees.

Plus Choice of flying both prone for speed/handling or seated for comfort/glide. Goes fully upright for safer landings and launches. Removable and configurable parachute container with visible handle. Improved ability to rest, eat, take

photos, navigate etc, during flight. Ample storage with no effect on going upright or comfort. Light and compact; Just 3kg for standard bare harness. Autolocking carabiner Spreader bar included. Bright coloured leg loops. Tow loops. Adjustable length internal foot stirrup. Hang gliding has suffered in recent years with the trend to race style backplate harnesses that require more skill to land with but this takes things in a different direction. Bill is still making refinements to the harness and I think Cloud 9 deserves support for this concept as it has many benefits. I look forward to seeing how the concept develops.

Wish list; Thicker, softer shoulder pads. The review harness had the optional pads but Iâ&#x20AC;&#x2122;d prefer them thicker. Double stitched pod zipper velcro. Some single stitching on the velcro came away. Easily fixed. Velcro pad for zip pull; The ball is easy to find but drags in the wind

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Skyfloaters

The improved FUN2 by

The slow speed ability of paragliding combined with the safety in CORD 329 kms/205 turbulence, extra top speed (as much as 75kph+) and the glide WORLD RE an miles Dist ce con performance (10:1) of hang gliding. Straub flying Fal Skyfloaters are light and responsive without being unstable, with By Davis Texas ata Zap complete control authority. They launch easily; even in no wind and from land so slowly that flare timing is barely necessary, you can just run 1st = at 2013 e!! or even walk to stop! www.airborne.com.au Craigieburn Leagu The superior control, manoeuvrability and climb ability make it easy Convert your old Fun to a Fun2 with the new Sail to soar above everybody, they have a great glide and a good dive FALCON 4 Retro kit. Everything supplied. See the review at speed to get out of trouble. They are extremely light and can be www.willswing.com www.hgpg.co.nz rigged in 5 minutes or less! They easily last 10 years or more. Fun, Falcon are the most versatile, enjoyable and Perfex skyfloaters use genuine 7075 alloy tube for superior glide and popular hang gliders by far in NZ. performance and strength as well as lightest weight. As well as being The Falcon 4 has improved handling and performance with full mylar the best first glider, their superior performance in sink rate and climb leading edge inserts and optional short pack to approx 2m. The new ability makes them suitable for more advanced flying too. They can enhancements allow pilots to downsize to a lighter, even easier handling circle in half the space a conventional performance glider needs, size than before. 4 sizes including Tandem. so you can get up in tiny thermals or light lift when others are forced to land! Pilots using skyfloaters for cross country regularly score top Falcon, Perfex and Lightfex can shortpack down to approx 6ft (2m). positions in major competitions. Tandem skyfloaters are also available. Perfex and Funfex feature no tools shortpacking & assembly. Strong, 7075 frame and battens, Perfex & Funfex have SHV & DHV certification. The AirBorne Fun and Wills Wing Falcon are similar with USHGMA certification. 7075 airframes for strength and light weight (19 - 23kg). The updated Wills Wing Alpha is the ultimate beginner & training glider They can be flown prone (or seated with paraglider harness). They with super low flying speed and amazing soaring ability.

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Accessories

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Glider Spares

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T3 XC & comp wing with international comp wins already. Improved on the World Record T2C with amazing handling and even better performance. Featuring bearing tips, new carbon raked tips, leading edge and insert options, carbon Review at; re-enforced battens and carbon T2 to T3 Upgrades https://issuu.com/us_hang_gliding_ paragliding/docs/pilot2001_issuu/28 aerofoil keel. Carbon outer now available leading edges, aero speedbar, sprogs. Custom colours are standard. 144 & 154 sizes. T3

U2 for performance and XC www.willswing.com ability without the extra weight, battens and stiffer handling of topless wings. It has a kingpost but no lufflines, using topless style inner sprogs. Choice of aerofoils and aerofoil basebar. Mylar and window sail options. Best value in its class. 145 SPORT 3 (above) has improved glide and (29kg) ,160 (31kg) sizes, handling, black airframe, raked tips and All USHGMA Certified. mylar sail options. 170,155 &135 sizes.

Hang Glider Harnesses

The best Italian harnesses from Woody Valley. Aerodynamic, stylish and tough. Models for racing to recreational. The ultimate race harness TENAX 4 with tilt control options and removable skin. FLEX2 AERO and Flex2 ACRO (right) has the Tenax footcone and upper body construction, with strengthened risers & independent back supports. A faired aerodynamic harness that’s lighter, more flexible, gives easier landings and a more convenient packed size.

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AeroDesign APRON The most comfortable and practical harness for training and dune flying. Unrestricted vertical/prone transitions, strong webbing and cordura fabric for maximum strength and durability, parachute container, stash pocket, storage, plus autolocking carabiner, stirrup and instructions included.

DROGUE CHUTES www.willswing.com/accessories/drogue-chute/ Turn your race wing’s glide into a skyfloater’s for small landing areas. The PDA and short bridle with swivel gives the smallest, safest and easiest to use drogue. At low speed it has little effect, but speed up and your height disappears with little excess speed to burn off. The safest and most versatile drogue system.

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The Best Gear at the Best Price

Read the true wind speed so you can tell how strong or gusty it really is, indicating turbulence or whether it is safe or soarable. Essential for safe flying. WeatherFlow Wind Meter A compact, accurate, affordable wind meter that plugs into your Apple or Android device showing wind gust, lull & average plus direction using the device’s GPS. Share by SMS, email, Twitter, Facebook, Instagram, Vine etc. Reads in meters/sec, miles/hour, knots, kilometers/hour, & beaufort. Range 1 m/s (3.6kph) to 56 m/s (201.6 kmh).

DIAMOND cross Hang glider models come with UV and abrasion protected bridle. Optional swivel. Up to half the packed size and weight of conventional HG reserves. 125, 160 and 220kg sizes.

EMERGENCY PARACHUTES • Fast, reliable, opening. • Reduced weight & pack size due to high strength material and Dyneema lines. The reduced size and weight is especially useful for tandems and hang gliders. • Optional steering PG (can be retro fitted). • Extremely low sink rates by horizontal travel of the cruciform canopy in diagonal direction. • Sizes for 100, 125 and 160kg. Tandems 160 and 220kg. • Pendulum-free smooth descent. • 12 month packing cycle due to pack system design and construction. • Inner container with stowed lines makes deployment easier and minimises risk of tangling. Check out videos at; http://finsterwalder-

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OUDIE 4; GPS/alti/vario/nav. Sunlight readable colour touchscreen works with gloves. World maps, airspace & 3D terrain installed & updated as required, wind, thermal assistant, task & triangle optimiser, glide, terrain, IGC tracklogs, micro SDHC, customisable display & audio, 12 hour battery life. In Basic or Full comp / XC versions. OUDIE 5 is same but with integrated Fanet+ & Flarm. It’s in stock now OUDIE 4 BLADE now in stock; has all the above built into a slim instrument pod. Mounts for aerofoil basebars or uprights available. Airspeed pitot is built in.

Aerodynamic helmets with 96% field of vision & strong, light kevlar/aramid reenforced shell weighing just 650gms to save your neck muscles. Shock absorbing EPS liner for maximum brain protection. Breathable inner fabric. Scratch resistant colours including metallics, matt & carbon. Sizes 53 - 62 cm head circumference. EN966 certified for hg & pg. No Limit has faired back and optional polycarbonate visor for wind protection & aerodynamics, gives 100% UV protection and is anti-reflective, anti-fog & antiscratch. lours and Range of co stock http://finsterwalder-charly.de/en.html in s size

HALL compact (11.5cm) ‘Small Hall’ is the best priced airspeed meter available. Simple and accurate. Brackets for hang or para. Never needs batteries!

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Wind meters

Hyper; pocket size with advanced features makes it ideal for daily flying including hike-and-fly. It will help you navigate simple routes, around complex airspace and also record all details of your flight. Pocket size (107x70x18mm), Lightweight (135gm), Sunlight-readable color LCD touch display, Wifi & Bluetooth connectivity, Airspace, Hike-and-fly mode. ELEMENT; Element TRACK has 3D GPS track recording, USB downloads. Wind, All you need for comps & XC. Element SPEED has GPS wind direction & speed for soaring & XC. Easy to operate, affordable & practical. Element ALTO; Robust, reliable & simple alti/vario with GPS alti, 250 hour battery life. Switch on and fly!

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by Many accidents happen close to the ground, so a fast, reliable opening is most important. The ‘Revolution’ dual canopy, pulled down apex system opens fast & reliably. Leading German manufacturer Charly makes the Revolution double canopy PDA reserves. Many NZ pilots have been saved by their reserves; even with deployments below 50ft!! which shows how fast these really do work. Paraglider models fit built in harness containers or front mount cockpit containers. Hang glider model fits most harnesses and comes with a UV shielded bridle. An optional swivel can be included. Reserve models for for Tandem to lightweight Vol Biv. Tested to DHV certification and proven. Fly with confidence knowing you have

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

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

post 99A Panorama Road, Christchurch 8081

Effective Radio Use R adio not only gives you useful flight tips during cross country flights and competitions but is essential for pick-ups.

Sometimes though, chatter is so distracting that the radio becomes a nuisance and volume has to be turned down to enable concentration on flying. Are you getting the full benefits of radio or contributing to making radio difficult? Poor radio users find their flying buddies can disappear to another channel or switch off completely. Wouldn’t you rather they were still there to tell you where they find lift or to relay your landing position if you can’t contact your driver? By following some basic tips, radio is less hassle and becomes a valuable asset to enhance your flying and keep you, other pilots and your driver safe and sane.

Use the Right Radio Check which type of radios other pilots that you fly with use, it’s no good having a great radio if you can’t talk to anyone. There are 3 main types commonly in use; UHF radios have become cheaper and more sophisticated in recent times. Many are now fine quality, but some are just toys. The old CB VHF 26 MHz not long ago had every channel in use by annoying idiots or Asian fishing boats which made practical use impossible. These people have probably graduated to internet social media now. UHF has become widely used in Australia and NZ. Also referred to as PCS (Personal Communication System) these radios offer 40 channels. No license is required and in NZ the band has not become overcrowded as in Australia. You can legally get anyone to use a radio on these frequencies for retrieves. 2 metre (Ham) radios are now compact and usually give the best performance but the licence has a complex exam with little about how to actually use it. In the past there were some who spent all their time tracking down illegal users of their frequencies. This is rare in NZ now but Ham Nazis still frequent Australian HG and PG comps where overseas Ham radio users often turn up. Licensed 2m users get the benefits of using repeaters to speak to people well out of usual range and can even talk to cellphones. Some 2m radios can be modified to work on other frequencies as well, but these radios

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can be complicated. Many HG pilots use these, as a while back the CB frequencies were unusable. Ham radio is used extensively in Europe and in the USA. The USHPA even has allocated frequencies. Airband radios used to be big, expensive and not perform well, but compact, better quality models are now available. You can use Airband to fly in Mandatory Broadcast Zones and ask Airport Control for permission to use controlled airspace. Airband is already a requirement at some flying sites. Another benefit is that you could use it to call aircraft overhead if you need emergency help. At present airband radios are not so widespread in HG and PG but the NZHGPA has organised airband licencing. Airband has a more practical exam and is worth doing. You can use your NZHGPA PIN number as a call sign. There is even a frequency allocated for us to use. Procedures for airband use are on the NZHGPA website. Another option is the compact triband radios. With minor modification they cover many frequencies well, with the exception of transmission on airband. They are often waterproof, a big advantage when it rains or somebody’s camelback soaks everything in the car boot. They are complicated but are very robust. There are Chinese radios which you can buy for less than the price of a headset for the established brands. I’ve heard reports of them failing with no support, but some pilots swear by them and have few problems. If buying one, you can afford to get an extra as backup. If buying from NZ sources you may pay a little more but are protected by the Sale of Goods Act. Choose a reputable model, or one others use and recommend. If you need to spend few extra dollars for quality it can make the difference between being understood or not. You need it to not let you down when you need help or are a long way from civilisation. Whatever the radio, get one that transmits at 5 watts, a lesser powered radio will not have the same clarity or range. A low powered radio will be drowned out by other users transmissions.

Controls You probably won’t want to lift the radio to your helmeted head to use it so a helmet speaker with a wired PTT (push to talk) or a speaker-mic should be used. Some radios even have bluetooth for a finger switch PTT.

We get a lot of wind noise so the microphone must have foam over it. Without foam, wind noise distorts speech, making you hard or impossible to understand. Many full face helmets made for flight have recesses for mic and speaker. Robust cables and a sealed waterproof PTT switch are advised.

Aerials Reception is normally ‘line of sight’ but various aerials can be fitted to your glider or harness to improve reception. Some help, but often they are a lot of hassle for little improvement with less reliability. Bear in mind that any extra connections increase the chance of something failing. I’ve only ever had minor improvements with fancy aerials and often found they failed. I now just use the factory aerial for reliability. Mount the radio so the aerial points vertically. With some radios a more powerful battery can have more effect than an elaborate aerial. Check it has enough distance from other instruments which it may interfere with. A spare extendable aerial can improve your range when on the ground. Many XC pilots carry a spare battery pack also.

Ensure it Works A malfunctioning radio screws up everyone’s communication. Always ensure your battery is fully charged and microphone and transmit switch work correctly before launch. If you’ve had problems, always sort that out before going flying, it’s usually impossible to fix these things on the hill. Before launch, you (Joe) should always do a radio check with your driver (Tom) or fellow pilot. For example you could say; “Joe to Tom, radio check.” Tom replies; “Copy Tom to Joe,” (using the least number of words so you don’t annoy pilots already flying). You reply, ”Copy,” so Tom knows you heard him too. Once your radio is set up correctly, lock the keypad to prevent accidental frequency changes. Many radios have so many options now that an accidental touch on the keypad or knob could disable it. If this happens in flight, one option is to switch it off, then on again rather than try to figure out the right key combination when you should be flying. If you have a remote finger switch PTT (push to talk) , make sure it does not activate while you are launching. Don’t use VOX (voice activation) because you can’t be certain it will operate reliably and it can be

set off by wind noise, your vario or your in-flight muttering, cursing or nose clearing! Very few people ever use VOX twice, it is universally considered a nuisance. Remote PTT finger switches and leads of any kind will, inevitably fail or lock your radio on transmit, ruining communication for everyone until your battery is flat. Learn to care for them but when they do fail, you want the radio within reach so you can disable the offending wiring. Mounting your radio on a shoulder strap means you can still use it after remote finger switch failure, can plug in a spare aerial, change a battery, and easily reach it if you wind up hanging in a tree. Radios are complex instruments that endure knocks and extremes of temperature as well as mysterious radio interference and idiots jamming a channel so they are never 100% reliable. As you can never fully rely on radio, always brief your driver and have a call-in phone number arranged for when your radio goes on the blink. An EPIRB or satellite messenger like Spot is a sensible addition to your kit.

Talk Properly When you transmit, your first word is often clipped as there is a slight delay before transmission, so train yourself to push the button first, then speak. If your first word is your name; “Joe to Tom”, chances are Tom will recognise your voice and your first word is not a vital to your message. Think before you speak. Keep it short. If you make long transmissions, the end of your message may not be received as your transmit power drops off. Speak normally, shouting over the wind or vario noise just distorts your transmission, making it harder to understand. Remember you are broadcasting to EVERYONE on your channel, most are not interested in what you have to say, so keep it brief. Always think before you speak.

Common language Copy, Roger – Message received and understood. Say Again, Please repeat – Repeat your last message. Over, Out – I’ve finished speaking. Say this at the end of conversation only. Stand by – Message received, but can’t respond right now. Go ahead – I can now respond, go ahead with your message Affirmative/Negative – Yes/No.

Essential Information Only Remember, the radio is not a private phone. It’s annoying to other pilots

Advice and tips on radio communication being forced to listen to idle chatter while they try to concentrate on their flying. Some pilots talk constantly when nervous or excited, but if you think first then keep it quick and simple, others won’t have to turn their radio volume off to allow them to concentrate, also your own battery will last longer. Don’t interrupt others talking, your transmission likely won’t be heard but you’ll still interrupt others. In an urgent situation, you can interrupt. Say “Break, Break” and await a response. In an emergency you should use the appropriate “Mayday” or “Pan Pan” then have the emergency details ready. Minimising talk allows more pilots to share the frequency with the advantage of being able to share more information and to relay messages when contact becomes difficult. The following example keeps talk to a minimum but gives all essential information; “Joe to Tom copy?” “Tom copy.” “Joe at 8000 feet, 5 kms Southeast of Mt Cook, heading North.” “Copy.” Think first, then keep it simple. Establish communication and the important information follows. Your driver then knows your altitude, position and heading. If you’ve had recent contact you can leave out the first part as your driver should recognise your voice anyway. It’s helpful to transmit information in the same order using standard words. When talking over long distance or with poor reception, it’s much easier to figure out the message if wording is as expected. Think, then give; name, height, position, direction. “Copy” replaces, “Do you read me?, Do you have a copy?”, “Yes I read you”, “Over and out”, and “Message understood”. This saves lots of chat and getting your message across faster with less battery drain. I f y o u d o n ’t u n d e r s t a n d a transmission, say, “Say again” or “Please repeat.” To avoid confusion and lengthy descriptions, fly with a map until you know the geography of your flight area well. “Near a high hill beside a paddock with sheep in it!” is no help at all to your retrieve. If you need to give lengthy pickup instructions, switch to your other ‘chat’ channel. Only chat on this channel, which you should have arranged beforehand.

Keep Regular Contact Radio contact is lost easily when you are flying low. Your retrieve crew

can be many kilometres away, so give regular position updates; about every 15 minutes and whenever you change position or flight direction. Call your driver or fellow pilot, and give your name, altitude, position and heading. Think before you speak, don’t waffle. After a little practise, it becomes easy and automatic. If your driver understands you, they can reply with “copy” or a single transmit press. Don’t worry if your driver doesn’t reply, when driving, it’s likely they won’t get great reception or have their hands full so can’t reply, (unless using a wired-in car radio). If your retrieve loses you, they should know where to start looking and know where you were last headed, eliminating many other areas. This will vastly speed up your pick-up and could save a Search and Rescue call-out.

Information Tactics If you find a good thermal and others are flying nearby, let them know with something quick like; “Joe, 300 up” (that’s averaged climb rate, not peak). If someone joins you they then mark the thermal, helping you stay in it and climb better. If you keep flying together, they can return the favour and you have both doubled your thermal locating ability. It’s not worth competing till late in the flight, helping keeps you both in the air. Again, keep messages quick so you can concentrate on flying. At the top of your thermal use your radio to co-ordinate leaving together for the next thermal. Don’t lead or follow, but glide a short distance apart side by side, this way the chances of finding another thermal are multiplied. Smart competition pilots co-operate until goal is within reach. Helping each other is a smart tactic to keep you in the air. It’s better to share a 100km flight than going it alone and landing at 20kms.

When You’ve Landed Give your position regularly while flying and still high, don’t wait till on the ground. If you do land somewhere where your retrieve can’t hear you, try to find a flying pilot who can relay a message for you. Using a high powered radio or big antenna can help but is no substitute for giving your position while still flying. Your driver will probably not be able to understand until you are in line of sight anyway. If you need time to explain your position, switch to your chat/retrieve channel. If there’s just a few pilots flying then a chat channel may not be necessary and a single channel is best. When there are multiple pilots and vehicles. Use another

pre-arranged channel for pick-ups. After you’ve landed, keep the radio switched on and somewhere high that gets good reception until you have actually been picked up. It’s hardest to communicate when you are both on the ground; Your retrieve could easily drive past and be many miles out of range, behind hills etc, if you don’t respond when they are near.

Nobody Knows Where You Are If you’ve landed far from civilisation and don’t know when or if you will be found; to save battery power; transmit on the hour, half hour or quarter hour, rather than using up your batteries when no one can hear. Make sure your companions know this. Climb up to the highest point where you can get the best line of sight transmission to your retrieve or to pilots flying who may be able to relay your position. If you get no response, transmit your position anyway, it’s possible you can be heard but you can’t hear replies.

Alternative Channel If you’ve arranged an alternative channel, you are prepared for someone with a jammed transmit switch or a compulsive talker. First try to contact the offender, and if that’s not possible, use your alternative channel. If you need to talk at length to explain your position or if you just want to chat, get off the main channel so you don’t annoy other pilots.

Problems Sometimes you will get interference in a certain area, perhaps from other radio users or a local transmitter. Make sure you can reach your radio to change channel or perhaps adjust squelch in flight. Some pilots find that pushing short sections of plastic hose over rotating knobs makes them easier to find and adjust with gloved fingers. Mount your radio in a position where you can see it. Then you can check the display for transmission or the correct channel. If remote wiring fails, you can disconnect the remote mic and talk directly to the radio. Stashing your radio in your harness means you can’t check it, adjust anything or change channels. If nobody responds, check that you are not stuck on transmit, if you are, unplug your PTT transmit switch and you can get some use before your battery goes flat. If your battery is nearly flat, others will have difficulty understanding you. Turn your radio off for a time and switch on briefly to transmit

essential information. The first words are most likely to be heard. After a half hour or so your battery power may recover enough to use briefly. Transmitting uses a lot more power than receiving, so get your message across quickly in few words. When your battery is nearly dead, here is a technique that can help. The noise generated by pressing the transmit button is usable long after its ability to transmit spoken words has faded. Prepare for this, if your crew knows to ask the right questions, you can respond with a single transmit press for “yes” or double press for “no”. Questions such as “Are you still flying? Have you flown past...?” can get your message through. With distant or difficult communications, it pays to know the phonetic alphabet (Alpha, Bravo, Charlie and so forth) when you need to spell out words one letter at a time: Alpha, Bravo, Charlie, Delta, Echo, Foxtrot, Golf, Hotel, India, Juliet, Kilo, Lima, Mike, November, Oscar, Papa, Quebec, Romeo, Sierra, Tango, Uniform, Victor, Whiskey, X-Ray, Yankee, Zulu. If you don’t carry a spare battery, some radios can use an alternative power source, such as a power bank. You can’t always rely on radio, so if flying remote areas, carry a satellite messenger, EPIRB, cellphone or walk to a telephone (and have a call-in number arranged).

To Sum Up... Many pilots either talk far too much or not enough. To get the important information across, the basic rules are; • Keep equipment working correctly. Charge, check and repair all components before flying. • Think and prepare your message, then speak. • Give essential information quickly and frequently; name, altitude, position and heading, before you get too low. • Don’t interrupt others conversations. • Don’t talk trivia;- switch to a chat/ retrieve channel. It only takes a one bad user to turn everyone’s radios from useful to useless, so if someone is not using their radio correctly, have a polite word with them as it’s probably not intentional. If this doesn’t work, use a different channel and leave them to fend for themselves. Hopefully they’ll mend their ways. Efficient radio procedure will maximise the use you get from your radio, it can lead you to that next thermal, save you a search and rescue, keep your driver happy or get you home at a respectable hour.

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An Introduction to RASP By Kris Ericksen

ww.rasp.nz is a very useful w e a t h e r forecasting tool for hang glider and paraglider pilots.

The RASP BLIPMaps acronym stands for Regional Atmospheric Soaring Prediction Boundary Layer Information Prediction maps, and is a specialised weather analysis tool for pilots who utilise thermals. The tool that generates the maps was written by “Dr Jack”, a USA meteorologist and glider pilot and provides a wide range of forecasts, including Thermal Updraft Velocity, Surface Wind, Convergence and Soundings. If your computer ever shows something similar to these two screenshots drop everything and go out flying. The NZHGPA funds 50% the computer running costs of NZ RASP BLIPMaps, in conjunction with the Matamata Soaring Centre (25%) and the Omarama Soaring Centre (25%), and that translates to about 40 cents of your annual membership fee, so IMHO excellent value for money. The New Zealand RASP website is administered by a small group of volunteers, and if you want to want to get involved please check out the contact details on the home page. This article is the first in an ongoing series of short articles on RASP and other useful resources on the web.

23 November 2018 Thermal Updraft Velocity forecast. Benjamin Kellett flew 91.6km from Roys Peak on this day. Source: http://rasp.nz/rasp/view.php?reg ion=NZSOUTH_S&mod=%2B0&date=20 181123&file=wstar_bsratio.curr.1400lst. w2.png&section=thermal.params

he NZHGPA is affiliated to the Federated Mountain Clubs of New Zealand, who advocate on our behalf for recreation on public conservation land. Recently, FMC has gone in to bat for NZHGPA members, when DOC rangers tried to suggest that flying from the ‘Parachute Rocks’ above St Arnaud was against a bylaw of the Nelson Lakes National Park management plan. FMC researched the issue, and successfully argued to DOC that the particular bylaw was actually inconsistent with several higher tier laws and policies, and so now DOC is in the process of amending the bylaw. Earlier this year, NZHGPA and FMC jointly authored and submitted an application to DOC for a ‘global concession’ for NZHGPA Members. Technically, the Conservation Act requires the pilot of any aircraft to hold a ‘concession’ to take off or land on public conservation land. We’ve successfully argued that the black-and-white 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. DOC are processing the application, and it might take some time, but when 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. 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.

Discounts from Federated Mountain Clubs for NZHGPA

15 March 2020 convergence forecast. Jeff Ripley flew 98.2 km from Moirs Hill on this day. Source: http://rasp.nz/rasp/view.php?reg ion=NZNORTH_N&mod=%2B0&date=2 0200315&file=wblmaxmin.curr.1400lst. w2.png&section=wind.params

NZHGPA on Drone AirShare App After two years of collaboration with Airways, HG symbols now represent HG/PG launch sites across NZ for drone operator pre flight planning and avoidance.

Big thank you to NZHGPA Airspace Officer Nick Taber and to Southern paraglider pilot Peter Greive for mapping work. All drones must land if in close proximity to HG or PG aircraft. To report an incident or accident; get as much information as possible about the operator and drone, photos, name of operator address, telephone number, registration details/make of car etc; if serious call police and or CAA Freephone 0508 ACCIDENT (0508 222 433), report the incident on line at CAA. Report any incident or accident to your club safety Officer.

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Updates on access issues on public conservation (DOC) land

o you normally get a DOC annual hut pass? If so, then check out the FMC special offer to save you some money. The NZHGPA is affiliated to the Federated Mountain Clubs of New Zealand, who advocate for recreation on public conservation land. FMC has been active recently for NZHGPA members getting DOC to begin the process to fix park bylaws which technically prohibit flying from Parachute Rocks (St Arnaud). FMC has also been working with NZHGPA to advocate for pilots on issues like proposals to expand the Southern Alps Mandatory Broadcast Zone, as well as progressing our Global concession to properly legalise PG and HG take-off and landing from public conservation lands. 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.. NZHGPA members can get both posted to their home, for $20 a year. Visit www.fmc.org.nz/D2U to sign up.

KIWI JOHNSTON 22 SEPTEMBER, 2020: More details have been released about the search for NZ pilot James ‘Kiwi’ Johnston following his flying accident in Nevada, USA last month. Searchers found Kiwi’s body last Friday after a four-week search. Kiwi, 53, went missing while on a paragliding XC flight in Nevada on 22 August. A large search failed to find him, but his glider was spotted by a member of the public on Wednesday 16 September. A search team on the ground then found Kiwi’s body on Friday 18 September. The conclusion reached by the team that visited the site, which included the local James Johnston on launch in sheriff and experienced paraglider pilots, Roldanillo, Colombia, January 2017. Photo: Hugh Miller was that Kiwi would have died instantly. The reserve was not deployed and the glider was not attached to the harness. His Garmin InReach satellite tracker’s screen was smashed. The condition of his other flight instruments has not been made public, but they are being investigated to see if any data can be recovered from them. Kiwi was found about 2km from where his wing was found. He was underneath a tree, and although the area had been searched at least twice from the air he was invisible from above. The wing was initially spotted by local mining workers. It may have been rolled around by the wind, making it more visible, according to one of the searchers involved in the rescue, Rob Whittal. Rob said: “I flew over the spot in a helicopter twice and it was so easy to not see something. It was not flat, easy countryside. The glider matched the colours of the terrain. “It was not through anything other than major bad luck we missed it. Every effort was put in to seeing it. Our eyes were peeled and I never saw it.” The Eureka County Sheriff’s Office issued a statement on 21 September which attributed cause of death to “multiple blunt force trauma due to high elevation fall.” Pilots involved in the search suggested that Kiwi probably had an incident at height, which led to a spiral dive and loss of consciousness. At some point in the air the glider’s lines failed. Report by Ed Ewing and Andy Pag - Cross Country magazine

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Executive Repor ts Selected Accident & Incident Summaries from 1st July 2020 to 30 September 2020 These summaries are a selection taken from members reports supplied via the NZHGPA reporting system AIRS. How to report an accident or incident What to report?

You must report as soon as practical anything that is defined as an “Accident” by CAA rules. That is anything that caused significant damage or serious injuries while the aircraft is being used. Club safety officers and other pilots can help out here by reporting even basic information about an accident for pilots that are unable to do it themselves. We also want reports for incidents or accidents that aren’t so serious. The biggest benefit comes from the reporting of the smaller incidents and near misses. How small? Well, if good luck is all that saved you from an accident then it’s probably worth reporting. Your personal details will be kept confidential.

How?

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

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

Date Region Type Aircraft 21/8/2020 Southern Near miss or minor incident (minor or no damage, no injury) Paraglider Paraglider pilot PG2; On landing I was worried about overshooting, I had half brake on and believe I let off the brakes causing my wing to surge forward. I had a very hard landing, I rolled my ankle and landed on my knees with the wing overshooting me. Date Region Type Aircraft 22/08/2020 Wellington Near miss or minor incident (minor or no damage, no injury) Hang Glider Student HG pilot under Instruction; had been progressing well, 5th day in, good site being grassy smooth slope, 3040 degrees, moderate breeze straight in. Launched well, proceeded to make a pass across slope (for the first time) and then reversed twice before on third turn out, continued on a very small bank angle till he was facing back against hill. Happened too quickly for me to make a call on radio. Student failed to correct the turn, pilot in an unrecoverable situation before having time to react and correct the turn by turning back away from the hill. Pilot reacted well to the rising ground by pushing right out and flaring/stalling glider. Wheels and downtubes took most of the rolling impact, Pilot ended up on stomach, a little surprised but unhurt. Date Region Type Aircraft 23/8/2020 Canterbury Moderate (doctor visit or ACC claim) Paraglider Paraglider pilot PG3; Turning back into wind too land, to much right brake and spun glider. Injured Lower spine and right shoulder.

New Airspace Files for GPS and VNC Charts Tim Brown PCC and Australian pilot Matt Rosser have reworked the NZ Airspace files for your GPS instruments, especially covering the North Island for 2020 - Awesome work Tim and Matt. Go to the NZHGPA website under competitions and records, then to downloads, file Airspace to find the latest GPS files www.nzhgpa.org.nz/competitions/pg-competitions/downloads Also take a peek at Aircheck for preflight planning and checking your flight does not break airspace before going live; http://xcaustralia.org/aircheck/aircheck_nz_2019_v6.php

The caveat of course is that you should also check your Visual Navigation Chart Charts and NOTAMS before flights. Of interest the VNC Charts have had a radical makeover, they are more detailed and in a smaller A1 size. Order now for an implementation date of 5th November 2020 from the Aeropath, Aeronautical Information Shop: https://mailchi.mp/aeropath/vncs2020?e98764352

Test your knowledge on VFR Many clubs are encouraging their members to update and check their knowledge of VFR rules by having a go at the online test. We think that’s a great idea. Try it yourself. It’s free. On the NZHGPA website http://nzhgpa-notices.blogspot.com Go to the “Test your knowledge on VFR” article and; • Access the online exam at www.classmarker.com/online-test/start/?quiz=k345e8d4f7f8c5b7 and use the current password “vfr2020”. The password may change at some stage but if it does we’ll let you know. • If you don’t pass on the first go don’t be disappointed, you can have another go after 24 hours. In the mean time maybe read the new VFR guide at https://drive.google.com/ file/d/1RVvGv0EY7Gz3YKRMj6ASZVA_yRFC8wFH/view. The guide is also available on the NZHGPA website (in the OPM and Forms area).

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Date Region Type Aircraft 7/9/2020 Southern Minor injury accident (medical treatment or ACC claim) Paraglider Paraglider pilot PG2; My flight was very sinky so I could not make my original planned landing. I decided to land in a carpark where we had placed windsocks. Windsocks were showing zero wind so I chose to land in the direction I was flying, on my landing approach I realised I was landing downwind. I overshot the carpark and caught my wing tip in a tree. My wing stopped flying and my body was swung up, then pulled back by my wing and I landed on a quiet end of the line road flat on my back. My back protection worked well, the only pain I felt was in my wrist which had hit the ground. My wing fell from the tree. The next day I had whiplash in my neck. I didn’t realise this at the time as I didn’t hit my head and the pain was delayed. Date Region Type Aircraft 12/9/2020 Canterbury Moderate (doctor visit or ACC claim) Paraglider Paraglider pilot PG2; Conditions were getting lighter at Taylors and it was getting hard to stay in the air. Most pilots were scratching the quarry and Taylors launch gulley. There was a mixture of punchy thermals and sink. Pilot was soaring 15-20m in front of telephone cable on upwind side when caught in sudden sink (downdraft) while watching the wing. Pilot drifted towards the telephone cable. The air was probably drawn from other thermal. Pilot avoided the power lines but didn’t turn quickly enough and hit the pole with their body and harness, pilot fell down from approximate 3m. The glider stayed over the telephone cable. Some pilots noticed a thermal was released after that and it was harder to land closer to the pilot within next few minutes. So it could be combination of thermal turbulence and downdraft.

Catch up from your CEO

i everyone, Spring thermals are popping and there is a change in the air, not just skywards but also within the association. I am delighted to announce the introduction of a National Safety Officer and proud to present to you, the new look Operations Team and ethos. CEO; Nick Taber Operations Manager; Carlos Palmer Training Manager; Blake Round Internal Auditor; Kris Erickson National Safety Officer; Dean Straker National Airspace Officer; Rhys Akers Chief Medical Officer; Dr Sam Bartholomew Full contact details are on page 3 of Airborn At the AGM, which included a mass email out to members; I presented the NZHGPA three year focus around Safety, Community, Retention and Recruitment. Whilst the Operation Team is here to meet our regulatory compliance, we are also here to help guide members through better education, communication, and facilitate to make things happen. It is important that we now look forward and no matter what aircraft you fly; be it a hang glider, paraglider, speed wing, mini wing, motorised, non motorised, or if you like to whirl and twirl, speed down a mountain, go XC, or simply enjoy a beautiful sunset flight, we fly as one. My CEO Statement to Pilots “As the CEO of the NZHGPA, I am committed to developing, promoting, and protecting the sport of hang

Nick at the 2017 NZ Paragliding Nationals gliding and paragliding, with a strong focus on safety, the flying comunity, and the retention and recruitment of pilots. This will be facilitated through communication and education, to proactively foster an inclusive and supportive - Positive Sports Culture.” - NZHGPA CEO Nick Taber Ultimately, the success of our association is down to every one of us. We are all ambassadors for our sport. I thank all those that have gone before us since incorporation in 1973, you trailblazed possibilities and advancement in technologies, that could have only been dreamed of 47 years ago. My vision as the CEO, together with the Executive, is to foster an environment where pilots can contribute, master the sport, and above all have fun as we grow the spirit of free flying and the future of the NZHGPA for generations to come. Let’s Fly. - Nick Taber

Safety Checks GTO light 2 paraglider harness V line loops

Homologation n°: EAPR-GZ-0831/18 Status; Critical Requirement; Mandatory before flying Serial number: all Problem: One of our dealers noticed that the seam on one of the two loops securing the V-line to the GTO Light 2 was missing. Inspection: Open the zip behind the shoulder straps of the harness (picture 1 and 2), take out the two V-line loops and make sure that each has been sewn with white thread (similar to picture 3). Please be extra careful as the loops may apparently look alright even if the seam is missing because its two layers are glued together. If the white seam is there, then no further action is needed and you simply put the V-line back in its compartment and zip it up as explained in the user manual.  Don’t worry if the seams on the two loops look a bit different: that is perfectly normal due to a possibly different strap texture or a slight movement of the strap when it was being sewn. The seam is made with an automatic machine that guarantees consistency in shape and in number of stitches. Required action: If the seam on one or both loops is missing, your GTO Light 2 must not be flown. Contact your local Woody Valley dealer for a repair under warranty.

NZHGPA Membership Benefits Here at the NZHGPA we believe that in addition to the $5 million Public Liability insurance and being covered under CAA compliance to legally fly in NZ, that your membership should come with a few more extra perks. Checkout these fantastic offers from our NZHGPA sponsors, making your money go further on your flying adventures or simply a family holiday. From travel by ferry, car or campervan in NZ or Australia, to accomodation, vehicle repair and discounted first aid courses, the NZHGPA has got you covered. Visit the NZHGPA Membership Benefits page under Members Area at: https://member.nzhgpa. org.nz/sys/website/?pageId=18169 More deals to follow, so watch this space.

Promo code: NZHGPA Special: 15% off rental daily rate Locations: JUCY NZ & JUCY AU Travel dates: 21 Jan - 30 Nov Blackout dates: 01 Dec - 20 Jan T&Cs: • Must use promo code when booking (website or email) • Offer and vehicle subject to availability • Standard JUCY Terms and Conditions apply • Offer may not be used in conjunction with any other JUCY offer

25/08/20 WOODY VALLEY s.r.l.  info@woodyvalley.com

UK Subsidies for Electronic Conspicuity Equipment The UK’s Civil Aviation Authority (CAA) is making grants available to BHPA members, to help with the cost of purchasing Electronic Conspicuity (EC) devices. The funding comes from the Department for Transport, and is to encourage the adoption of EC within the UK’s General Aviation community. The UK CAA is distributing the funds via a rebate scheme. The CAA website has a list of equipment that can currently be used on an aircraft for EC purposes, and that a refund can be claimed against. It does not currently include paragliding and hang-gliding flight instruments with Flarm/Fanet+ capability, although the CAA say they will consider requests from device manufacturers for alternative or newly developed equipment to be added on a case-by-case basis. It is believed that devices that transmit Flarm/Pilot Aware will be included. The BHPA are working to clarify this. The aid is available for BHPA members rated ‘Pilot’ or above, in the form of a refund of 50% of the purchase cost, up to maximum of £250. It applies to equipment purchased between 1st October 2020 and 28 February 2021. - Cross Country Magazine

S ite Notices

Promo code: NZHGPA Special: 15% off nightly rate Locations: JUCY Snooze NZ Stay: Any dates T&Cs: • Must use promo code when booking (website or email) • Offer and vehicle subject to availability • Standard JUCY Terms and Conditions apply • Offer may not be used in conjunction with any other JUCY offer

10% off at Kiwi Holiday Parks across New Zealand Book directly with local Kiwi Holiday Park quoting NZHGPA and must produce your NZHGPA Membership at the reception desk on arrival. To find your local Kiwi Holiday Park and book direct with that park visit: www.kiwiholidavparks.com/ We look forward to seeing you.

Tyres Products Services Special: 17.5% off Tyres Promo code: NZHGPA • • • • • •

Oil Changes: 10%

FREE Tyre Pressure Check FREE Tyre Tread Depth Check FREE Battery Check FREE Oil Check FREE Wiper Blade Check FREE Headlight Check https://beaurepaires-co.nz/

Site Closures

In Springtime throughout New Zealand, farms are expecting newborn sheep, cattle, horses, deer and other animals. Your presence on or flying over farmland could frighten or injure pregnant or newborn stock. Even at places that you usually fly without problems, please check with the farmer if it is OK to fly. This is a difficult time for farmers and they do appreciate your consideration. Not asking has resulted in the loss of many flying sites while asking has earned their friendship. If in doubt or if any stock are present DO NOT FLY without asking.

i r b o r n

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

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 2019 to March 31st 2020 Top scores as shown on XContest on 26/10/2020 Pilot, flight date/time

Site

Distance

Points

Total

Pilot, flight date/time

Site

Distance

Points

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

22 A i r b o r n

Total

Ken Beach [ken.beach] 58.28 p. 1 17.10.20 12:51 Te Mata Peak 12.24 km 24.48 p. 2 19.09.20 11:46 Burma Road 19.66 km 19.66 p. 3 09.10.20 17:10 Te Mata 7.07 km 14.14 p. Mauro Covre [MauroCovre] 55.98 p. 1 16.08.20 13:40 Towers 15.93 km 23.90 p. 2 09.10.20 12:39 Mt. Cheeseman 9.88 km 19.76 p. 3 18.10.20 11:11 Towers 8.21 km 12.32 p. Robert Dunkerley [Rob.Ray] 53.92 p. 1 19.09.20 13:59 Treble Cone 10.72 km 21.46 p. 2 15.10.20 17:52 Pakituhi 19.70 km 19.70 p. 3 22.08.20 12:41 Treble Cone 12.76 km 12.76 p. Jean Brossard [jeanbrossard] 53.87 p. 1 16.08.20 13:28 Castle rock 29.36 km 29.36 p. 2 17.10.20 14:51 Little River 16.31 km 16.31 p. 3 03.09.20 11:40 Towers 8.20 km 8.20 p. Anthony Saupin [willow1633] 50.09 p. 1 11.09.20 14:43 Pakituhi 20.25 km 20.25 p. 2 30.09.20 14:01 Pakituhi 15.65 km 15.65 p. 3 15.10.20 11:45 Treble Cone 14.19 km 14.19 p. Fraser Monteith [Icemaneli186] 50.03 p. 1 19.09.20 12:09 Peak Hill 28.91 km 0.00 p. 2 15.08.20 14:47 Mt Binser 10.69 km 10.69 p. 3 17.05.20 11:30 Pt 1545 10.43 km 10.43 p. Mark Hardman [mhardman] 48.42 p. 1 12.08.20 13:14 Treble Cone 16.32 km 20.40 p. 2 23.08.20 12:51 unknown 7.36 km 14.72 p. 3 03.09.20 12:39 Treble Cone 13.30 km 13.30 p. Aaron Chesterman [azzasurfs] 48.17 p. 1 17.08.20 14:10 Sunrise Hut 19.92 km 19.92 p. 2 15.08.20 14:11 Te Mata Peak 9.07 km 18.16 p. 3 23.05.20 13:44 Sunrise Hut 10.09 km 10.09 p. Kris Ericksen [SKFNZ] 45.08 p. 1 23.10.20 14:50 Takaka Hill 45.08 km 45.08 p. Blake Round [BlakeRound] 44.39 p. 1 15.10.20 15:34 Coronet Peak 13.27 km 26.54 p. 2 01.10.20 13:08 Kauranga Valley 14.28 km 17.85 p. Bex Rae [bex1907] ♀ 43.07 p. 1 12.09.20 13:21 Burma Road 7.83 km 15.66 p. 2 13.06.20 12:45 Burma Road 15.07 km 15.07 p. 3 20.09.20 12:24 Te Mata Peak 9.87 km 12.34 p. Jan Zimmermann [xcimax] 42.42 p. 1 16.08.20 13:37 Castle Rock 21.21 km 42.42 p. Guillaume Clin [Guigus60] 41.17 p. 1 09.10.20 12:42 Mt. Cheeseman 23.29 km 23.29 p. 2 23.05.20 14:54 Taylor’s Mistake 9.30 km 9.30 p. 3 23.05.20 15:56 Taylor’s Mistake 5.72 km 8.58 p. Cliff Swailes [Rapscallion] 37.29 p. 1 03.09.20 12:12 Towers 20.10 km 20.10 p. 2 21.06.20 12:02 Taylor’s Mistake 9.13 km 9.13 p. 3 28.05.20 13:50 Taylor’s Mistake 5.37 km 8.06 p. Jesse Dhue [Jesse-Dhue] 35.48 p. 1 19.09.20 12:33 Pakituhi 17.32 km 17.32 p. 2 30.09.20 16:20 Coronet Peak 9.62 km 9.62 p. 3 15.10.20 16:56 Coronet Peak 8.54 km 8.54 p. Emlyn Revell-Nash [thegremlin] 34.95 p. 1 17.10.20 12:44 Moirs Hill 27.96 km 34.95 p. Stuart Mackintosh [es.em] 34.46 p. 1 03.09.20 12:28 Castle Rock 27.57 km 34.46 p. David Watson [davidwatson] 28.54 p. 1 09.10.20 12:31 Treble Cone 28.54 km 28.54 p. Andrew Cavaney [AndrewCavaney] 28.28 p. 1 18.10.20 11:20 Treble Cone 15.20 km 15.19 p. 2 20.09.20 11:07 Treble Cone 10.46 km 13.09 p. Jakub Krauz [jakub-krauz] 28.26 p. 1 03.09.20 13:32 Towers 9.98 km 9.98 p. 2 12.08.20 16:26 Taylor’s Mistake 9.38 km 9.38 p. 3 13.10.20 17:12 Taylor’s Mistake 5.93 km 8.90 p. Richard Sidey [rsidey] 26.85 p. 1 20.10.20 10:41 Treble Cone 4.71 km 9.42 p. 2 16.05.20 15:07 Corner Peak 7.04 km 8.80 p. 3 15.08.20 12:28 Roy’s Peak 6.90 km 8.63 p.

Photo: Ross Gray

Tomas Balik [Balda] 291.11 p. 1 20.10.20 12:58 Coronet Peak 99.94 km 124.93 p. 2 11.09.20 11:43 Treble Cone 49.92 km 99.84 p. 3 21.10.20 13:56 ? 53.08 km 66.34 p. Stew Karstens [nelpara] 282.54 p. 1 07.09.20 12:19 Barnicoat 78.68 km 118.02 p. 2 17.08.20 11:57 Barnicoat 59.46 km 89.19 p. 3 20.09.20 10:51 Barnicoat 60.26 km 75.33 p. Nicolas Sand [Nicosan] 183.12 p. 1 20.10.20 14:19 Coronet Peak 66.36 km 99.54 p. 2 22.10.20 15:28 Pakituhi 46.56 km 46.56 p. 3 27.08.20 13:03 Moke Lake 18.51 km 37.02 p. Ben Kellett [benjamin.kellett] 181.75 p. 1 20.10.20 13:02 Coronet Peak 71.91 km 71.91 p. 2 30.09.20 15:33 South Huxley 50.06 km 62.58 p. 3 21.10.20 13:52 Lindis Pass 47.26 km 47.26 p. Nick Taber [MACPARANZ] 155.74 p. 1 20.09.20 11:01 Barnicoat 58.56 km 73.20 p. 2 22.10.20 12:16 Inwoods 49.18 km 49.18 p. 3 07.09.20 12:31 Barnicoat 33.36 km 33.36 p. Aaron Ford [AaronF] 154.16 p. 1 11.09.20 11:31 Roys Peak 58.29 km 58.29 p. 2 22.08.20 11:42 Roys Peak 36.72 km 55.08 p. 3 15.10.20 11:49 Roys Peak 40.79 km 40.79 p. Jan Necas [Pompidy] 124.72 p. 1 09.10.20 12:16 Treble Cone 59.84 km 59.84 p. 2 15.10.20 11:50 Treble Cone 58.31 km 58.31 p. 3 20.10.20 14:53 Breast Hill 6.57 km 6.57 p. Michal Karnik [miketech] 109.66 p. 1 19.09.20 13:33 ? 52.14 km 52.14 p. 2 11.09.20 11:50 Treble Cone 29.14 km 29.14 p. 3 08.08.20 11:57 Treble Cone 28.38 km 28.38 p. Warrick Boustred [Waz24] 107.76 p. 1 15.10.20 12:57 Treble Cone 47.52 km 47.52 p. 2 22.10.20 15:59 Pakituhi 29.84 km 37.30 p. 3 18.10.20 12:56 Mt Ida 22.94 km 22.94 p. Doug Patterson [dougpatterson] 100.78 p. 1 09.10.20 14:48 Treble Cone 25.87 km 38.81 p. 2 15.10.20 12:03 Treble Cone 33.89 km 33.89 p. 3 22.08.20 12:34 Treble Cone 18.72 km 28.08 p. Jeff Ripley [Jeff-Ripley] 93.66 p. 1 12.09.20 13:56 Moirs Hill 29.81 km 37.26 p. 2 17.10.20 12:46 Moirs Hill 26.35 km 32.94 p. 3 26.10.20 13:47 Dills Hill 18.77 km 23.46 p. Mark Macdonald [Brick] 93.12 p. 1 22.10.20 13:48 Alan’s Hill 38.03 km 47.54 p. 2 18.10.20 14:02 Alan’s Hill 36.46 km 45.58 p. Steve OShaughnessy [soshaugh] 83.66 p. 1 20.09.20 10:42 Barnicoat 22.92 km 34.38 p. 2 16.08.20 13:35 Barnicoat 25.22 km 25.22 p. 3 19.09.20 11:06 Barnicoat 16.04 km 24.06 p. Thomas Rold [Thomasrold] 72.68 p. 1 20.10.20 12:31 Coronet Peak 43.81 km 43.82 p. 2 23.10.20 14:12 Coronet Peak 14.43 km 28.86 p. Bruce Vickerman [Bruce.V] 71.41 p. 1 18.10.20 13:59 Alan’s Hill 36.65 km 45.81 p. 2 17.10.20 13:01 Alan’s Hill 12.80 km 25.60 p. Luca Filippo Ruzzon [goingeast.it] 66.94 p. 1 09.10.20 12:46 Mt. Cheeseman 36.74 km 45.93 p. 2 21.10.20 13:29 Mt. Cheeseman 21.01 km 21.01 p. Tim Brown [timbrown] 62.46 p. 1 22.10.20 12:25 Coronet Peak 40.42 km 50.53 p. 2 18.10.20 12:43 Coronet Peak 11.93 km 11.93 p. Rachel Shaw [FlyingHamster]♀ 60.19 p. 1 07.09.20 12:46 Barnicoat 26.39 km 26.39 p. 2 20.09.20 10:50 Picton 8.69 km 17.38 p. 3 01.10.20 11:24 Barnicoat 8.21 km 16.42 p. Barry Sayer [Bazza] 60.14 p. 1 17.10.20 12:41 Te Mata Peak 13.53 km 27.06 p. 2 20.09.20 13:02 Te Mata Peak 10.72 km 21.44 p. 3 27.07.20 13:46 Te Mata Peak 5.82 km 11.64 p.

EVENTS 2021 Red Bull X-Alps features NZ’s Nick Neynens and Kinga Masztalerz The 10th edition of Red Bull X-Alps is set to kick off on June 20, 2021. The return of the world’s toughest adventure race will see 33 athletes from around the globe arriving in Austria, competing to hike and fly their way to the finish line. Starting in Salzburg, the competitors will put their body and mind to the ultimate test, navigating their way over 1,000km through treacherous alpine terrain. Often covering 100km a day, only by foot or paraglider, the athletes must combine skill and strategy, pushing through pain, injuries and fatigue to reach each turnpoint and avoid elimination. The journey itself is an epic story, but the most important part of the entire race is the group of athletes putting their abilities to the test to compete in Red Bull X-Alps 2021. The 10th edition will see 33 world-class athletes from 17 nations pushing themselves to the limit, in an effort to beat not only personal, but also world records; 14 of whom are rookies and 3 are female. The athletes won’t be all alone though, as each athlete is assisted on the ground by a dedicated supporter, ensuring they get the strategic, medical and nutritional help needed in a race like this. The line-up for Red Bull X-Alps 2021 is one of the strongest yet. With returning veterans and rookies alike, we have no doubt that this selection includes the world’s toughest adventure athletes ever! They come from far and wide, including countries like Brazil, Japan and Russia. Race director Christoph Weber says, “We always try to have an international field of athletes. We are not just filling up the race with European teams. Rather, we want to give the whole world a chance to take part in this race.” Following careful consideration, it is with great excitement that the moment has finally arrived to announce who will be taking part in Red Bull X-Alps 2021. The line-up is as follows: Nicola Donini (ITA3) – Rookie Paul Guschlbauer (AUT1) – Veteran Kaoru Ogisawa (JPN1) – Veteran Simon Oberrauner (AUT2) – Veteran Ken Oguma (JPN2) – Rookie Thomas Friedrich (AUT3) – Rookie Eduardo Garza (MEX) - Veteran Tom de Dorlodot (BEL) – Veteran Ferdinand van Schelven (NED) – Veteran Antonio Filho (BRA) – Rookie Dagfinn Graneng (NOR) – Rookie Maxime Pinot (FRA1) – Veteran Nick Neynens (NZL1) - Veteran Benoit Outters (FRA2) – Veteran Kinga Masztalerz (NZL2) – Veteran Theo de Blic (FRA3) – Rookie Michal Gierlach (POL) – Veteran Laurie Genovese (FRA4) – Rookie Toma Coconea (ROU) – Veteran Damien Lacaze (FRA5) – Rookie Andrei Mashak (RUS) – Rookie Steve Bramfitt (GBR) – Rookie Christian Maurer (SUI1) – Champion Manuel Nuebel (GER1) – Veteran Patrick von Kaenel (SUI2) – Veteran Markus Anders (GER2) – Veteran Hanes Kaempf (SUI3) – Rookie Michael Lacher (GER3) – Rookie Yael Margelisch (SUI4) – Rookie Aaron Durogati (ITA1) – Veteran Gavin McClurg (USA1) – Veteran Tobias Grossrubatscher (ITA2) – Veteran Cody Mittanck (USA2) – Veteran You’re probably wondering how we make the call. For example, is there a set ratio between rookies and veterans? Race director Christoph Weber explains, “We always have around 30-40% of rookies. The number increases by itself because as many older athletes choose to stop racing, lots of younger athletes are entering who look promising and strong. It The home of Australia’s flat-land hang gliding makes sense to give them a chance.” and one of the world’s greatest flat-land hang Physically and mentally, nothing comes gliding locations invites you to experience the close to the challenges of Red Bull X-Alps; thrill of competitive hang gliding, to enhance and when you consider the ever-changing your flying skills and to further enjoy the great weather conditions, thousands of vertical camaraderie of hang gliding. meters and a distance of over 1,000km; Registration is open for the 2021 Forbes there’s truly no telling what will happen. Does Flatlands hang gliding championship. someone have what it takes to stop Chrigel We look forward to welcoming all pilots Maurer from taking a 7th victory? Will one of to Forbes for our 15th consecutive Forbes the rookies surprise us or will we see one of competition! the French athletes take the lead? FAI Category 2 events in both Sport and Who are you supporting for Red Bull X-Alps Open Classes. 2021? Learn more about the athletes on SAFA sanctioned AAA in Open Class and AA redbullxalps.com and follow their every step in Sport Class during the race with the advanced and super Practice flying Monday 18th of January 2021 addictive Live Tracking. Gear up and get Registration Monday 18th from 10: 00-12: ready, Red Bull X-Alps 2021 is going to be 00 & 1600-1800 at HQ truly unforgettable. We’ll see you out there! 1st Competition day Tuesday 19th of January 2021 Covid-19 and Events Last Competition day Tuesday 26th of January 2021 Due to the changeable Covid-19 virus Details for the event can be found here: situation, some events and competitions may www.forbesflatlands.com/competitionbe cancelled or postponed. Check with event organisers or their online notification system, details to confirm if events are still being held before Come and be a part of this fantastic event booking travel and accommodation. in 2021! It will be worth checking again immediately Volunteers always appreciated, please prior to the event. contact vicki@moyes.com.au

Forbes Flatlands Hang Gliding Championship 2021!

NZ Paragliding Nationals 2021 Tasman region from 20 February to 27 February. The Headquarters will be based at the Mapua Leisure Park (https://goo.gl/maps/ NEcEzsEM46PY1Fne8). Mapua is a seaside village about 20 minutes from Nelson. Registration via AirTribune will open on Saturday 1st August at 10:00. The Airtribune site has been published and is available for viewing but bare in mind that it is a work in progress but will be ready for registrations by that date. At this stage the comp is limited to 80 pilots but if there is overwhelming demand consideration will be given,in consultation with the PCC, to increase that number to 100. There will be 40 places allocated to the top ranking WPRS and NZPRS pilots. We are obliged under FIA rules to offer 20 places for international pilots up until two months before the start of the competition. However with the current situation with COVID19 we doubt there will be much interest from pilots from overseas apart from the ones already here in New Zealand and we look forward to their participation. Other than that it is a first in first served basis with the two organisers making the final decision (and no we are not open to bribes). The Leisure Park covers an extensive area with many secluded spaces. Let Google be your friend. There is, at this stage, plentiful and varied accommodation at the Leisure Park (nelsonholiday.co.nz) but it would pay to get in early.

There are nearby alternative basic camping grounds but not bookable. We would encourage you to be at the Park. And yes the rumours are true in that from February to March the Mapua Leisure Park is a clothing optional location. But don’t let that faze you as there are very limited areas in the where that is permitted. - Peter Allison and Lyn Watkins (your on-location organisers)

Hang Gliding Nationals 2021

Mt Murchison Photo: Dennis Thorpe

Murchison, Saturday 30 January to Saturday 6 February 2021 Matt Barlow Phone 022 153 7965 email nat.matt3@gmail.com

Wanaka Hike & Fly With support of NZHGPA and Southern Club Kinga Masztalerz is organising the 1st hike & fly race this summer (6-7 March 2021) It’s designed to be challenging both for high end athletes and less experienced pilots with not much thermalling experience. Two day race in the stunning Southern Alps with a flexible formula suitable both for high level athletes and leisure pilots who want to learn and socialise with fellow hike & fly enthusiasts. Applications are now open, 1st come 1st served so apply now :-) Live tracking. Tips and recommendations on the website: www.wanakahikefly.nz FB: https://facebook.com/wanakahikefly/ IG: @wanakahikefly

Omarama Hang Gliding Cross Country Classic

Saturday 6 February to Sunday 14 February 2021 lying near Omarama is spectacular; expect to fly to 9 or 10,000ft and an easy 20km to over 100km depending on your skill and luck. Beat your Personal Best; height, distance High at Ohau, on the way to Mt Cook (centre distance) Photo: Bill Degen etc, move up the XC Champs table, or maybe fly to Mt Cook! Accommodation; free camping, cabins, This summer, Monday 8th is the public caravans, motels and luxury hotels and this holiday so even if you are working, that’s still year no overseas tourists! The gliding airfield 5 days that you can fly. campground welcomes hang glider pilots and This time of year gets the most flyable days has weather briefings at 10am each day. with the least strong winds and turbulence, THE MISSION; Fly open distance, in any so gives the most XC flying opportunities. direction from any site in the Omarama area. Last year wasn’t epic but we still had good Enter any number of flights. flying in relatively stable weather with good Required; Advanced rating with mountain/ thermalling and even a smooth wave day that XC skills. Pilots with lower skill ratings may fly allowed a long flight around the Mackenzie. if under supervision if conditions are suitable. It is usually hot, sometimes windy and strong Printed site briefings are available. thermals but landing areas are massive and The track up Magic Mountain is limited the competition is stress free; There’s no to 4WDs with low ratio gearing for safe queues or waiting. descents or brakes will burn out. To maintain Fly the whole week, just the weekends or the track we ask pilots for a donation but the just the days you want, when you want. It’s competition is free. up to you, only your best 3 flights count. You For more information, site briefings etc; decide if, when and where to fly and a few contact Bill Degen at aero@xtra.co.nz or check unlucky flights won’t ruin your score. www.hgpg.co.nz for updates.

i r b o r n

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

pring flying has started, we need to get out and take advantage of those spring thermals. Spring often turns on some great thermal days as sun heating is slower and if lapse rates are high, sea breezes don’t come in as fast to kill thermal activity. After a terrible summer for Xc, and Covid lockdowns we still don’t have many flights entered but Seb Katz has shown that good XCs can be done. Let’s do it too while we are free of lockdowns. If you haven’t entered before, there’s nothing like setting yourself a goal to encourage yourself to do better. Only one person wins but the real challenge is to improve your skills, understand the weather and fly the best you can in the conditions you have available. Regardless of your score, you’ll get some great flights and may even pick up a local site record or a personal best. Every season you’ll see your personal best flights get better. You’ll also find yourself doing much better in the usual competitions with the extra knowledge and skills you will get.

TO ENTER... It’s free and simple; fly anywhere in New Zealand before midnight on 31st December, email or post in your flight details (and tracklog if you have one) before 30 days has passed and you’re entered. Enter as many flights as you like. Your shorter flights are automatically replaced by your longer ones. Only your longest four flights are scored. For each flight entry, please supply; • Your name, email address and contact phone number. • Flight date, take-off/release place, landing place, and flight distance in kilometres and 10ths. • Tracklog file from a GPS that can be read by GPSDump, such as an IGC file. Best is a kml file optimised by GPSDump. • If you don’t have a GPS tracklog, then also supply; Start and landing witness/s name & contact details. A GPS instrument has many advantages for XC flying, but for pilots who don’t have GPS, you can still enter the NZ HG XC Champs without one, you just need to provide take-off and landing witnesses. SCORING The pilot with the best total of four flights is the NZ Hang Gliding Cross Country Champion for that year and gets first choice of any prizes followed by pilots with second and third best totals. The pilot with the longest single flight gets fourth choice, then prizes go from fourth best total onwards. Flights for each years XC Champs must be flown between 1 January and 31st December and entered within 30 days. This ends one contest while pilots have good weather and starts the next contest while everyone’s still keen. ONLINE RESULTS Results are posted as they come in at www.hgpg. co.nz and linked to the NZHGPA website at www. nzhgpa.org.nz/competitions/hg-competitions/ hang-gliding-cross-country-championships and first updated at; www.hgpg.co.nz/nz-hg-xc-champs.html 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

24 A i r b o r n

The 2020 Cross-Country Championships Table so far...

Name

Flight 1

Flight 2

Flight 3

Flight 4

Total kms

Sebastian Katz 139.6 108.7 53.3 35.8

337.4

Rick Hawkeswood

171.7

109.2

34.3

28.2

Bill Degen 26.9 26.4 53.3 ** Class 2 (rigid wing), * Skyfloater

FAI Badges for Hang Gliding and Paragliding

he FAI badge system is used in gliding and similar systems are in place for virtually every other sport. It encourages pilots to improve their skills and achieve goals as competitions or XC does, however in competitions or setting xc records, usually the same people always win but the badge system rewards everyone that acheives these skills. This can even be with the help of others that might not be available due to competition pressures or tactics. Pilots achieving their badges will improve their competition skills as a consequence and have official evidence of their acheivements. I think that in my future retirement home, I’ll show off my USHPA 100 mile patch that I got in the Owens Valley and I’m sure many others would like to have an FAI Silver, Gold or Diamond badge as evidence of their flying career. Actually I think some people would like to wear them now!! As Hang Gliding XC Champs organiser with all the data on hand, it wouldn’t be difficult to organise. Paragliding may take more time due to numbers but the data is all there. The result would be more pilots out flying XC but with more enthusiasm as they would be going for achievable goals rather than hoping to get lucky but being beaten most days. It could even help build team flying skills. It can be self funding too. The badges can be metal badges or embroidered patches. Original cost is about 6 euro each (plus post, gst) but the diamond pin is 18.5 euro - maybe it’s a real diamond! NZHGPA could buy a stock of badges or patches first or pilots could decide if they want to pay for and receive the actual badges. I’m keen to get this going, so email me if you are keen. DESCRIPTION OF THE SYSTEM CIVL proficiency badges have been in place for many years. They are standards of achievement, intended to provide a graduated scale of difficulty to measure and encourage the development of a pilot’s flying skill, particularly in cross-country flying. The Bronze Badge should be achievable by most pilots within the first year of active flying, with the Silver following in the next year or two. The Gold badge should be achievable for most pilots within the first five years of cross country flying. The Diamond badge should be achievable by perhaps half of all pilots within ten years of flying. Badges are issued ONLY by the appropriate NAC or federation, which validate the flights and order the badges. The NAC can order a badge for 1 pilot on behalf of his expense. Badges cannot be ordered by individual pilots as CIVL/ FAI has no contractual agreement with an online flight verification provider. ORDER PROCEDURES Bronze, Silver and Gold Badges (pins or patches) are supplied to NACs in packages containing 10 pins or badges. Alternatively, the NAC can ask to ship the single piece to pilot directly. Please contact CIVL Administrator and Competition Coordinator to for the procedure. For Diamond Badges CIVL requires track logs of the flights. The application form with tracklogs should be verified by CIVL Records and Badges officer Igor Erzen.

Left; The diamond badge and below the silver

REQUIREMENTS PARAGLIDER XC (CLASS 3) Paragliding Bronze Badge Distance - 30 km Or Duration - 1.5 hours Or Gain of Height - 500 m Paragliding Silver Badge Distance - 75 km And Duration - 3 hours And Gain of Height - 1000 m Paragliding Gold Badge Distance - 125 km And Duration - 5 hours And Gain of Height - 2000 m Paragliding Diamonds There are three separate Paragliding Diamonds, which may be obtained independently from each other Diamond Open Course: - 200 km Diamond Gain of Height: - 3000 m Diamond Closed Course: - 200 km HANG GLIDER XC (CLASSES 1, SPORT, 2 & 5) Delta Bronze Badge Distance - 30 km Or Duration - 1.5 hours Or Gain of Height - 500 m Delta Silver Badge Distance - 100 km and Duration - 3 hours and Gain of Height - 1000 m Delta Gold Badge Distance - 150 km and Duration - 5 hours and Gain of Height - 2000 m Delta Diamonds There are three separate Delta Diamonds, which may be obtained independently from each other Diamond Open Course: - 300 km Diamond Gain of Height: - 3000 m Diamond Closed Course: - 300 km APPROVED INSTRUMENTS FOR BADGES Control and measurement of record flights are made with a serviceable GPS or flight recorder with minimum 2D capabilities used in conjunction with a barograph, or a 3D instrument without a barograph. For more informations, check Section 7D (Hang gliders and paragliders – Records and badges), chapter 5.4.1. CIVL no longer requires “approved equipment” as every month or so, a new instrument model comes out from manufacturers around the world, and CIVL wishes to remain unbiased as far as choice of manufacturer is concerned. - Bill Degen; aero@xtra.co.nz

NZHGPA BOOKROOM

NZHGPA Paragliding Tow Manual This manual outlines requirements and procedures for towing $15

Understanding the Sky by Dennis Pagen. Sport aviation weather and micrometeorology for hang glider, paraglider and microlight pilots. $60

NZHGPA Logbook With rating record $10 or $5 each for orders of 5 or more incl postage.

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

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

NZHGPA Aerotow Manual In depth detail of aerotow procedure as authorised by MAANZ and NZHGPA $15

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

All hang glider and paraglider pilots in NZ are required by law to be members, and receive Airborn magazine as part of their membership but non flyers and overseas pilots are welcome to subscribe. For Airborn SUBSCRIPTIONS please contact; NZHGPA Administrator; PO Box 131, Matamata, 3440, NZ. admin@nzhgpa.org.nz

A4 size issues $4.- each Feb/Mar/Apr May/Jun/Jul Aug/Sep/Oct Nov/Dec/Jan 2020 issue numbers 213 214* 215 216 2019 issue numbers 209 210 211 212 2018 issue numbers 205 206 207 208 2017 issue numbers 201 202 203 204 2016 issue numbers 197 198 199 200 2015 issue numbers 193 194 195 196 2014 issue numbers 189 190 191 192 2013 issue numbers 185 186 187 188 2012 issue numbers - - 183 184 2011 issue numbers 179 180 181 182 2010 issue numbers 175 176 177 178 2009 issue numbers 171 172 173 174 Feb/Mar Apr/May Jun/Jul Aug/Sep Oct/Nov Dec/Jan 2008 issue numbers 165 166 167 168 169 170 2007 issue numbers 159 - 161 162 163 164 2006 issue numbers 153 - 155 156 - 158 2005 issue numbers 147 148 149 150 151 152 2004 issue numbers 141 142 143 144 145 2003 issue numbers 135 - 137 138 139 140 2002 issue numbers 129 130 131 132 133 134 2001 issue numbers 123 124 125 126 127 128 2000 issue numbers 117 118 119 120 121 122 1999 issue numbers - - 113 - - 1998 issue numbers 105 106 107 108 109 110 1997 issue numbers 99 100 101 - 103 104 1996 issue numbers 93 94 95 96 97 98 1995 issue numbers - - - - - 1994 issue numbers 81 - 83 84 85 86 1993 issue numbers - 76 - - - 1992 issue numbers - 70 71 - 73 74 A5 Issues below $1.- each (Prior to issue 69 all are the smaller A5 format) 1991 issue numbers 63 64 65 66 67 68 1990 issue numbers - 58 59 60 61 62 1989 issue numbers 51 52 53 - 55 56 1988 issue numbers 45 46 - - 49 50

HANG GLIDING Skywalk Guntram Gross, Herman Ahrens Phone: 09 436 0268 or 09 432 9333, 021 072 0357 Email: skywalk@igrin.co.nz

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

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

Oceania Paragliding School PARAGLIDING Chris Connolly, Ferg’s Paragliding & Adventure Phone: 022 676 5599 Mike Ferguson Email; school@oceaniaparagliding. co.nz Phone: 021 995 682 www.oceaniaparagliding.co.nz Email: fergsparaglidiing@gmail.com MARLBOROUGH www. fergsparaglidiing.com PARAGLIDING AUCKLAND High Adventure New Zealand HANG GLIDING Russell Read Phone: 027 448 0888 Sean Oliver Email: russread@ihug.co.nz 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

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

- Sorry issues marked with this symbol are no longer available

NORTHLAND

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 and Adrian Watt Phone: 022-676 5599 & 021-981 855 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

* Limited special print edition $20

Hang gliding, paragliding schools and instructors that you can contact for qualified flight instruction in New Zealand

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

Keep in touch with the NZ hang gliding and paragliding scene, the latest developments, events, new and used equipment... M a g a z i n e

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 OZONE Mantra Six, Medium Large, manufactured June, 2014, much-loved wing, pilot weight 90 to 105kg, 141 hours only, purple, black and white. One owner. See the Ozone website for promotional copy, photos and manual. Contact, in first instance: bud.hauser. nz@gmail.com or, if no reply, Makalea Hauser at rankinhauser@xtra.co.nz. This wing is in superb condition, having been stored carefully without a chordwise fold and kept dry and aired at all times. Includes saucisse bag. An excellent Apco backpack is available if desired. Price and shipping negotiable. Wing is in Dargaville. 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 MOYES Gecko 155, technora sail, carbon sprogs, approx 30 hours, $7500.00, Phone 027 670 8301, Email: skyriderag@gmail.com

T2C 144; fully optioned, with transparent ODLO/Technora upper and lower, speed battens, raked tips, black uprights, faired carbon keel stinger, keel fairing etc. Choice of carbon or alloy aero speedbar. First at 2019, 2020 Omarama XC Classic & 2nd in XC Champs. Had some great XC flights but never had a bad landing. Maintained perfectly, flys great and in excellent condition with low hours. Review and pix at www.hgpg.co.nz/page/458644 Phone 021 247 2676 or email aero@xtra.co.nz RX3 for sale. Carbon & Zoom frame. Very low hours sail. It’s the second sail on the frame. Light green front, dark green strip & teal back. Code zero swish sail, can be checked with Moyes. Glider is currently in Newcastle Australia, can be brought back to NZ for costs. $6,500 ono. Phone Tish 021 280 241 email tishtheflyingfish@gmail.com U2 160. Dacron sail, Mylar/Hydranet LE/TE, speed battens and raked tips. 2012, great condition, has flown approx 300 hours. email - skyriderag@gmail.com, phone 027 670 8301 KIWI Flyer 170, US 6061 tubing, low hours (has been in storage), great condition, full strip check and trim, phone 021 247 2676 email aero@xtra.co.nz KIWI 170 mint/new condition. Manufactured mid 90’s unused. Test flown - Good Nov/ Intermediate first 70% double surface lower aspect ratio glider, No VG new WOF, $2000. email - skyriderag@gmail.com 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 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 OUDIE 4, 5 and Blade models in stock. Amazing full featured GPS/alti/vario/flight computer, with mapping and airspace which automatically updates. 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 CORONET Peak Tandems Ltd, Queenstown, are looking for tandem hang gliding and paragliding pilots. Call 021 220 5932

COOL GEAR Paraglider Bike Harness

SkyBean have designed the world’s first harness designed to carry a bicycle! The bike harness allows you to get up to launch (by bike or ebike), do your own retrieve or simply get some extra exercise. It is produced by Sky Paragliders. Weight 4kg (3.2kg without aluminium frame) EN/LTF certification by Air Turquoise SA. Suitable for load up to 25kg, such as bikes, e-bikes, e-scooters or e-wheel. Weight-free feeling for pilot during flight. Works as a rucksack too. Without the aluminium frame, it changes into standard, hike&fly or speed glide harness. Two positions for carabiners; standard and sensitive. The back protector (EN 1621-2: 2014, Level 2) can be improved by attachable airbag protector. One size for all - load tests are confirmed at 120 kg. Designed to use with front reserve container. Check it out at https://skybean.eu/bikefly-harness

Speaking Instrument

Stodeus Paragliding presents the leGPSBip; a small solar vario with GPS logger and voice output that speaks battery level, GPS aquisition, altitude, speed, climb rate, flight duration, time, etc. Yes it beeps for lift as expected but if you tap it, a Siri-like voice speaks the rest of your flight data. There’s no need to look at it as there’s no screen, though if you, do there’s an LED light that confirms by turning green or red, if you are going up or down. The battery does 20 hours on a full USB charge and has a solar panel to assist. It has 8GB of internal memory for up to 20,000 IGC or kml flight tracks. It’s just 35 grams and 5.7 x 3.6 x 1.7cm. It can interface with a smartphone or tablet running a flight app such as LK8000, XCTrack, and FlyMe. More at www.lebipbip.com

26 A i r b o r n

FLIGHT PIX CLOUD PIX

Graham Rose flying at Kario at sunset. We hiked the sand dune above the high take-off and it was so magical he couldn’t resist to bring his gear and do some wagga on the sand and then flew into the sunset in the smoothest buttery conditions. Photo; Kinga Masztalerz

THE COUNTRY CODE We are all dependent on good relations with the farmers who own the land we fly from. Here are some guidelines to ensure that you and other pilots will be able to continue to fly. ALWAYS CHECK with local pilots before flying at new sites. ALWAYS ask permission to fly unless you are absolutely certain that the owner allows use of the site without asking. CHECK AGAIN at Springtime as most farms have pregnant and newborn stock that can easily be frightened and injured.

DO NOT show displeasure or abuse an owner if permission is refused. This could hamper getting permission in the future. ALWAYS GET PERMISSION to take a vehicle onto a property. Ensure that vehicles without gliders are not taken onto the property. Put all gliders on one car rather than have a convoy crossing the property. If stock is near, drive slowly. LEAVE GATES as you find them, gates may be closed to keep stock in or open to allow stock to feed. Ensure that all pilots and drivers understand. USE STILES and gates where ever possible, if you must cross a fence,

cross at a post or strainer post. AVOID hay standing or cut unless permission has been given to cross it. AVOID landing in paddocks containing crops or stock. Carefully move off crops to avoid damage. DO NOT LIGHT FIRES at any time. DO NOT SMOKE during fire risk times. DO NOT TAKE DOGS onto any farm or property. DO NOT disturb plants or machinery, move around it. LEAVE NO RUBBISH.

Everything you need • Ready to fly – no 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

Airborn #216, November 2020

Articles inside

FAI Badges

Radio Use

Events

Executive Reports

RASP Introduction

Morph Harness

Hike, Fly, Float