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July 2010 1 A Memorable Retrieve: Murphy was a Paddock Designer and Fence Maker 2 SMS Implementation – Safety Culture and Safety Reporting 4 Coastal Pilots Spread Their Wings Our Trip to Bright 6 Vulture Party 8 GFA Seeding and Ranking List 10 Mt Beauty Gliding Club – Foundations of a Good Club 11 GFA News 12 The Cranky Lizard Trip To Manilla 15 Bright Open 2010 Photos 16 I did it! 17 Soaring Calendar 18 Caboolture Gliding Club: Back to Watts Bridge 20 Decentralised Competition Results 2009-2010 Summer and Winter Results 22 Beam Me Up Stevey
A Memorable Retrieve:
Murphy was a Paddock Designer and Fence Maker David Meredith – Reprinted from Australian Gliding, July 1987 Prior to commencing this tale, Two facts need to be established: 1. To every fence there is a wrong side and a right side, and 2. There is a fence in Queensland known as the Dingo Fence which has the distinction of being recorded in the Guinness Book of records as the longest uninterrupted
24 UP expedition in India: Summit XC Over The South Indian Sky 27 Colliers – Have I Got A Tale For You! 28 Vintage Gliding Corner 34 HGFA News
36 Letters to the Editors 39 HGFA General Manager's Report 40 Contact Addresses 42 GFA Business Manager's Report 45 Classifieds Mason Roy 2500m over Barraba during the 2010 State of Origin Photo: Godfrey Wenness
Official publication of the Gliding Federation of Australia (GFA) and the Hang Gliding Federation of Australia (HGFA). The Gliding Federation of Australia Inc. and the Hang Gliding Federation of Australia are members of the Fédération Aéronautique Internationale (FAI) through the Australian Sport Aviation Confederation (ASAC). CREDITS Cover: Blanik VH-GYJ over Falls Creek Photo: Mark Bland Design: Suzy Gneist, Gneist Design Printing: Bluestar Print, Canberra ACT Mailing: Bluestar Print, Canberra ACT NOTICE TO READERS AND CONTRIBUTORS This magazine is a joint publication by the GFA and the HGFA and each association contributes 50% to the production cost and is allocated 50% of the content pages of each issue. Contributions are always needed. Articles, photos and illus trations are all welcome although the editors and the GFA and HGFA Board reserve the right to edit or delete contributions where necessary. Materials of unknown origin won’t be published. All contributions should be accompanied by the contribu tor’s name, address and membership number for verification purposes. Photographs should be printed on gloss paper either in black and white or colour or submitted on CD. Drawings, maps, cartoons, diagrams, etc, should be in black ink on white paper. Lettering may be pencilled lightly but clearly on the drawing, for typesetting. Views expressed in this magazine are not necessarily those of the GFA, HGFA nor the editors. They are strictly the views of the contributor. Any GFA officer quoting his title will be responsible for submitting an official article. Copyright in this publication is vested in the GFA/HGFA. Copyright in articles and other contributions is vested in each of the authors in respect of their contribution.
HGFA EDITORIAL CONTRIBUTIONS The three contact points for HGFA members submitting to Soaring Australia are the HGFA Sub-editor, the HGFA Office, and the Graphic Designer. These contacts should be used accord ing to the directions below.
GFA EDITORIAL CONTRIBUTIONS The three contact points for GFA members sub mitting to Soaring Australia are the GFA Subeditor, the GFA Office, and the GFA Advertising Representative. These contacts should be used according to the directions below.
HGFA SUB-EDITOR HGFA OFFICE & SALES Suzy Gneist Ph: 03 9336 7155 Ph: 07 5445 7796 Fax: 03 9336 7177 <firstname.lastname@example.org> <email@example.com> Post to: 57 Alice Dixon Drive, [www.hgfa.asn.au] Flaxton QLD 4560 4a-60 Keilor Park Drive, Keilor Park VIC 3042 GRAPHIC DESIGNER/PRODUCTION EDITOR Suzy Gneist, Ph: 07 5445 7796, <firstname.lastname@example.org>, Post to: 57 Alice Dixon Drive, Flaxton QLD 4560. Articles HGFA members should send article contributions to the HGFA subeditor. Article text is preferred by email <soaring.australia@hgfa. asn.au> either as a Word document or plain text file, photos can be sent via post (57 Alice Dixon Drive, Flaxton QLD 4560) either as print copies or high resolution JPEGs or TIFFs on CD. Photos must be accompanied by full captions and photographer names on a separate text file (.txt) on the CD. News, Letters to the Editor, New Products, Events Calendar entries HGFA members should send the above editorial items to the HGFA Sub-editor, Suzy Gneist, as text in the body of an email to <email@example.com>. Classifieds, Club Executive and Member Updates HGFA members should submit classifieds (secondhand gear for sale) and changes of address, etc, details (whether for Club Executives or individual members) to the HGFA Office <office@ hgfa.asn.au>. See HGFA Classifieds section at rear of this magazine for more details. Display Advertising HGFA commercial operators wishing to place a display advert should email the Graphic Designer, Suzy Gneist <sgneist@ gmail.com>, to receive a booking form and detailed instructions.
GFA SUB-EDITOR GFA OFFICE & SALES Anne Elliott Ph: 03 9303 7805 Ph: 02 6889 1229 Fax: 03 9303 7960 <firstname.lastname@example.org> <Secretary@sec.gfa.org.au> Post to: PO Box 189, [www.gfa.org.au]. Narromine NSW 2821 Level 1/34 Somerton Road, Somerton VIC 3062
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GFA ADVERTISING REPRESENTATIVE GFA Secretary, Ph: 03 9303 7805, Fax: 03 9303 7960, <Advertising@sec.gfa.org.au>, Post to: Level 1/34 Somerton Road, Somerton VIC 3062 Articles, News, Letters to the Editor, Events Calendar entries GFA members should send article contributions to the GFA Subeditor, Anne Elliott. Article text is preferred by email <annell@ hwy.com.au> either as a Word document or plain text file, photos for articles should be sent in the post (PO Box 189, Narromine NSW 2821) either as print copies or high resolution JPEGs on CD. Photos must be accompanied by full captions for each and photographer name. Classifieds & Display Advertising GFA members wishing to submit a classified should do so via the GFA Office. See GFA Classifieds section rear of this magazine for more details. Club Executive and Member Updates GFA members should send change of address, etc, details (whether for Club Executives or individual members) to the GFA Office <Membership@sec.gfa.org.au>. DEADLINE FOR ALL CONTRIBUTIONS: 25th of each month, five weeks prior to publication. Photos and materials will be returned after publication only if a stamped, self-addressed envelope is supplied. Otherwise, photographs, whether published or not, will be filed and may be used subsequently in further publications.
fence in the world (2700km).
his story is basically about a retrieve that proves Murphy’s Law, ie everything that can go wrong will go wrong and any human intervention will only compound the situation. The Queensland sports/two-seater competition, held at Taroom over the Easter weekend, was an excellent contest with typically good south-west Queensland weather. But as luck would have it, the last contest day saw the author and Andrew Ward, the other pilot in the Darling Downs Soaring Club’s Grob 103 Twin, outland in a nice, large, flat paddock close to a road and homestead. This seemingly innocent event was the start of an outlanding story we think will be hard to beat. Well, it wasn’t quite the start of the day’s drama as the previous day’s flying had also yielded another outlanding in the same aircraft, so the crew and some hapless bystanders got involved in rigging the Grob just prior to the daily briefing. Anyone who has had the experience of rigging a Grob Twin will know that this is not the best way to achieve a good frame of mind prior to launching. Anyway, we launched, started and headed off making good time. We rounded the first turn point with plenty of height and confidence, but it was here that everything began to go badly. A big dead spot was encountered and after the usual attempts at survival the aforementioned big flat paddock was selected and in we went.
A short walk to the nearby house enabled us to inform our crew of our location and advise them to pick us up and then return to Brisbane (remember, it was the last comp day and we were on the way home). We then returned to the Grob and prepared it as much as possible for the trailer. It was about this time that we noticed that the end of the paddock in which we had landed was effectively blocked by the gateless Dingo Fence and we realised that the way out of the paddock was up the other end of this nice, large, flat paddock that was rapidly becoming an extremely stupid place to have landed. So off we plodded to explore the far end (about two to three kilometres away). What we discovered were obvious attempts (very successful) by the local landed gentry to create a maze of fences and gates to confuse and dishearten any glider pilot. After much stumbling, walking and utterance of harsh words, we decided to strike out for another house along the road on which our crew would arrive. Time was by now marching along. Talk turned to cutting a hole in the Dingo Fence rather than weave our way through various ploughed fields, crops and creeks. Well, you try to be ecologically minded after walking about 10km in two-and-a-half hours. Anyway, we arrived at this second house to find it empty, although at least we were able to slake our thirsts and rest. Our luck now changed, well, just for
Cartoon by Codez a short while, as the property owner and his wife arrived home so at least we had afternoon tea prior to the retrieve. Shortly afterwards, the crew arrived and the sun went down. A master plan devised by Noel, the farmer, gave us a route through about three million other paddocks to reach the Grob without crossing creeks and pulling down dingo or any other fences. En route, however, Murphy again took over as the tailplane frame in the trailer broke while the trailer was being towed across the uneven ground. We finally derigged the sailplane in the dark and re-mounted the tailplane onto the Grob, placing two members in the trailer to steady the tail and aircraft. After that, all went fairly calmly. The tailplane frame bracket was re-welded at the farm and we were all treated to a welcome meal by Noel’s wife. So, with the Grob secure, the intrepid pilots and crew quietly towed the sailplane back to its home field and then drove on to Brisbane, arriving at our homes at 4:00am. Not bad, considering we had landed at 2:30pm.
SMS Implementation – Safety Culture and Safety Reporting Eric Novak Background During September 2004, a report titled ‘A Roadmap to a Just Culture: Enhancing the Safety Environment’ was developed by the Global Aviation Information Network (GAIN). The report was intended as an overview of how aviation organisations can promote improvements in the level and quality of reporting of safety information. This article has been derived from this report, for which permission to reprint was given by the Global Aviation Information Network. With 13 gliding fatalities recorded between 2004 and 2009, historical data suggests a need for gliding in Australia to improve its safety performance. One of several opportunities for improvement in safety performance is to promote improvements in the level and quality of reporting of safety information. Any effective safety information system depends crucially on the willing participation of the workforce (GFA members), the front line people who are in direct contact with hazard. In aviation organisations (GFA, gliding clubs and commercial operators for example), these include pilots, ground crew, instructors, GFA and club office bearers, maintenance personnel, air traffic controllers and others who can provide key information about aviation safety problems and
potential solutions. In order for these people to come forward and report errors, mistakes, near-hits, incidents and accidents, an organisational climate conducive to such reporting must exist – a Just Culture. James Reason (1997) describes a Just Culture as an atmosphere of trust in which people are encouraged, even rewarded, for providing essential safetyrelated information, but in which they are also clear about where the line must be drawn between acceptable and unacceptable behaviour. An effective reporting culture depends on how the organisation handles blame and punishment. The term ‘no-blame culture’ flourished in the 1990s and still endures today. Compared to the largely punitive cultures it sought to replace, it was clearly a step in the right direction. It acknowledged that a large proportion of unsafe acts were ‘honest errors’ (the kinds of slips, lapses and mistakes that even the best people can make) and were not truly blameworthy, nor was there much in the way of remedial or preventative benefit to be had by punishing their perpetrators. But the ‘no-blame’ concept had two serious weaknesses. First, it ignored, or, at least, failed to confront those individuals who wilfully (and often
repeatedly) engaged in dangerous behaviours that most observers would recognise as being likely to increase the risk of a bad outcome. Second, it did not properly address the crucial business of distinguishing between culpable and non-culpable unsafe acts. In a Just Culture environment the culpability line is more clearly drawn. A ‘no-blame’ culture is neither feasible nor desirable. A small proportion of unsafe acts are deliberately done (eg criminal activity, substance abuse, controlled substances, reckless noncompliance, sabotage, etc.) and they require sanctions of appropriate severity. A blanket amnesty on all unsafe acts would lack credibility in the eyes of the employees (GFA members) and could be seen to oppose natural justice. There are a number of benefits of having a Just Culture versus a blaming culture (or indeed a no-blame culture) and the three main ones have been described as: • Increased safety reporting, • Trust building, and • More effective safety and operational management. A Just Culture supports learning from unsafe acts in order to improve the level of safety awareness through the improved recognition of safety situations and helps to develop conscious articulation and sharing of safety information. The Just Culture operates by design to encourage compliance with the appropriate regulations and procedures, foster safe operating practices, and promote the development of internal evaluation programs.
and corporate (organisational) selfregulation in safety matters. A ‘Just’ safety culture, then, is both attitudinal as well as structural, relating to both individuals and organisations. Personal attitudes and corporate style can enable or facilitate the unsafe acts or conditions that are the precursors to accidents and incidents. It requires not only actively identifying safety issues, but responding with appropriate action.
S a f e t y C u lt u r e and Gliding Safety in gliding is instilled in us from our first instructional flight. From the earliest stages we are encouraged to maintain a good lookout and watch our airspeed. As we progress, more and more safety checks and balances are introduced to make us safe pilots. Where are you in relation to the slipstream behind the tug, where now if the rope breaks or engine fails, at what stage should you start identifying out landing options on a cross-country flight?, and the list goes on. Some of these individual processes can become second nature while some require ongoing re-enforcement through the use
of pre-flight or in-flight checklists, routine check flights or by remaining current. Pilots after all are human, and therefore it is possible for errors to occur for any number of reasons such as workload, adequacy of training, inexperience, overconfidence or poor risk management practices. As well as safety being a critical individual responsibility during each flight, the GFA has various processes in place in areas such as operations, maintenance, training and instructing that are established to set the standard for how things are done. As with the individual processes noted above, these processes may or may not be developed and/or implemented with 100% effectiveness at all times. As a result, sometimes things don’t work out as we would all like and we may experience or observe a near miss, an unsafe act, an incident or an accident. These may occur for any number of reasons including pilot error, inadequate training, poor maintenance, inadequate processes or a combination of contributing factors. The focus of this article is Safety Culture and Reporting. If we don’t identify, report and investigate these incidents, how can we improve safety in
gliding for the benefit of not just the individuals or clubs involved, but everyone? If we don’t have a Just Culture, where people have sufficient understanding of and trust in the reporting processes, are they likely to report their errors, near misses or incidents? The SMS steering committee is currently reviewing, updating and trialling a revised incident reporting form and procedure in consultation with various stakeholders across the GFA. This revised procedure and form will be rolled out to clubs and members in due course via the GFA operational structure across the country, supported by communication on the GFA website and in Soaring Australia. It is in all of our best interests to support improved safety reporting and fostering a Just Culture. For those interested in further reading, a copy of the report titled ‘A Roadmap to a Just Culture: Enhancing the Safety Environment’ is posted on the GFA website. Please forward any feedback or input to <email@example.com>.
Definition of J u s t C u lt u r e According to Reason (1997), the main subcomponents of a safe culture include: a just culture (trust), reporting culture and a learning, informed and flexible culture. A ‘Just Culture’ refers to a way of safety thinking that promotes a questioning attitude, is resistant to complacency, is committed to excellence, and fosters both personal accountability
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Coastal Pilots Spread Their Wings Our Trip to Bright Jennifer Scott Arriving about 7pm after a long drive in heavy, continuous rain, we stepped out of the Paul Cox on glide over the Ovens Valley, Bright
car and were greeted by the cool mountain air, thick with the fresh smell of pine. We were in Bright, a beautiful alpine village, situated in the Ovens Valley of Victoria, a sevenhour drive from our sunny Central Coast, yet only about three hours from Melbourne.
group of nine paraglider pilots from the Central Cost Skysurfers club have made the journey to Bright to fly during the week of the Bright Open competition 5 to 12 March 2010. The trip was organised by flying instructor Paul Cox to give pilots an experience of competition, thermalling and hopefully some crosscountry flying. The first day of the tour, and ignoring all forecasts to the contrary, the weather cleared to a beautiful sunny day – a chance to take in the stunning scenery around Bright: Pine forests crowd mountains as far as the eye can see, the Ovens
Barny Cannon lands after his PB flight of over 30km
river flows right through town, bubbling along over pebbly platforms and small waterfalls. Deciduous trees such as poplars, maples, silver birches, pine oaks and liquid ambers line the streets and walking trails and are just starting to turn golden with the start of autumn. An abundance of cafes and restaurants make breakfast and lunches an easy task . But we are not here for the walking, the eating, the cycling or the swimming. We are here for the paragliding.
and good thermals. The focus of the tour was for coastal pilots to gain inland flying experience and become proficient with safety manoeuvres such as big ears, wingovers, surge control, speeds to fly and reverse inflations, all while being under the supervision of a qualified FI. Bright is a fantastic destination for paraglider pilots. Partners and family can come along and enjoy the many activities in this beautiful area such as cycling along the Murray to the Mountains Rail trail, taking a dip in the Ovens river, hiking along forest trails, visiting excellent wineries and food producers and sightseeing at neighbouring towns. The tour also offers new pilots a chance to socialise with more experienced comp pilots as well as each other. The next Bright tour with Paul Cox is planned for March 2011. Details are available at [www.ccparagliding.com.au].
Central Coast pilots blown away at the Horn, Mt Buffalo
Darryle Gledden ,1800m over Clear Spot, Bright
‘The Pines’ launch
Andy launches at ‘The Pines’
L e t t h e f ly i ng be g i n Saturday saw Central Coast pilots take their first flight from Mystic Mountain, pleasant afternoon thermic flights after the competition pilots had launched. Mystic is an excellent site, 797m asl and very often flyable because it faces the valley wind and cooks up some strong thermals. It is located two kilometres south of Bright, just off the road to Wandiligong and overlooks the township. It is one of the most popular Victorian inland sites and has hosted numerous State and National competitions, including a Paragliding World Cup event in 1998. Day two the rain returned, unfortunately, and hung around until Tuesday, giving our Central Coast pilots an opportunity to attend a safety clinic hosted by Ivan Anissimov. On the third day the venue was changed from Mystic to ‘The Pines’, an eight-kilometre ridge just outside the historic town of Beechworth, noted for its museum, shops, cafes and local gourmet food. Some pilots flew the 20km to Beechworth, while our Skysurfers enjoyed thermalling and ridge soaring, landing at sunset.
Mystic launch with SOL tent, HQ for Central Coast pilots
Robert and Andy at ‘The Pines’
The next two fantastic days were spent at Mystic where Central Coast pilots got a chance to experience the crosscountry dream. Watching the gaggle of 60 comp pilots was more than a little daunting, but when it was our turn to launch, the resident thermals had been marked, making it easier for us to navigate around the valley. For some, their first taste of thermalling and crosscountry saw them reach cloudbase and fly over 30km. A terrific result! The trip was a great success with our pilots able to fly four days out of seven, in safe conditions of smooth air
Rodger Dean flying over Wandilligong Photo: William Oates
View of Bright township
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Smooth late afternoon air above Bright
Photo: William Oates
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Vulture Party Ethan Glessisch It is an atypical day on the magical mountain of Organyá, Spain, and I sit on launch watching some of the best pilots in the world sinking out. I rub my eyes in disbelief and re-check the conditions: The wind is straight on, the sun is strong, there are nice cu’s developing up high… looks perfect. What kind of strange black magic is this?
lay out my wing and chuckle to myself. How complacent we have become flying day after day in the magic lift of Organyá, climbing without thought. ‘Well not today,’ I think to myself as I clip in and turn on my vario for the first time in three weeks, “Might need your help today matey.” Patiently I sit waiting for the cycle to increase… I can hear some local pilots moaning muffled Spanish words of bewilderment behind me. As I clean the beads of sweat forming on my glasses, the increasing breeze gently cools my skin. ‘Could this be my cycle?’ Leaning back into my harness, I give the A-risers a sturdy tug and steadily kite the wing overhead. The air lacks its usual potency, yet I can feel the wing wanting to fly. “Not so fast,” I whisper as I pull the reigns in keeping her in check, “we wait for the peak.” As I scan the ridge, the movement of some shrubs swaying in the distance catch my gaze, ‘there must be a thermal breaking away,’ I think. As my eyes adjust, I see a family of five or so vultures hop into the sky. Gently they begin to work
the bubble and snake their way up the ridge. ‘A Sketch: Michelle Aikman good sign,’ I think to myself. As they ascend, another handful launch into the air below them. myself. But something urges me on… ‘Right! Good enough for the vultures… ‘You know where that path leads… you good enough for me!’ Gently I release the have been down that road before Neo.’ I reigns and push forward in the saddle, chuckle to myself as I hear Trinity’s words ‘off we go then, let’s go play!’ in my head. ‘Fair enough,’ I say to myself, As I slide down the slope gaining ‘let’s see how far this rabbit hole goes.’ speed, I know I have made a mistake. Weightshifting away from the hill, The wing is soft and mushy, but it is too I ease a little more opposite brake to late to abort. I push past the crest and crab closer to the ridge. I am going to pendulum into the air. need to squeeze every inch out of this Sitting back in the harness, I search ride if I am to get anywhere near my for the gaggle that had caught my gaze feathered friends. moments earlier, but I am distracted by But my enthusiasm dims as I slip an engulfing beep, the dreaded ‘baaaaah’ below a rocky out crop, loosing sight and of the sighing vario… and down I sink in heavy air. I keep pushing along the ridge waiting for the alarm to ease, but there is no end in sight. ‘Shit, at this rate I am not sure if I’ll make it to my feathered friends,’ I think. Weighing up my options I look to the landing field. ‘Time to abort,’ I say to
glide to my target. ‘Right, time to pick a paddock,’ but as my eyes leave the ridge in search of a landing option below, I feel a soft push in the seat. ‘Could this be?’ Without intent I hold my breath, my body, tense. I glide on in anticipation, willing the wing to rise. The gentle push converts to a tone on the vario. ‘Yes, come on baby!’ And with a few sporadic intermittent beeps I am over the outcrop and being sucked into the evolving thermal of the vultures. I arrive at the swaying shrubs with only metres to spare and am amazed at the sight. Fifty or so vultures are circling up and away… and they continue to emerge from the shaky shrubs below. I enter their gaggle and feel the wing take its familiar Organyá pressure, ‘Yes, yes! Up we go! Concentrate Ethan! You will need to get this right the first time.’ My eyes scan the gaggle looking for the core and I am blown away by the view. I have arrived ‘smack bang’ in the middle of their party. In every direction there are birds circling around – above, below, left, right… everywhere! Gracefully they climb over and around each other in the rising air. Effortlessly snaking their way upwards in unison, as if they were one cohesive living and breathing organism. For a moment I drift into a higher realm of appreciation, and soak in the beauty of nature. This is indeed a rare special moment. But by Buddha moment is short-lived as I sharply pull the brake to avoid a collision. ‘I wonder if they know the rules of the air?’ I chuckle to myself. ‘Focus Ethan! Merge with them,’ but the harder I try to thermal efficiently, the more I seem to disrupt their equilibrium. I feel like a clumsy jellyfish snagged on a reed, fighting against the current. My breath is short and sharp, and my control inputs as well, as I duck and dodge to avoid collisions. There are literally hundreds of massive birds all around me.
The vultures respond to my nervousness and swoop and sway to evade our colliding trajectories. I feel like a WW2 fighter pilot in the middle of a dogfight.
Each diversion ripples through the gaggle… and then I see: I am not a separate entity, a single pilot in the sky. I am another air explorer, and together we form one cohesive unit. I flick off my vario and slow my breathing. I let my eyes de-focus slightly and gently begin to respond to the ripples that cascade through the gaggle. As I see the ripple drawing closer and the nearer birds begin to adjust, I follow their lead and move with them. Together each of us makes fluid, minor adjustments that allow the group as a whole to function as one cohesive system; like an ancient piano accordion, breathing in and out and creating a beautiful harmony. We begin to dance around each other in a grand ballet, like autumn leaves in a gentle whirlwind. Graciously we climb, a hundred or so elegant feathered birds and I. The Buddha moment returns, and for a while I forget myself! I forget my paraglider. There are no brakes, no harness, no helmet, no control inputs or corrections. Only my arms, my wings, and the engulfing gaggle dancing skywards in the rising air. I am accepted into their world. I become one of them, or rather we become one together – individual graceful components of one living and breathing organism, sharing a moment in time. Gradually we reach the top of the mountain, and family by family the vultures break away south on their glide. The stragglers below fight their way up in the tail end of the thermal, and I push out into the valley. As I look down below I am impressed by the altitude gained. ‘Plenty of height for a full acro routine’ I think to myself… I smile not in the anticipation of acro, but rather in appreciation of the gift of my spiritual ascent. It is not every day you get to dance at a vulture party!
Ethan Glessich flying at Organyá, Spain Ethan flying with vultures
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Photo: Etienne Maury from Cin’eole
Photo: Steven Holden
GFA Seeding and Ranking List Tim Shirley Since about 2004 attendance at Nationals has become increasingly popular, to the point where recently the number of pilots wanting to compete has often exceeded the maximum number that the organisers or the infrastructure could reasonably handle. Although this is better than having too few entries, it has led to some problems because there were no uniform rules about who got in and who didn’t.
hile we would like to let everyone compete who wants to, that isn’t practical – and so the GFA Sports Committee decided that a seeding list should be created so that we can have the best possible field in our Nationals. This means that if the competition has more entries than it can handle by the time of the cut-off date for normal entries, the pilots who are lowest on the seeding list will miss out. Pilots in this situation will go on a waiting list and will be first in line if there are any dropouts. Late entries will then be taken in order of receipt, if places are available. This should encourage pilots who aspire to Nationals competition to ensure that they establish some recognised form by attendance at State comps, so that there will be a place for them in the Nationals’ field. We looked at using the IGC ranking list to provide a seeding list, but there are quite a few problems with it from a national perspective: it is complex, subject to a lot of external influences, and the only Australian results in it come from World comps and Nationals. So, the Sports Committee decided to create a National ranking list that would provide a basis for selection into Nationals if needed, and would also provide a way for pilots in Australia to be ranked. This may lead to some competitiveness as well when pilots see where they are compared to their mates or the local hotshots. The calculation starts with your percentage of the winner’s points in the entire World, National or State competitions that you enter. Each competition is in a certain category (World comps 1, Nationals 2, State comps 3, others 4) and there is a weighting which is applied to your percentage based on the category of the competition.
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Your best three scores are added to give a ranking. There are a couple of other considerations. The system looks at the last three seasons, and if the score is from a previous season then it is reduced to 2/3 and 1/3 respectively. Also, only one score per category of competition will count, as otherwise the people who can go to heaps of competitions would have an unfair advantage. Of course there is still an advantage in going to more competitions because you could improve your score in that category. The detailed rules and the current list (based on the last three seasons) are now available on the Competitions page of the GFA website. There are two reports, one in order of ranking position and one alphabetical by pilot name. This list will be the basis for selection at the Club and Sports Class Nationals at Benalla, if there is a need to limit entries. As this is the first attempt at such a system, there are bound to be some adjustments needed, but there is really no way to find out how it works without actually trying it. Feedback is welcome: please contact any member of Sports Committee but particularly Mike Maddocks or Tim Shirley, whose contact details can be found through the GFA website. Note that this List does NOT replace the International Team selection process, which remains the same as before.
Pilots Alphabetic al Name
Allerby Brian Anderson Jay Andrews Nigel Anglim Matt Arthur Alan Baer Bernie Bailey Buzz
Ran k Ranking Total
126 67 97 162 216 146 157
55.70 113.47 80.71 35.97 15.83 41.97 38.64
Banfield Mark Barnes Allan Bart Paul Beecroft Greg Bell Peter Beulter Rolf Blackburn Bryan Bland Mark Boyd David Boyle Ashley Bradley Robert Bray David Brierley Russell Brown Geoff Brown Simon Bruce Mal Buchanan Brett Buchanan John Buelter Rolf Busher Peter Buskens Peter Buttenshaw Allan Campbell Bruce Carr Tim Carter Rod Claffey Kerrie Claffey Tom Clark Todd Cleaver Mike Cleland D Codling Mike Collings Craig Conway Catherine Conway David Cooper James Cowan Bruce Crowhurst Jim CUBLEY Terry Dalton Mark Davis Jo Dean Allan Dearden Jack Dickinson Dane Dilks Craig Dilks Paul Donald Liam Duffy Robert Dunn Haidyn Durieu Brian Durrant Michael Edwards Brad Eldridge Phil Ellery Wilson English Brendan Evans Ivan Feeg Martin Fox Bob Gage Matt
Rank R anking Total
135 2 178 150 46 188 153 182 228 226 148 197 211 18 95 168 139 5 42 202 51 99 111 192 85 38 7 81 213 156 13 24 189 128 120 184 61 9 36 39 217 219 129 158 142 205 175 77 54 53 203 52 224 49 222 76 191 92
51.95 237.08 30.80 39.95 141.30 26.47 39.20 28.13 11.12 11.43 40.37 25.39 18.24 188.24 80.95 34.18 48.55 226.67 152.20 21.83 139.11 78.36 69.26 25.91 89.76 155.95 220.02 92.78 17.14 38.65 201.51 180.56 26.34 54.74 60.00 27.40 121.74 217.78 156.66 155.47 15.80 15.35 54.20 38.08 44.47 21.47 31.19 98.87 131.30 133.89 21.57 134.94 12.57 140.24 14.19 99.27 26.03 82.49 July 2010
Rank Ranking Total
Garlick Graham Geiger Tobias Geissler Hilmer Georgeson Andrew Gilbert Tom Gilby Brian Gill Adam Gore-Brown Miles Gough Chris Gray Peter Gray Rick Greig Andrew Griffin John Hall Bob Hancock T Hargreaves Stephanie Hart Jack Hart Robert Hatfield Bill Hatfield Vic Hayhow Bryan Hedley Steve Henderson Adam Henderson Ralph Holding Simon Holmes Andy Horton Andrew Hoskings Richard Hudson Grant Huggins Andrew Humphrey Ray Ianson Adam Ichikawa Makoto Jansen David Jinks Steve Johnson Nathan Johnson Swain Jones Owen Jones Phil Kauffmann Hank Kauffmann Kris Kenny John Kirschner Max Kolb Greg Kreti Alex Kurstjens Gerrit Kurstjens Pam Kusiak Ziggy Laird Mark Lane Bevan Lehto Antti Lennon Scott Linnett Christian Loxton Ben Lutton Stuart Mackay Daryl Mackley Wayne Macneall Denis Maddocks Andrew Maddocks Mike Maddocks Nick Mander Paul Matthews Paul McCaffrey Shane McCallum Ian McKenzie Graeme McLean Glenn McLean Richard McLean Ross Medlicott Harry Meredith David Mitchell Pearce Mosiejewski Jaroslaw Nankivell Sidney Nicholls John Niewand Arnold Ning Fran Nithianandaraj Hemr Nowak Chad O’Brien Michael O’Grady Louise Orton John July 2010
186 20 82 33 37 223 103 59 185 176 206 43 201 141 170 218 124 72 45 221 80 149 113 172 96 196 100 68 136 207 63 166 90 3 143 32 74 204 130 35 44 164 122 75 145 10 47 73 116 133 89 64 115 151 79 87 165 84 21 127 132 6 91 109 29 147 179 193 23 70 104 225 25 125 15 159 163 144 66 86 199 22
26.72 186.88 91.86 167.53 155.97 13.41 75.96 127.63 27.37 31.13 21.45 151.14 21.83 46.18 33.68 15.76 56.51 110.09 145.92 14.25 94.25 40.13 68.16 33.17 80.75 25.71 77.76 113.23 51.42 21.41 118.08 35.03 86.24 236.61 44.23 167.83 103.36 21.57 53.53 163.55 150.86 35.70 57.45 100.13 43.97 217.14 141.18 107.71 65.05 53.17 86.65 116.25 67.55 39.82 96.21 87.19 35.15 89.94 186.76 54.85 53.18 224.07 83.32 72.84 173.99 40.84 30.21 25.83 184.00 112.16 74.22 11.57 178.29 56.34 198.02 37.08 35.96 44.03 113.71 87.93 24.02 184.89
Pain Bill Parker Graham Phelps Allan Pietsch David Ransby Gary Ritchie Phillip Robinson Peter Rock Graham Rose Paul Rowe Mark Rubiano Armando Ruddock Derek Runeckles Chris Russell Iain Sasse Dick Saunders Kevin Schartau Philipp Schmidt Greg Scutter Matthew Shirley Tim Shorter Dave Sikora Peter Singer Nicholas Sly Michael Smith Andy Solomons Louis Solomons Roger Southgate Phillip Speight Gary Spletter Errol Squire Ray Stauss Colin Stauss Eric Stevenson Gary Stewart Angus Strathern Mike Stroop Aaron Suthers John Tabart Tony Tabart Tracey Takahashi Itsuo Takizawa Shinzo Taylor Anita Taylor Bruce Teese Ivan Temple Peter Thompson Jenny Thompson Jeremy Thorpe Chris Tiller Luke Tracey Tabart Trone Steve Trotter Lisa Trotter Peter Tuit Craig Tuit Mal Turner Frank Turner Lisa Turner Mitchell Vagg Noel Vaile Roger VanBlaricum Tom Vinall Craig Vincent Geoff Volk Phillip Walker Robin Ward Bob Webb Adam Welsh John West Trevor Weston Dion Wilkinson Bill Wilson David Wilson Tim Woodward Don Woodward Jeff Woolley Adam Woolley Chris Wright Lenny Young Sean Zehnder Lars Zimmermann Nigel
Rank Ranking Total
131 28 98 27 229 34 107 55 123 48 190 154 71 181 102 105 212 50 160 214 62 215 200 60 56 57 118 19 106 69 210 198 187 30 173 174 220 209 17 227 117 108 169 4 78 1 31 171 177 195 194 138 8 11 58 134 101 140 119 121 208 161 83 65 110 152 183 137 88 114 26 41 16 14 112 167 40 93 155 180 12 94
53.23 174.41 78.91 175.34 8.93 165.89 73.07 130.74 56.60 140.87 26.31 39.13 110.49 28.35 76.91 73.86 17.99 139.21 37.05 17.10 118.32 16.43 22.39 122.29 129.06 128.94 61.18 187.05 73.62 112.29 18.41 24.51 26.49 171.90 32.69 32.11 15.08 18.42 194.29 11.20 61.34 73.00 33.83 236.24 97.48 242.42 168.70 33.30 31.07 25.79 25.80 50.21 219.40 214.61 128.76 52.30 77.37 48.22 60.13 57.92 19.99 36.10 91.50 114.70 71.50 39.28 27.41 50.22 86.98 67.63 177.41 152.34 195.90 198.30 68.67 34.73 154.62 81.42 38.68 29.20 211.88 81.35
GLIDING FEDERATION OF AUSTRALIA INC Airworthiness Inspection
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Aircraft Type................................................................................ Registration marks VH – ............................................................ Address to which documents are to be sent is: Name .......................................................................................... Address . ..................................................................................... ..................................................................................................... State.......................................................Postcode....................... Forward to: GFA Airworthiness Secretary, Level 1/34 Somerton Road, Somerton VIC 3062. Email: <Airworthiness@sec.gfa.org.au> Fax: 03 9303 7960
Mt Beauty Gliding Club – Foundations of a Good Club
Mark Bland During the past few years the intensity of gliding operations at the Mt Beauty Gliding Club has grown significantly, hopefully bucking the trend of declining small clubs.
hrough the efforts of a small band of stalwarts and the fact that it has a fantastic, scenic site, there are now up to 10 gliders permanently based on the airfield. Last year a 40m by 12m hangar was built with club labour and this year a new winch project is underway. Having an airfield close to town in such a popular area is a real asset to capture tourist trade and the club does quite well from AEF income. However, this takes a considerable effort and as we grow we have found that expectations, contributions and interest levels vary widely so balancing the needs of members is difficult. We also host members from a number of visiting clubs, usually on public holiday weekends, and have, this year, hosted GFA flyers from Beverley WA, Adelaide, Balaklava, Melbourne, GCV Benalla, Bathurst, RAAF Richmond, Sydney and Queensland. The club is currently forming a business plan and establishing goals for its future. We are still short of critical mass as far as membership, but we are slowly
The new hangar
Mt Beauty Gliding Club members are the foundation of the Club. Here are members illustrating this in February 2009 at the start of construction of the Club hangar at Mt Beauty Airport. Founding Life Member Manfred Rueff is supervising Photo: Terry Knight
Some of the MBGC members and Easter visitors after briefing on 2 April 2010
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getting there and with two members attending an instructors’ course this year another hurdle will be overcome. The club has had five new solo pilots so far this year (three under 40). As more of our newer members advance into singleseaters, aircraft availability becomes a problem, and as a consequence many have formed syndicates or become private owners keen to pursue their own advancement. As is the case in many clubs a catch 22 develops between gaining more members and having enough equipment to service their needs. Gaining several new instructors will be a huge boost to our operation and plans are already being discussed to obtain more gliders!
Photo: Ian Cohn
Isn’t it great? For two years in a row organisers have had to limit entries for our Multi-class and our Club Class Nationals. Only a few years ago we were lucky to get 15 entries and our contest scene was on its knees, which was a reflection on the state of gliding at the time. I believe that the resurgence in our pilots’ interest and involvement in contest flying reflects the resurgence of gliding as a sport, and it bodes well for the future. I can see that the clubs which have many pilots participating in competition are also the clubs which are full of enthusiasm and are growing and developing. It’s not quite so dynamic in New South Wales. It is noticeable how few NSW pilots are competing and we need to address that. The Keepit Speed Week is one such step. Happily, the Speed Week regatta (see the website) is experiencing much the same level of interest as the major contests, and we have just four places left before we have to close the book. So, if you’re interested in attending a week-long regatta which will provide an introduction to competition flying, or if you’re already a contest pilot looking to raise your skill and knowledge level, get your entry in as soon as possible. Two-seaters are welcome. Details can be found through the links on the GFA website, or the Lake Keepit website [www.keepitsoaring.com/LKSC/]. Paul Mander
Keepit Regatta 2011 No sooner had the 2010 Regatta finished then planing for the 2011 one commenced. Sunday, February 20 to Saturday, February 26 are the dates set down for next year’s event which no doubt will be just as popular as this year’s. According to all reports the Keepit Regatta is a fun, friendly and informal event with entries restricted to 30 gliders. The basic idea is that this is a mentoring event where pilot pairs are scored together around AAT tasks. Early cross-country pilots are matched with a seasoned pro, and they compete together as a team, either in two gliders or in a twin. Only the slowest time of the pair is scored, so it is in the interest of the more experienced pilot to coach and assist right throughout the flight. Hence coaching, team flying and mentoring are all encouraged at this event. It is a great opportunity to introduce budding cross-
country pilots to competition type AAT flying, while not getting caught up in all the formal competition rules. The Lake Keepit club would like to get as many two-seaters involved as possible, so you are asked to organise a few pilots from your club to share a twin or two. You are invited to take along your own aircraft or hire of Lake Keepit’s. Gliders will be handicapped, based on the National Club Class handicaps and the regatta will be a 100 per cent dry event. A briefing will be held each morning where one of the experienced pilots will talk on a topic of interest to the less experienced pilots. The entry fee is $100 per aircraft plus $30 for an additional pilot. Up-todate entry lists and further details can be viewed at [www.keepitsoaring.com] or send an email with any questions or entries to <firstname.lastname@example.org>. Phone enquiries should be directed to Tim Carr on 0414 405 544. Tim Carr
49th Multi-class Nationals – Dalby, October 2010 By the time you read this the full list of 66 entries will have been determined and be on the website. As I write this we are just waiting on a couple of international entries to be finalised as we work in with the organisers of the Boonah Qualifying Grand Prix. What we do know is that we are in for a very challenging competition. We have 35 of Australia’s 50 top-ranked pilots, including eight of the nine pilots who will represent Australia at the World championships in Europe this year. The competitors will not be short of local knowledge with nearly half the pilots being from Queensland. It is also notable that we will have all the past class winners from the previous 1994 and 2004 Dalby Nationals competing this year. It’s going to be fun. Class wise the 18 Metre Class is looking good with nearly 20 competitions and just about all the pilots flying a Ventus 2 or ASG 29. Mind you, the 15 Metre class and Standard class won’t be far behind in terms of competitiveness. As is common these days, the Open Class will be the smallest, but depending on how the final entry numbers end up, could also be quite strong. There is even a chance we will be able to have a Duo sub-class which would be really interesting given that world number two will be one of the Duo pilots.
On the local scene you may have seen the Western Downs Region featuring on TV recently with programs on both the ABC and 60 Minutes. In amongst dealing with billions of dollars of investment in gas development projects, the Mayor Ray Brown will find time to open the competition and present the trophies at the final dinner. Check the website [www.ddsc.org.au/ dalby2010/index.html] for the latest news or email me <email@example.com>. Ralph Henderson
Soaring Australia 11
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The Cranky Lizard Trip To Manilla John Cresswell, aka Thirsty Lizard Well, where do I begin? A number of months ago Brod had said he was going to Manilla, and at the time I had just been away from my family for an extended period of work and felt I was in dire need of some R&R – flying being my first choice. So a plan was hatched…
The Cranky Lizards
ow the last time I went to Manilla was in 2001, which is nearly long enough to have raised a family, Anah has turned seven! It’s amazing the things you have fond memories of; one of mine was flying in Manilla way back when… Jonny Junior won at Manilla for the first time that first year I went to the NSW champs, and he hasn’t lost since! A few months ago, my wife conspired with just about every pilot in Australia to give me a wonderful surprise in the form of a new C4 hang glider. I was thereby told by my wife that I was ‘on a mission’ to somewhere with this flash glider which would make me do outstanding things on the flying front. So Brod and myself boldly set out to achieve.
12 Soaring Australia
Our first port of call was a short drive down to Biloela, just south of Rockhampton, to join the rest of our illustrious team. We met up with Porky Lizard, aka Paul Barry, and Good Lizard, aka James Lowe. With The Cranky Lizard team finally assembled, we were off: Porky, Good, Thirsty and Sick Lizard hit the highway. The most amazing thing that had occurred this year – from Cairns all the way past Manilla, NSW – was rain, lots of it – the countryside looked unbelievable. We travelled just over 2300km to get to Manilla and there was water all along the way there. Unreal! We arrived Thursday afternoon and checked into the Royal Hotel. The last time I was in town, Vic and Tom owned a take-away and gas station called Vic & Tom’s on the way towards the caravan park. Now they greeted us at the pub – fantastic! After unpacking all our gear and having the compulsory beer or three, Paul introduced us to our best team member, namely ‘Driven Lizard’, Nardeen Hayden, our illustrious driver whose partner incidentally became another member of our team ‘Weather Lizard’, aka JJ paraglider pilot extraordinaire. After a good night’s sleep in our salubrious room (Yes, Brod and myself lucked out. It does pay to book in advance), we were up nice and refreshed having finished our marathon drive down and ready for a day’s practice. Love it! We drove up to Godfrey’s to say ‘Gidday’, then on up to the west launch on Borah. Not the best looking day condition-wise – ‘yuk’ came to mind.
it right – that usually never happens! Ten-pin bowling seemed the logical choice, so off we headed to James Lowe Tamworth. To our surprise we found out the bowling venue was fully licensed and if you paid $25 you got all the games you could play and a free beer to boot. As the day progressed, the bowling was getting better for some of us, worse for others. We all had a marvellous time. Unfortunately, the day-after effects of bowling took an unexpected toll on one of our team members. Porky Lizard had been so engaged in the bowling, he had given his knees a really hard time. As a consequences he entertained us with some rather funny landings for the rest of the competition.
Manilla Hang Gliding State Titles Photos: Geraldine Clark
F i n a l ly : A i rt i m e
After about three hours, Brod, Paul and James had taken off wereas I had elected to drive down with ‘Driven Lizard’ to pick up the other sled riders. At Godfrey’s there were a number of other pilots packing up and to my surprise and great pleasure a couple of these pilots had travelled a bit further than us, but not by much, all the way from New Zealand. They had come over en masse, 13 in all. I must try and find out if the same has ever been done by the Australian pilot fraternity… but I digress. Clint from Nelson, NZ, has been flying for as long as myself, was packing up his rented Litespeed. After sharing a beer and a few pointers about packing said Litespeed back into its bag and promising to catch up for huge amounts of beers, team Cranky Lizard was on its way back to the pub for a jolly good tactics talk. Practice day was a complete and utter failure for myself, great for the rest of the team as far as getting the first flight under their belts. The weather forecast for the next day was not looking good – plenty of rain it promised and they got July 2010
The next day the Sky Gods gave us some flyable conditions and the comp started with a vengeance. The first two days of competition were much the same for me, Thirsty Lizard, as I managed to bomb on both days. However, Sick Lizard did okay, never bombing and in fact getting down the course a fair way each day. Porky Lizard did have some problems – his knees didn’t support his great thundering run off the hill as well as normal – and he was glad to have some breeze coming up the face to help him lumber into the air. The next vital part of course is the landing, so with much gusto, and little to no thought of the effect of not being able to run, Porky had to get it completely right every time or there was going to be bent aluminium! The first day ended with bent aluminium… On the second day a new and somewhat amusing approach was adopted. It amounted to coming in fast, bleeding speed off until a hard flare was given, then the all important and significant part of this technique was to totally let go so the downtubes remained intact on completion of roll out or should I say nose in. Perfect! Good Lizard was doing about as well as myself, so plenty of back-slapping team
Soaring Australia 13
H G FA pointers were going on in our team vehicle much to the amusement of Driven Lizard. One of the things we pilots have had drummed into us over the years is ‘not to land in the middle of nowhere’ – if there is a road nearby, try and put down next to it as it enables fast and easy retrieves. Unfortunately, Sick Lizard had not come across this advice in all his years of flying. So on Day One of the competition Driven Lizard and myself had to circumvent a locked gate to reach to him, after walking the mandatory two kilometres with glider on our shoulders the gate was thankfully only dummy-locked, otherwise it would have been a 10km walk! He nevertheless did well to get there – not an easy day after all the rain. Thanks to his prowess and piloting skills our team wasn’t looking too bad. Third comp day and team Cranky Lizard really going to kick some ass today – there will be no bombing! And so it was. We all managed to get out there – fantastic! A warm fuzzy glow spread through all of us with the exception of Good Lizard, due to the fact he doesn’t drink. Our illustrious Driven Lizard driver was finally getting a good work out and so was our esky. Even Jonny and a few of the guns were finding it tough and landed only a few kilometres past me. The fourth comp day our driver had a surprise for us as we were driving back up Borah. A few of our photos of our first few days had been put together in the form of a yet to be completed film – aren’t the new computers amazing things? This led to the rest of us to thinking it of vital importance to get as much footage as possible. Take off today was good I had no problems: nice run, glider picked me up and away I flew – hit a nice thermal and turned. On completing my second 360, I noticed another glider climbing rapidly below me, so fast in fact that by the time I had tried to make room for him I could have put my foot on the top of his sail! Thank goodness for kingpost-less gliders! Gaggle flying does take some getting used too. Thankfully this scare gave me the incentive I needed to enable me to get going and climb like there Jonny Jnr was no tomorrow. I Photo: Geraldine Clark never wanted to come
H G FA into close contact with those gliders again. When Driven Lizard collected me she said she had thought we were going to form a new type of glider – a quad surface! We all had a great flight today, so good that three of us decided to land in the same field. My day got better after my close encounter. Going west through the gap on my way to goal proved some great points for me: For one the really bad timing in trying to get footage for our soon to be made fantastic film on the Cranky Lizards. As soon as I pulled my camera out, after forgetting that even I had it, the air suddenly got really rough. I was trying to put it away again while crossing this pretty piece of square forest with an ugly mine smack-bang in the middle of it. Lovely looking clouds in front, ‘Gee, I may even get to goal today, 7500ft up, great.’ 15 minutes later, having flown under all these fantastic pumping looking clouds, I’m only about 1500ft off the deck. Flying low over a really lovely cotton farm, I come to a road with a big hedge on the western side of it. Unzip harness, ready to land, VG coming off and ‘beep, bleep’ – bloody hell, a thermal 150ft off the deck! I’ve got room to do a 360, 15 minutes later I’m climbing in a fantastic 200 up! Out of nowhere another glider joins me, but alas, this was to be my last climb for the day. All around us water was lying in big puddles – looking ahead I saw another glider which looked deceivingly like Porky Lizard’s. I gave a call on the radio and it was confirmed, so I picked the field I was going to land in and proceeded to do so and so did Porky. This is were I got to see Porky’s newfound technique mentioned earlier. Some minutes later we first heard Sick Lizard, then saw him – he was quite a bit higher than we were at this point, so after heaps of positive encouragement Sick Lizard disappears over the trees to place his mark on this competition and prove he is a superior pilot. At some point the fact that the esky was going to arrive in our field very soon must have gone through Sick Lizard’s mind, because no sooner had we turned back to the task of de-rigging our gliders after our epic 75km flight, Sick Lizard came into sight again low over the trees to land in the same field! Now that’s what I call team spirit: Three pilots of the same team arriving at the same destination, but not at goal!
Good Lizard had an epic time today getting away and nearly through the Gap. Way to go! Team Lizard rocks!
Bright Open 2010 Photos: William Oates
T h e l as t d ay of competition We had everything on board and were ready to go up Mt Borah for the last time Arriving at the top, the wind direction was not immediately apparent. Well, the western launch had worked well, so that’s were we are off to. Porky Lizard had decided not to fly, as there wasn’t any breeze to help him off, so Team Lizard was down to three. Good, Sick and Thirsty line up at launch. We are rigged and ready to go at 11:30am. The Borah shuffle happened today for the first time this comp – it just had to, aye? But not for Team Lizard, we had a plan! Sick Lizard got into the air just after 3pm – the last start gate was at three, I, Thirsty Lizard, took to the air at 4pm, closely following Good Lizard. We all managed to get out on course. Sick Lizard was out in front, Thirsty and Good Lizard were just leaving the bomb out circle when we heard Sick Lizard calling that he was going around the first turnpoint. We both got low. Good Lizard was struggling a bit while Thirsty Lizard wasn’t doing much better, however, Thirsty managed to get to the first turnpoint low, but got a great thermal right over the turnpoint, passing over Good Lizard who had landed about 10km short of the turnpoint. Sick Lizard made it about one kilometre past the second turnpoint. Thirsty Lizard was 52km down the course when he landed at 6:15pm. What a fantastic time Team Lizard has had! Next morning we had all packed, nursing fuzzy heads we said goodbye to our hosts and the team members Driven Lizard and Weather Lizard who are fortunate enough to live in Manilla. Thirsty and Sick Lizard now play catch up with Porky and Good Lizard on the way home. We were unable to take the inland route as the flooding had made it impassable. All in all a fantastic time was had by all – we couldn’t have done it without all those people who make things happen, by giving their time to organise and go the extra mile. Oh, and Johnny won again. Until next year and thanks for the memories.
Benn Kovco approaching a turnpoint during the Bright Open
Pilots in the Bright Open circling in weak lift
14 Soaring Australia
Flying in smooth air with Paul Underwood
Soaring Australia 15
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I DID IT!
AUSTRALIA Keepit Speed Week 5 to 11 September 2010
Elly Stern Yes, it was the most wonderful experience – finally having my dream come true: flying like a bird… WOW!
Sunday, 9am to 6pm at Lake Keepit. This coaching week is aimed at those wishing to raise their competition skills, a ‘Not the National Squad’ week to provide a lead in to the competition season. Contact: Paul Mander 0417 447974 or email <firstname.lastname@example.org> for further information.
Bunyan Wave Camp 17 to 26 September 2010
Ken and Elly towing in the tandem
t is now 4am, and I am still psychologically flying high. At this time of the morning I should be snoring away, but no, I am at the computer relating my excitement to my friends. I would like to thank Kay for giving me this wonderful 50th birthday present, and for encouraging me all the way, Bill, for filming it from the ground up, his wife Eva for getting up at the crack of dawn and driving Bill there (he has just had knee construction surgery and couldn’t drive), and our friend Henry for taking stills on the day. Between Kay, Henry and Bill I will be equipped to send in lots of memorabilia. Bills lovely wife was so excited, she intends to do the same later this year. Boy, I have such good friends, I am so appreciative, God must love me. I phoned up at 7am to check with Ken if we were going (weather permitting). Yes! The excitement was on, Kay picked me up and we arrived at Canungra after a 30-minute drive. Like a kid I was jumping with excitement. The procedure of zipping up in a harness was quite amusing, as I had a bit of
Adventure of a lifetime
16 Soaring Australia
a squeeze problem with my top half. It doesn’t pay to be top heavy, I’m seriously considering a reduction up there… After the squeeze, the plane started towing us up. The run was short and sweet, and within 10 seconds I was up in the air. Magic! Ken Hill is a brilliant instructor and I highly recommend him. I wasn’t nervous at all, I was glowing and felt 100% safe under his wing. The landscape was superb: mountains, hills and in the distance the Gold Coast skyline and the ocean. My excitement excelled when the tow rope was released – it was awesome. Ken asked me if I would enjoy a few turns and spirals, and I didn’t hesitate to take up his offer. There we were, dancing through the sky, until after about 30 minutes we finally descended to execute a very smooth landing. Ken’s Labrador was waiting to welcome us, together with my good friends. This was one of the most exciting experiences I have ever had. There was a reason why my husband Geoff didn’t come to witness my joyflight. He had been unsure and nervous about the idea. He said, “Just call me when you have landed,” and jokingly added, “if you don’t make it, Elly, your paintings will be a lot more valuable, so to speak.” I laughed and told him, “Sweetheart,
Canberra Gliding Club, Bunyan Airfield, 15km north of Cooma, NSW. The Spring Equinox period has produced Diamond Height flights over the past three years. Limited clubhouse, oxygen refills, access to high altitude soaring areas and coaching available. Registration of your intention to attend is requested. Phone Stuart Ferguson on 0419 797508 for details.
National Paramotor Fly-in 16 to 19 September 2010 Milbrulong, NSW. Organised by The Pico Club Inc. The biggest gathering of powered PGs in Australia, a weekend of fun and flying. For information visit [www.thepico.com.au] or contact the organisers Jeff Hoffman <email@example.com> or Andrew Shipley <firstname.lastname@example.org>.
Elly and friends
Queensland State Gliding Championships NEW DATES: 18 to 24 September 2010 Kingaroy, QLD. Please send expressions of interest to Lorraine Kauffmann <email@example.com> or 0427 427448. The Kingaroy Soaring Club website [www.Kingaroygliding.com] will incorporate a dedicated section in due course. The usual awesome Kingaroy weather has been rescheduled for the new dates.
Queensland Coaching Week
18 to 24 September 2010 fear is the one thing in life which hinders anyone from experiencing adventurous activities.” But I turned lemons into lemonade: After I returned, he saw the photos and my happiness and now we will be doing something both together – this time parachuting. Yes, we’re jumping from a plane for out 22nd wedding anniversary… Wow! Life is wonderful!
Contact Greg Schmidt 0414 747201.
Australian Gliding Grand Prix 26 September to 2 October 2010 Boonah airfield, QLD. The official practice day is Saturday, 25 September. Entries close 30 June, 2010. Further information [www.glidinggrandprix2010.com.au].
Canungra Classic 2010 2nd to 9th October 1 October Registration 3pm onwards, opening ceremony 6pm. Venue for the Classic this year will be held at the Canungra Hotel. Entry fee: $210
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plus $30 non-CGHC members, includes T-shirt and presentation dinner. Late fee after 1 September: $30. Mandortory: minimum intermediate rating, parachute, 3D GPS, & HGFA membership. Classes Open, Best of the rest, Floater. Competition rating AA. Registration: [www.triptera.com.au/canungra/ classic2010/] or <firstname.lastname@example.org>. Also [www.chgc.com.au] (follow the links). Competion director: Marty Bennett <email@example.com. au> or 0400 155864.
49th Multi Class Nationals 4 to 15 October 2010 Hosted by the Darling Downs Soaring Club at Dalby aerodrome, QLD. For further information contact <firstname.lastname@example.org>.
Ride The Spiral Spring Comp 30/31 October & 1/2 November 2010 Mt Beauty, VIC. We have booked out the Mt Beauty Bush Lodge for all pilots to stay at. The cost of the accommodation has been worked into the comp fee this year. The bush lodge is right next to the little Emu bomb-out, you don’t even have to pack up, you can walk it to the lodge easily. Classes are Open, King Posted, Open Crossbar. The comp style is simple: Fly as far as you can each day. Out and returns are scored as well as straight lines. Accuracy landings are also scored. You can fly multiple times a day from the same hill. The comp cost is $110 incl. three nights accommodation at the lodge, breakfast each day and the Monday night BBQ incl. beer. Prizes and trophies to be awarded on Tuesday morning. Organiser: Will Faulkner 0411 205718, Duty Pilot: Pat McMahon, Comp channel UHF 16 TSQL 100, [www.ridethespiral.net/?page_id=1970].
NSW State Gliding Championships 27 November to 4 December 2010 Practice day: 27th. Lake Keepit Soaring Club, NSW. All classes including Club Class. For further information and entry form see [www.keepitsoaring.com].
Corowa Classic 2011 21 to 29 January 2011 20m seat Grand Prix style competition, hosted by Australian Soaring Centre Corowa and Corowa City Shire. A friendly competition designed to introduce competitors to grand prix racing and an opportunity to learn from the some of Europe’s best pilots. Entry fee $300 by 21 November 2010, late fee $350. Further information contact [www.australiansoaring-corowa.com/], email <f.bruinsma@mikefox. nl> or Peter Summersby 0413 028737, email <email@example.com>.
Lake Keepit Regatta 20 to 26 February 2011 Maximum of 30 gliders, on a first come basis; limited onsite accommodation available. Entry fee of $100 per aircraft. Further details [www. keepitsoaring.com], <firstname.lastname@example.org> or phone Tim Carr on 0414 405 544.
O verseas 1st International Women’s Paragliding Open 21 to 28 August 2010 Female pilots from all around the world are set to compete in the world’s first all-women international PG competition. The event will be hosted in Áger, northern Spain, with around 80 to 100 pilots from across the world converging on the small mountain town for a week of high level competition and learning. The purpose of this event is to provide a safe and fair flying competition, to determine the best female pilot, to reinforce friendship amongst pilots from nations all around the world and to introduce more female PG pilots to an international competition environment. This is the first time an all-female competition has been sanctioned by the FAI [www.fai.org]. Áger is known as the town which hosted the 1st International HG competition in 1995. To date, Áger has hosted several major international events, including World and European Championships, as well as the prestigious PWC. The geography of the area allows interesting and challenging tasks. It also has a history of good, reliable weather in August. Currently, 440 female PG pilots from more then 50 countries around the world are registered in the FAI international ranking system (WPRS). The aim of Women’s PG Open is to attract females from this pool of pilots and promises to include some of the best female pilots in the world. During the event seminars and mentorship programs will be hosted to discuss topics that are pertinent to female pilots, including safety, equipment and motivational training. Traditional events are male dominated by up to 95%, such an imbalance is often said to discourage many women from finding their way onto the competition scene. The organisers want to address this issue and are committed to providing a supportive learning environment for women within a World Class event. For more information or news regarding this event contact: Klaudia Bulgakow Women’s PG Open 2010 Organisation Team <email@example.com>, ph: +48501461972 or register at [www.womensopen.org/]. More international events can be found at [http://events.fai.org/].
Photos: Courtesy Elly Stern
Soaring Australia 17
Caboolture Gliding Club:
Back to Watts Bridge Kevin Rodda
p until about five years ago, gliding camps at Watts Bridge were a regular part of the Caboolture Gliding Club’s gliding/social calendar. Unfortunately by 2010 they had become virtually folklore with new members in awe of the stories from long term club members that floated around the pie cart from time to time. You know the drill, club members who had joined the club in the years since the last camp (including myself) wondered whether it was just another case of everything looking bigger and better through the rose-colored glasses and reminiscing eyes of those looking back at the ‘good old days’. After a couple of years of ‘we’ll have to do it again’ comments, the committee decided to resurrect this legend and Lindsay Mitchell (Caboolture Gliding Club secretary) set out earlier this year to plan a ‘Back To Watts’ weekend to take place over Queensland’s May Day long weekend (Friday, 30 April to Monday, 3 May). Watts Bridge Memorial Airfield, is located near Toogoolawah in south-east Queensland around 28nm ‘as the crow flies’ to the west of Caboolture. It is a lot further by road, however, as you have
The mornings were foggy: IS-30 GQA, IS-28 CQC and Twin Astir IKW wait patiently in the early morning fog
But beautiful days: looking back along 12L/30R with the Great Dividing Range in the background to the north-west
18 Soaring Australia
to make your way to the north to get around Somerset Dam: from Brisbane it is an easy one to one-and-a-half hour drive. It is an airfield with an interesting history. The runways and associated infrastructure at Watts were originally built in 1942 as part of the Australian World War II defence program. At the cessation of hostilities the airfield was no longer required by the military so the buildings were removed and the field returned to agricultural usage. In the early 1980s a small group of dedicated recreational pilots ‘re-discovered’ Watts Bridge. The runways were completely overgrown, the site being used to graze cattle. The enormous potential for the airfield was immediately recognised and the arduous task of reclaiming the airfield runways and taxiways was commenced. The airfield was officially recognised as having significant historical importance and was formally renamed as the Watts Bridge Memorial Airfield. By 1990 the airfield had effectively been recovered from the cow paddock, with two grass runways restored to excellent, fully operational condition. To the south of the airfield is the particularly scenic Brisbane Valley area featuring open rolling pastures and cleared farming country bordering the Wivenhoe Dam. To the north and west is the Great Dividing Range, the gateway to the Darling Downs and beyond. A short flight to the east over Mt Brisbane and Somerset Dam passes the Kilcoy Valley and the grand Glass House Mountains en route to the most picturesque bay and beach scenery imaginable. The first order of business for the resurrected Watts Weekend was ensuring that Caboolture had enough dual tow-endorsed pilots to ferry the club’s fleet from one YCAB to YWSG. High (short) and low (long) aero tow training and endorsement took place at Caboolture in the weekends leading up to the big weekend. On 30 April this year we finished up our usual Friday Crew’s flying earlier than normal to allow our Pawnee VH-SPA to tow L13-Blanik VH-GYK and IS-28 VH-CQC
Watts Bridge Memorial Airfield: Our base for the next few days (looking back to the north-east over the dam towards the Glasshouse Mountains)
on all three days of the long weekend. also dropped in on his way back to Member turnout was gratifying to say the Caboolture from Boonah in his Sperber least, with pilots of all experience levels motor glider VH-GHY. well represented in the throng of people Despite early morning fogs, the lining up to fly each morning. Even a weather was kind to us for almost the couple of our teenage trainees had whole four days, particularly on the cajoled their parents into driving them Saturday with strong thermals to 5000ft out and setting up camp, which was just and lots of fun to be had. Vince Everett as well when we discovered how many had a 2:04 flight in the IS-29 while I had strong and patient hands are required to had a flight in the motor glider that rig the IS-29. The owner of the aircraft in included 2:34 in glide. And then, in what question, had cunningly opened his trailer for the past couple of summers has become close to the campsite where he knew a a Caboolture tradition, we had rain. large workforce would be waking up Monday started with some surpriearly in the morning! singly good thermals under a low cloud Some members came for the whole base which soon developed into rain weekend, booking out all accommodation coming up from the south east. Howat nearby Toogoolawah (admittedly ever, this hardly dented anyone’s enthunot exactly a huge metropolis). Others siasm as we still enjoyed a full morning stayed just overnight and quite a few of flying before the cut-off time nomimore made it a day trip. Many brought nated to start the dual tows back home their spouses who other members had to Caboolture. never met before. The best estimate All in all it was a great weekend of of maximum population around the club flying and socialising, reminiscent of flight line was about 35 late on Sunday days gone by when glider pilots, partners, morning, with folding camp chairs at family and friends were able to take the a premium among the assorted pilots, time to simply enjoy each other’s compartners, offspring and visitors. Final tally pany at the end of a day’s gliding over for the weekend was around 72 flights a meal and a few drinks at a local pub. carrying 32 CGC members and eight The verdict: most family, friends and visitors including at Caboolture regulars least one family member flying in a glider are eagerly waiting for for the very first time. the next visit to Watts We had visits to the airfield from to come around! Boonah (Ian Perkins) and Darling Downs Soaring Club (Jeremy and Jenny Thompson as well as Pearce Mitchell). Robert Hart flew in from McCaffrey Field in his Nimbus 2c VH-GAW and stayed overnight. Grob G109B motor glider VH-FQZ on glide approach to 12R Trevor Mills
Darling Downs Soaring Club 50th Anniversary
On 4 September 2010, Darling Downs Soaring Club will be having a celebration to commemorate 50 years since the club’s first flight on 7 September 1960. Fly-in or Drive-in – All are welcome to attend our special day, especially if you are a past member, or have flown with us, or would like to catch up with past and current members. For planning purposes, please notify the DDSC Secretary, Richard Armstrong, of your interest in attending: Post: DDSC 50th Anniversary PO Box 584, Toowoomba QLD 4350 Email: firstname.lastname@example.org Check our website for updates and more details [www.gogliding.org.au].
Almost there: about to cross Somerset Dam to enter the Brisbane River Valley (Pawnee SPA with Blanik GYK in high tow and IS-28 CQC in low tow)
over Somerset Dam to Watts Bridge. On the Saturday morning the tug returned to Caboolture twice to ferry IS-30 VHGQA, Twin Astir VH-IKW and Club Libelle VH-GJY. If you’re going to return to Watts Bridge after such a long absence, why not take every club aircraft that’s available? I flew my Grob G109B motor glider over to Watts on the Friday afternoon. Vince Everett had towed his IS-29 VH-GWC over in the trailer on Friday; this gave us a flight line over the weekend that included three different models of Romanian built ICA gliders (an IS-28, an IS-29 and an IS-30) – not a common sight at club gliding events these days. As it turned out we could have used even more gliders July 2010
Wind, rain, temperature, humidity, barometer, plus more…
Australian Agent for Davis Instruments.
Photo galleries are available at the CGC website [www. glidingcabool ture.org.au].
Unit 5, 17 Southfork Drive Kilsyth VIC 3137 Phone: (03) 9761 7040 Fax: (03) 9761 7050 email: <email@example.com> web: [www.davisinstruments.com.au]
Heading for home: IS-28 CQC in high tow and Libelle GJY in low tow behind SPA heading east
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Soaring Australia 19
Decentralised Competition Results 2009-2010 Summer and Winter Results Jenny Thompson Winter Competition The GFA DCE winter competition runs from 1 April to the beginning of the summer season (second Tuesday in October). The 2009 winter competition had 85 pilots participating. The winner was Allan Barnes with 2938 points; the longest flight being 579km. Geoff Pratt did some wonderful flying in the Morning Glory in the Gulf of Carpentaria and came a close second. His fastest flight was 480km at 141.56km/h, and the longest flight was 605km.
1 2 3 4 5 6 7 8 9 10
Corowa Rwx Benalla Narromine Lake Keepit Waikerie Tocumwal Jondaryan Temora Raywood Beverley
423069 157506 127731 79707 55276 53128 43465 41988 39684 37586
Table 5 – Junior Pilots, All No. Flights
507619 182368 149513 88163 66785 62770 47021 47615 42162 42649
901 521 386 313 168 167 142 126 137 182
1 2 3 4 5 6 7 8 9 10
Gliding Club of Victoria (AU/VIC) Darling Downs Soaring Club (AU/QLD) Beverley Soaring Society (AU/WA) Geelong Gliding Club (AU/VIC) Kingaroy Soaring Club (AU/QLD) Murray Valley Soaring Club (AU/VIC) Lake Keepit Soaring Club (AU/NSW) Sport Aviation Tocumwal (AU/NSW) VMFG (AU/VIC) Bendigo Gliding Club (AU/VIC)
180999 93628 60287 45771 40867 45661 40090 33229 41110 23740
Table 3 – Top 10 Overall Points Scored
Allan Barnes (AU/QLD) Darling Downs Soaring Club 2939 Geoff Pratt (AU/QLD) Darling Downs Soaring Club 2606 Jo Davis (AU/QLD) Darling Downs Soaring Club 2236 David Jansen (AU/QLD) Kingaroy Soaring Club 2132 Shinzo Takizawa (AU/NSW) Soar Narromine 1921 Chad Nowak (AU/QLD) Darling Downs Soaring Club 1840 Ivan Teese (AU/QLD) Kingaroy Soaring Club 1729 Gregory Kolb (AU/QLD) Kingaroy Soaring Club 1685 Chris Woolley (AU/QLD) Kingaroy Soaring Club 1662 Richard Hoskings (AU/QLD) Darling Downs Soaring Club 1615
Summer 2009-10 There were 1 431 220kms flown on the OnLine Competition (OLC) in Australia from 1 October 2009 to the end of March 2010, which is a slight increase from the previous year. Participation in the DCE in the 2009-10 summer season (October to 31 March) included: • 20 pilots in Category 1 – Top 50 Category • 139 pilots in Category 2 – More than 200 hours solo (from 186 in 2009, and 115 in 2008)
Burketown Morning Glory taken by DCE Winter Competition runner-up Geoff Pratt
• 4 clubs in Category 3 – Club two-seater • 45 pilots in Category 4 – Less than 200 hours solo (32 in 2009, 18 in 2008) • 181 Guest overseas pilots (130 in 2009, 104 in 2008) • 35 Australian clubs participated (up from 21 last season) The longest flight was by Lubor Kuvik: 1253km in an ASG29. Terry Bellair this year again logged the most kilometres for an Australian pilot with 20 307km, and the most distance again went to Pepe Grese from Spain with 29 630km. The Winners for the season are as follows: • Overall winner – Australian Gliding Trophy – Terry Bellair, Bendigo Soaring Club – 4523 points • Runner-up – Sportavia Trophy – Terry Ryan, Sport Aviation Tocumwal – 4099 points • Bathurst Soaring Club Trophy – Sportavia Trophy – Roger Solomons, Narromine Gliding Club – 4022 points • NSWGA Shield – Allan Barnes, Darling Downs Soaring Club – 4007 points • Best Club National Two-seater – Darling Downs Soaring Club – 547 points • Corfu Accommodation Shield (less than 200 hours solo) – Richard Traill, VMFG – 2430 points
• W omen’s Certificate – Jo Davis, Darling Downs Soaring Club – 3012 points • Junior Certificate – Adam Webb, Canberra Gliding Club – 1612 points • OLC FAI Triangle – David Jansen, 1033km • GFA Certificate visiting pilot – Lubor Kuvik, Air Sympatia – 5672 points • Club Australia-Oceania League – Darling Downs Soaring Club – 173 points, 4455 speed points The following tables show some of the top entries for the competition and other gliding statistics:
1 2 3 4 5 6 7 8 9 10
Terry Bellair Terry Ryan Roger Solomons Allan Barnes Roger Druce Ian de Ferranti Ben Loxton Francesco Bruinsma James Cooper Mal Williams
Bendigo Gliding Club Sport Aviation Tocumwal Narromine Gliding Club Darling Downs Soaring Club VMFG Bathurst Soaring Club VMFG Amsterdamsche C v Zweefvliegen Gliding Club of Western Australia Canberra Gliding Club
4523 4099 4023 4007 3834 3815 3660 3504 3463 3420
1 2 3 4 5 6
Adam Webb Nathan Johnson Ailsa McMillan Andrew Maddocks Luke O’Donnell Ashley Boyle
Canberra Gliding Club Wagga Wagga Gliding Club Geelong Gliding Club Boonah Gliding Club Central Queensland Gliding Club Beverley Soaring Society
1612 1251 479 387 332 331
Table 6 – Women Pilots, All
1 2 3 4 5 6 7 8 9
Jo Davis Darling Downs Soaring Club Louise O’Grady Gliding Club of Victoria Pam Kurstjens-Hawkins Darling Downs Soaring Club Jenny Thompson Darling Downs Soaring Club Jenny Ganderton Lake Keepit Soaring Club Kerrie Claffey Soar Narromine Ailsa McMillan Geelong Gliding Club Julie Lentle Bathurst Soaring Club Les Milne Southern Downs
3012 2406 2367 1345 1144 1139 479 203 124
Table 7 – Top 10 Visiting Pilots
1 2 3 4 5 6 7 8 9 10
Lubor Kuvik Hans-Juergen Lange Max Dolfin Tomas Suchanek Berry Fennis Pepe Gresa Richard Aldous Miroslav Tapuska Ernst-Otto Dumke Jos Schrier
Air Sympatia LSC Westerwald Amsterdamsche C v Zweefvliegen GAC Amsterdamsche C v Zweefvliegen Cl. Vol a Vela Igualada Fliegergruppe Wolf Hirth Prievidza FSC Aschaffenburg Vliegclub Haamstede
5672 4958 4808 4785 4776 4754 4674 4527 4371 4341
Table 4 – Top 10, Less Than 200 hours
1 2 3 4 5 6 7 8 9 10
Richard Traill VMFG Ales Rajch Geelong Gliding Club Philip Volk VMFG Frank Van Der Hoeven Bendigo Gliding Club Mark Barnfield Southern Cross Gliding Club John Clark Lake Keepit Soaring Club Adam Webb Canberra Gliding Club Grant Rookes Beverley Soaring Society Matthew Atkinson Lake Keepit Soaring Club Jan Bidstrup Geelong Gliding Club
2430 2235 2042 1949 1918 1798 1612 1391 1378 983
Table 8 – Top 10 Australia-Oceania League (Best 3 Speed Flights per Weekend Over 19 Weekends)
1 2 3 4 5 6 7 8 9 10
Darling Downs Soaring Club Gliding Club of Victoria Beverley Soaring Society Gliding Club of Western Australia Geelong Gliding Club Murray Valley Soaring Club Bendigo Gliding Club Adelaide Soaring Club Kingaroy Soaring Club Lake Keepit Soaring Club
173 165 118 99 99 90 83 67 66 57
4455 4173 2870 2468 2221 2224 1737 1680 1677 1316
Corfu Accommodation Shield winner Richard Traill
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Table 2 – Top 10 DCE Cross Country Soaring Clubs
Table 1 – Top 10 pilots for DCE Winter Competition Pilot
Table 1 – Top 10 Cross Country Gliding sites
Another excellent shot of the Morning Glory taken by Geoff Pratt
Soaring Australia 21
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BEAM ME UP STEVEY
tions permit, gaining more confidence in hang gliding with each time I fly. Also, my recent purchase of an Explorer motor harness is itching to be used, now that I have the wing for it in the Sting 175.” Anything else? “Lastly, a big tak you to Curt of Warren Windsports for running a well-structured, safe, professional and fun course with a great bunch of flying buddies who also participated. I look forward to many more flying adventures with all of these guys.“
Eight aviation enthusiasts converge on thermals, via aerotowing hang gliders Article and interview by Curt Warren of Warren Windsports
Age: 48 Hours (HG): 12 Hang glider: North Wing Freedom 190 Other aircraft you fly: Trikes (formerly) Occupation: Wine Producer Bill Moyes, Jeff Kember and Steve McCarthy back down on the deck after a big day
A classic Forbes sky awaits
Photos: Kathryn O’Riordan As winter now sets in, it is quite dreamy reflecting back, and down, to the hot dry paddock below, from which my student-pilots were teleported thousands of feet deep into Earth’s troposphere. These guys not only learned to aerotow hang gliders safely,
but they also tapped into an unfamiliar energy form: thermals.
nce again, the flatlands of Forbes, NSW, have lived up to their world-class reputation by delivering the goods in late-April. One student had been dreaming of this opportunity for over 30 years. And another hadn’t even fathomed the idea months ago before he started learning to hang glide with me at Stanwell Park.
After some early sunrise starts, tandem training flights, and hours of theory, everyone had logged some smooth-air solo tows. Steadily, each individual progressed toward honing-in on lift as they released free from the Moyes Dragonfly at 2500ft, as engine noise was cut and tug pilot Steve McCarthy dropped away. There was a brief moment to bask in the glory of the transition from powered flight to free-flight before it was time to turn the focus onto overcoming gravity. We had a monumental trip of safe flying with a great bunch of new friends. I caught up with the students shortly after the trip and will let their email-interviews tell the rest of the story: Matt Radzy ner
Age: 38 years Hours (HG): 50 Hang glider: Sting 154 Other aircraft you fly: 747-400 Occupation: Pilot
Nari, a Japanese aviation student, getting a higher education
22 Soaring Australia
Flying highlights from Forbes: “Steve dropping me right in the middle of a thermal which took me straight
things to live with… The clubhouse was very convenient for using the kitchen, toilet and shower. Thank you so much.” Flying goals in the next year: “Participate in comps. Get a flying job.” Anything else? “I am going back to my home country, Japan, soon. I won’t forget my fun time hang gliding and the great people I met in Australia. Thank you everyone. Special thanks to Curt, who organised this event, and Steve who flew the Dragonfly with- out much rest and looked after us so well.”
to cloudbase at 5500ft. Awesome!” Non-flying highlights: “Meeting a bunch of great people!” Flying goals in the next year: “Flying in my first hang gliding comp.” Nari Watabe
Age: 31 Hours (HG): 30 Hang glider: Fun 160 Other aircraft you fly: Cessna 172, Piper Warrior, and Seminole Occupation: Aviation student
Flying highlights from Forbes: “It was a great aerotowing session. I was over-controlling in the beginning because I was a little nervous and my arms were rigid, but through Curt’s instruction and some practice I was able to feel the glider better and built my confidence. Getting aerotowed was like a rodeo. It was excit- ing and great fun. Not only did I learn aerotowing, but general handling of the hang glider, and thermalling. I learnt something new every day in Forbes.” Non-flying highlights: “Never camped like that in my life. Quite primitive. I am amazed I need only a few July 2010
Age: 43 Hours (HG): 52 Hang glider: Fun 190 Other aircraft you fly: That’s it Occupation: Safety Manager
Flying highlights from Forbes: “Having an wedge-tail eagle as a wing man.” Non-flying highlights: “Lots of great company with other pilots, friendly locals, social barbecues and drinks, beautiful sunsets.” Flying goals in the next year: “Car towing (July), thermal to 10 000ft.” Michael Feldman
Age: 25 Hours (HG): Approximately 10 Hang glider: Moyes Malibu 188 Other aircraft you fly: No others Occupation: Medical student
Flying highlights from Forbes: “First time thermalling, first time to 5000ft, using eagles as cues!” Non-flying highlights: “Comradeship, ‘buoyant’ atmosphere.” Flying goals in the next year: “Keep flying skills current, fly a variety of different sites, progress to intermediate.” Anything else? July 2010
“Hang gliding’s awesome!” Fred Smeaton
Age: 41 Hours (HG): 20 Other aircraft you fly: Jabarou, Satobria Occupation: Miner
Flying highlights: “Learning to tow in a safe environment under good supervision and adding another dimension to my flying.” Non-flying highlight: “Watching the sun set with a beer in hand at the aeroclub in the company of good people.” Flying goals: “Maximise air time, start going places inland, continuing to learn.” Craig March
Age: 38 Hours in a HG: 25 Hang gliders: Moyes Malibu 188 and XT 165, Airborne Sting 2 175 XC Other aircraft you fly: BAE Jestream32 (for work) Occupation: Regional Airline Pilot
Flying highlights from Forbes: “Learning aerotowing as an alternative method of launching, and doing so in a safe, professional and fun environment with a great bunch of fellow hang glider pilots. Second highlight would have to be watching the eagle thermalling beside Andrew’s glid- er at 3500ft. Awesome sight from where I was watching from the ground, and I could only imagine how great it was being up there with that eagle.” Non-flying highlights: “Meeting hang gliding legend Bill Moyes, and hearing all his fascinating flying stories at the dinner table. Also, reminisc- ing the day with a nice cold beer after a long day’s flying.” Flying goals in the next year: “Try to fly as often as I can when condi-
Flying highlights from Forbes: ”First real thermalling experience, no boomers, but nice little pockets. Nice to practice thermalling when you don’t have to worry about running into the hill! Getting comfortable in tow with moderate turbulence around. Sharing the experience with a like-minded group.” Non-flying highlights: “Camping under the stars with a nice bunch of people and making new friends.” Flying goals in the next year: “Build my hours ridge and thermal. Nail every take-off and landing. Get my intermediate.” Anything else? “No question that this is the way to learn to tow. In a group (moral support), slow progression from tandem to solo, moderate turbulence, great instructor and great tug pilot who care, great location.” Daniel Hec kenberg
Age: 33 Hours (HG): 15 Hang glider: Airborne Fun 190 Other aircraft you fly: None Occupation: Animation Software Engineer
Flying highlights from Forbes: “Overcoming my trepidation of aerotow- ing was necessary to learn the necessary skills and to experience the delights of flatland flying. Spectacular views combined with thrilling thermals and straight-forward landings make it very memorable indeed.” Non-flying highlights: “It was great to meet more pilots and hear tales of their other lives over the buzz of the locusts. And it’s always a pleasure to see the inimitable Moyes and McCarthy tug teams in action.” Flying goals in the next year: “Finding my way to that party at cloud- base I keep hearing about.” Soaring Australia 23
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UP expedition in India:
Summit XC Over The South Indian Sky
Tadej Begus, AsiaTmin [www.asiatmin.blogspot.com] initially edited by Dave Lewis <firstname.lastname@example.org>
he last few days in the south of India were incredible. As soon as we arrived with Sasa from Delhi, we had one of the best days of the season, they said. We were flying at 3500m while the guys from Himalaya Odyssey 2010 were waiting for better weather conditions 2000km north of us in Bir, in the Indian Himalaya. It was a big surprise because at the time of our arrival we had strong west wind and it was impossible to consider long crosscountry flights. Somehow I managed to fly 30km on that first day. Panchgani, this beautiful place, is on the plateau amongst 1400m and higher peaks which seems to me once formed an even higher plateau. The west take-off in
Toilet paper made definitely the best wind sock (from right Dave (UK), Garin (Russia), Niks (UK), Tadej (Slovenia)
24 Soaring Australia
Panchgani is at 1280m and Tapa, the eastern take-off is maybe 150m lower. Tapa is a perfect takeoff for easterlies. Many said we had missed the best part of the season, midJanuary to mid-February, but we were lucky. We got four ‘bonus’ days. The first day I made a flight across the valley and the lake. At the beginning we were stuck under an 1800m inversion and were flushed in strong sink gliding through the down-wash surrounding each climb. Next we climbed to 2000m and again, same story, until it was not-going-up to 2300m and we could start crosscountry flying. I went to east and came back along the north-south facing ridge towards take-off. A few days earlier we couldn’t get across this first ridge just a few kilometres in front because the west wind was too strong. This day dreams became reality. I could go west to the end of the valley, keeping in mind to be aware that strong westerlies that might return in the afternoon for a rodeo ride! There was no lift, but the air was very hot. On the way back I met
Photos: Sasa Mihevc & Tadej Begus
way back, because it was so late. It was a nice triangle of 77km. From the air I could see good landing spots, all of which had a white circle. I thought they were helicopter pads, but kids told me later these are cricket grounds. Ah? India! Second day the authorities banned flying. No reason was given for this action – it seemed typically Indian to me! The last couple of months, paragliders have been considered possible terrorists and to avoid another bomb attack, like the one in Pune a month earlier, bans were introduced. Later we got news that the cause this time was the Indian President visiting the nearby city of Satara. Third day and my Summit XC was ready to go. Conditions were quite strong and we were a bit late. As soon as we climbed, we reached 2500m and clouds were starting to rise in front of us. There were just two of us in the air. I headed south. I was waiting for Urs to follow me, but lost him. Later he said I was too fast for him! The wind was perfect to follow the ridge between the border of the plateau and the flat coastal plain where the seabreeze was blowing. I went as far as possible until I reached a valley I didn’t want to cross because the visibility was so
bad that I could not even see any houses or roads on the other side. I landed in the valley, in the middle of nowhere, exactly in front of an undercover policeman. I was transferred to the city of Mahad, where two more policemen were waiting for me. After 82km of flying, they took me to the police station where I was questioned about why I landed there and where I came from… After two hours I was released, and because there was no bus home, they arranged a free room in the hotel for me – a room full of mosquitoes! Fourth day I arrived back from my flight on the first bus and had a quick breakfast before I headed back to takeoff. That day my plan was a 70km distance to Pune. It was Holi festival and people got painted with different coloured powders they throw at each other. I had difficulties to get my first thermal and managed to fly on with blue thermals only, but eventually crossed the spectacular valley and lake with a river delta coming in from the north-west. The last climb I wanted to take was in the
I was soaring along the ridge when two shepherds and their herd of goats triggered the thermal that took me furter
Ridges in Panchgani area
mountains in front of me, but I decided to go for a closer thermal which took me right ‘UP’ to cloudbase at 3200m. I was 25km away from Pune. On my left, 800m below me, was a passenger plane flying in its corridor to
Just after the take-off
two hunters and a herd of goats on the edge of some cliffs, who I may have triggered for my ‘UP’ lift which took me so high I could see the cliffs at the end of the plateau, near the hill-station town, Mahbaleswar. I didn’t make it all the July 2010
View from Ravinne take-off to the west
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Colliers – A Mostly Earthbound Tale Paul Tanner I had Just spent a pleasant day When I got the phone call: ‘Do I want to fly tomorrow?’
Photo: Paul Kelley
A Behind Panchgani: Take off from Table Land on the east side where soaring is sometimes possible from 5am
land at the airport. I had planned to fly there, thinking it was the best place – mmh… Another plane was taking off as my vario was beeping at me with the nice ‘UP’ noise. ‘Don’t turn in my direction, plane,’ I said to myself. It didn’t. I didn’t need to make any further turns for the next 20km, getting gentle 0,1m/s lift all the way. When I reached Pune I was still at over 3000m, but it was getting late and my plan was to get down as soon as possible, to be invisible to the
police and to try and avoid landing in the military base in the south-west of the city. I could have continued south-west over the lake, but had no idea about settlements and roads in that direction. I landed, packed up and tried to disappear before the locals came. They came just as I was leaving… In the event that Tadej gets mega-rich from this article, the editor will be paid a goodly wage and made a tasty sandwich.
Flying with Steve Papai at Cape Jervis, South Australia
fter getting up at some evil hour in the morning, we headed off for an hour in the car to another ‘flying’ adventure. On the way I took snapshots of wind turbines near Ballarat while Adam organised his new ‘chute. We didn’t bring a driver… The best we could manage was for Sammy to drive his mountainbike to Ben Nevis bomb-out. The road up Nevis was normal, but getting to Colliers, the track got really rutted, with the odd log over a cutting – it appeared unused for ages. We got set up, madly as usual, and Nick, Adam and Sammy were up and, I thought, away. By the time I got to take off, a friendly cloud had shut down any activity – great! Scratching at 650 to 750ft with little lift I was not impressed. I saw a dusty near the bomb-out and waited. I waited for the best lift and tried – my weak thermal got me to 100ft below take-off before dropping out. I headed off to where Adam had said it was working – nothing – out towards the landing
zone, one more turn in ‘up’ at about 300ft and it was gone again… I came in for a fast but safe landing. After two hours and 20 minutes of stinking hot climbing I was back at the car. Like in a desert setting it appeared to me like a mirage – was it real? When I got there I thought my job was done. Not so. Remember those ruts? As I carefully crossed the track to avoid going in, in I went – I couldn’t go forward nor backwards. Great! My first seriously stuck 4WD and no shovel, poor mobile reception, no hope of a passing car… Years ago I remembered hearing about a guy who was calm and collected and got himself out on his own. I set about finding long tapered branches to jam under the buried wheel. Using a hydraulic jack, bits of wood as supports and the meagre tools in the car, after what seemed an eternity I managed to slowly and carefully manouevre Adam’s 4WD back on to safer ground. I was heading off the mountain towards Skipton where the rest of them
had landed. A truck had been stopped by a police car for checking and was blocking the road to the Western highway. After a wait, the policeman waved me through. I continued to Skipton and passed through – no pilots to be seen. I turned around and headed for the pub where I found them waiting. Adam had called a friend who had dropped in for a yak – it seemed we were stuck until closing time because someone had bought us into the meat tray raffle. Eventually the pub closed and we went to pick up the gliders via GPS coordinates and got back to Adam’s two hours later. I got up early the next morning to drive home – it had been a challenging day. Was the flying great? For the others it was, I got 10 minutes of airtime for 14 hours plus of Earth-time, but I learned about country pub life, about keeping a clear head in adverse 4WD road positions and lastly about the importance of taking plenty of water. So ends another ‘flying’ adventure.
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26 Soaring Australia
Soaring Australia 27
intage gliding corner The SA Comps at Renmark 1959/60 Noel Matthews
n late December 1959 I spent a couple of days visiting Renmark, to have a look at the State comps which were taking place there, in the heat. It was hot (HOT hot) and the winch was struggling – as were the competitors. There was a phone line strung around the perimeter fence, and I had my first look at thermal launching. The phone
The famous Yellow Witch
would ring, and someone would call out: “Take off now and turn left (or right).” The launch would proceed and at times the glider would thermal away. Then: good news. The DCA Auster VHCAM had arrived, and would give some aerotows. Great. Now, the bad news. The only tow-rope was an old manila one. Nevertheless, ‘Lofty’ Urbonas took a launch in an ASC ES49. The rope broke just as they were nearing the end of the strip. Lofty lifted the ‘49 a few feet, did a 90-degree turn and landed neatly on a cross strip. They mended the rope and tried again. This time they were about 600ft over
Renmark before it broke again, with the rope around the wing. Now, in the back seat of the ‘49 was a reporter from a local radio station. He’d been recording: “We’re now over Renmark....S—t!” He offered to climb out and free the rope. “Don’t worry,” said Lofty, unfazed. He landed, took a low winch launch, and flew to Overland Corner to win the day. I believe the party that night at the radio station went on for quite a while. There were some interesting old aircraft competing. As well as the ES49, the ASC had a Grunau 2 (on a skid, no mainwheel). Waikerie had the Yellow Witch and the BG Special (BG12 wings and a fuselage left over from a Schneider project). Sunraysia had a Grunau 2 which I believe was later overturned and wrecked.
The BG Special
Hutter 17 VH-IUW Restoration
have just started doing the 20-yearly (a bit late) on Hutter VH-IUW. I bought my Hutter in about December 1992 from Alan Bradley whose father, Harold, built it in 1986. Harold never flew it as he was too old and frail by that time. When I bought it, it only had done about a dozen hours and was flown chiefly by Alan. A couple of others, including Fred Foord had single flights in it. I flew it reasonably often from 1993 to 1995 and sporadically till 1998 from 28 Soaring Australia
The Hutter 17 VH-IUW
Port Augusta, including a number of over one hour flights, a couple of short crosscountry (including one of 50km in 80 minutes, which was published in Vintage Times 64 in 1994). I also had a very long (158 minute) soaring flight at Lochiel on their ridge on the Barunga Ranges.
I came to Adelaide in 2001 and flew only a couple of flights in the years since (change of jobs, no hangar, my divorce, airfield redevelopment at Gawler, etc; time does fly). In total the glider has only done about 30 hours. July 2010
Articles and photographs courtesy Vintage Times, the official newsletter of Vintage Gliders Australia In the great register upheaval of CASA, my paperwork was lost (twice) and the glider was deregistered as I gave up trying to deal with them, so it has been unregistered for about five years. However, after a year or more of thinking about it I finally put it back on the register earlier this year and managed to get the same rego as it had before. Then I took the Hutter to the Adelaide University Gliding Club’s maintenance shed at West Beach. I still don’t have a workshop but we shouldn’t put the job off any longer! I have now started to take some of the fabric off the wings and am checking the glue joints. It doesn’t look too bad so far. The fabric used by Harold was simple unbleached calico or cotton with red dope and car acrylic paint. It was exceedingly heavy, but by now it has
gone brittle. It cracks and tears very easily. I am hoping, even with the small wings, I will be able to save a bit of weight with a new fabric job. Apart from the normal 20-yearly things and a new fabric job, I am also thinking about doing a couple of other improvements. First is to relocate the winch hook. It was originally built with the winch hook on the first former back from the nose (same one as the rudder pedals). I took it out about 10 years ago as it was very problematic when doing a winch launch. I want to put it back in somewhere further back. I’ve got some thoughts on how to do this and have also found a number of pix of Hutters on the internet (including a good selection of G-ALRK in the UK) The other thing that is a possible is to mount the instruments into the fuselage.
Hutter 17 at the Stonefield Vintage Regatta 2003
Currently they are in the horse collar. I am not sure I will do this yet as the instruments are actually fine where they are but they hide the airbrake and spoiler levers when the horse collar is on. Photos of VH-IUW on the web can be found at: [http://toohardtodo.blogspot.com/search/ label/Hutter] or [http://picasaweb.google. com/swkswk62/Huetter17#].
From Moazagotl to Minimoa Courtesy Keep Soaring [www.keepitsoaring.com/LKSC/index] “ D a s M o a z a g o t l ” is the name given to a wave cloud which regularly forms near the Riesengebirge Mountains in Germany. It was the place where wave flying was pioneered by Wolf Hirth flying a Grunau Baby in 1933. Moazagotl is also the name of a 20m sailplane which Hirth commissioned Friedrich Wenk to design. Wenk was a flying wing enthusiast and the swept back wing planform of the Moazagotl owed a lot to Wenk’s earliest tail-less designs. Hirth had just returned from the USA where he’d ‘invented’ thermalling. He knew the key to longer crosscountry flights lay in having a glider which could thermal easily, even when in cloud, and have a good turn of speed between thermals. Like the Fafnir of two years earlier, the Moazagotl had an elegant gull wing but this time it was even more pronounced. it was felt that the gull wing promoted stability in turning flight. The Moazagotl was built by Edmund Schneider and completed in 1933 in time for the Rohn competition where it did very well in Hirth’s hands, flying the longest flight of the competition: 180km. It’s interesting to note that Wolf Hirth had lost a leg in a motorbike accident back in 1924 and after that flew with a wooden leg. In some cases the cockpit
and controls had to be specially modified to allow him to get in. Wolf Hirth was also a snappy dresser, had a good haircut and glasses. Schneiders had to close their Grunau factory, eventually ending up in South Australia. Hirth joined with Martin Schempp and set up a glider factory in Goppingen. They decided to redesign the Moazagotl to make it more affordable and easier to manufacture with a more manageable wingspan of 17m. Inevitably the small Moazagotl would be called the Minimoa. Production of the Minimoa began in 1936 and although its LD of 25:1 was no better than other high performance gliders of the time, its elegant shape and gentle, stable performance caused it to become probably the most recognisable shape of vintage gliders. The Moazagotl had a strut-based wing. The Minimoa wing was cantilevered to improve the high speed performance. Hirth felt the additional weight in the wing structure would not matter. Early Minimoas were fitted with spoilers and later versions with airbrakes. While the visibility of the Minimoa was better than the Fafnir or Moazagotl, the pilot was still sitting back close to the wing and would not have the field view of a modern glider; but then there was less to hit in those days.
Photos: Keep Soaring
Soaring Australia 29
Articles and photographs courtesy Vintage Times, the official newsletter of Vintage Gliders Australia
intage gliding corner
30 Soaring Australia
Soaring Australia 31
intage gliding corner
‘Beyond Gliding Distance’ by Flavio Formosa
Some Fine Footage Emilis Prelgauskas
December 2008, ThinAir Project
t the 2010 Vintage Rally at Bordertown, Italian visitor Vincenzo Pedrielli brought along European film footage which would not usually be accessible in Australia. One was of a recent Italian vintage gathering, which in the European situation of course meant pilots and vintage sailplanes from neighbouring countries also went along, the urbanity and scenery also being quite different to our experience. My thanks to Peter Brookman for his efforts and equipment to permit the evening’s entertainment. What particularly caught my attention was the disk of home movies of Wolf Hirth, which thereby captured the German gliding scene in the early 1930s. Not just because of the immediacy of the black and white film, but further the mindset which was visible. Sure, there were crew numbers we no longer see being able to physically carry large span sailplanes around the flying site, and the obvious increase in bungy crew numbers over that short
Blanik VH-GYJ over Bogong High Plains Photo: Mark Bland
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time span as year by year giant strides in sailplane size and complexity were made. And the gawking public numbers mixed in would have added its own tensions. The trigger to my interest further was the footage of the German expeditions to USA and Brazil. It is one thing to read about such occurrences, another to see the footage of slope soaring the Hudson
River embankment, or sideslipping a gull wing big span sailplane onto a horse race track with crowds close to the landing area edge, seemingly at the wingtip. I try, but fail, when I imagine a request to a National federation (any gliding federation) to envisage or sponsor or sign off on any sort of visionary effort such as that today.
General Tadeusz Gora
t rest 4 January 2010, aged 91. General Gora was a Polish pilot who completed a remarkable glider flight on 18 May 1938 when he flew a PWS-101 glider from Bezmiechowa, in south-east Poland, to a small town near Vilnius, a then World record distance of 577.8km. For this he was the first recipient of the Lilienthal Medal awarded by the Fédération Aéronautique Internationale. During the war he flew with the RAF, serving on three Mustang-equipped Polish fighter squadrons which flew ground attack sorties during the Normandy landings and intercepted the V-1 flying bombs. For his wartime service he received two of Poland’s highest awards, the Virtuti Militari and the Cross of Valour.
he author, Flavio Formosa, is an Italian glider pilot, Instructor and soaring coach. He does not profess to be a champion competition or soaring pilot, but in this book he has clearly identified the key skills required to move from solo pilot to competent soaring and cross-country pilot, with even a section on the move to competition flying. Flavio explains up front that English is not his native language, but elected to translate the book himself so that he could ensure that the important skills and thinking were not ‘lost in translation’. In this regard he has been very successful – I found the book quite clear in its expression with ideas and ways of thinking about both the science and art of soaring told in simple language without an assumption of previous knowledge. Italy has a long tradition of high performance gliding, in particular with mountain flying, and I was really impressed with Leo and Ricky Brigliadori’s book for competition pilots – one of the best books since Reichmann’s book. Flavio Formosa has pitched his book at the critical aspects of soaring, but retains the same approach of providing real life examples to better explain his observations and explanations. This makes it much easier for readers to understand what is being explained, and to picture themselves in the glider cockpit. The focus of the book is providing the key skills and thinking required to progress from a solo glider pilot through to flying your first 50 and 300km, or perhaps your first experience at competition flying. As such it is a great fit for our Glider Pilot’s Certificate and will provide a valuable link for all pilots wanting to extend their soaring expertise. That said, there were comments and explanations in the book that clarified some issues for me as an experienced pilot, and provided some insights that I can use in my coaching and instructing role.
The first section of the book focuses on some basic flying techniques, in particular the skills required around landings. You would imagine this being a little basic for the target audience, but it reinforces the major priorities of landing, and turns the discussion to safely landing in paddocks and some of the common traps. The circuit description does not quite align with the GFA standard circuit, although it does fit with the techniques used in Britain and obviously Italy (and used by many experienced pilots in Australia). This relates to the technique of cutting the corner between downwind and base leg: he provides a great explanation which provides some good options for pilots in order to improve safety decisions. There is a nice focus on safety considerations during this first section, plus later in the book. Safety in thermals and gaggles and even spinning get a great coverage. The later sections progressively lead the reader through a range of soaring techniques, looking at thermalling, thermal selection, speed to fly, energy lines and extending the glide between thermals. There is a tendency to look closely at thermals under cumulus, with only a small attention to flying in blue conditions – obviously based on Flavio’s European background. Later sections then lead the reader through their first experience of competition flying, explaining some basic approaches to ensure a successful introduction. Then follow sections on mental preparation and the psychological aspects of our sport. Finally he covers glider preparation and flight analysis – with good reference to modern links and computer software. Overall a well written book that keeps the reader engaged and provides a simple and clear explanation of many of the different aspects of our sport.
I strongly recommend Beyond Gliding Distance to new pilots, those with a growing interest in cross-country soaring, and even a few experienced hands who just wish to consider a different viewpoint. Mandy Temple is the Australian distributor. She can be contacted at <firstname.lastname@example.org> for more information.
32 Soaring Australia
Soaring Australia 33
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Women With Wings II Calling all female pilots! Are you interested in a hang gliding and paragliding adventure for female pilots in late 2010 or early 2011? If so, please fill out the electronic questionnaire so that we can plan the most appropriate location, duration and activities! The questionnaire for women pilots to complete can be found at [http://tinyurl. com/2ffflpb]. Do you know any lapsed female PG/HG pilots? Please let them know about this questionnaire – we will organise check flights and re-certification if necessary. For further information or suggestions please contact Helen McKerral <email@example.com>, ph: 0427 656 545, Birgit Svens <firstname.lastname@example.org> or Nic Bowskill <email@example.com>. A little about the organisers and the fly-in: Birgit and I are SA HG pilots who have been flying several decades and 10 years respectively. Nic is a Newcastle hangie who has several years under her belt. We are doing this entirely in a voluntary, unpaid capacity and are not looking to make any money out of the event – we want to keep prices as low as we possibly can for attendees. We have already had several offers from very experienced female PG and HG pilots to come on board to help and mentor, so this will be a truly bi-wingual event! This initiative arose when Birgit and I were discussing a women’s fly-in in mid-2000 in Bright, organised by PG pilot Carolyn Dennis. Although there were about 20 PGs and only three hangies (me, Helen Ross and bi-wingual Cindi) it was a hugely empowering experience for everyone. Many women flew their first cross-countries and most had PBs of various kinds. Birgit remembered several women fly ins and comps she’d attended in the 80s and 90s and we decided to organise another. Nic offered to help when we flew with her at Tumut. The Fly-In Will comprise a mixture of workshops, casual social events and, of course, lots and lots of flying! The questionnaire provides an indication of where we’re heading; we’ll fine-tune depending on responses. Depending on funding, we aim to have two instructors available, plus additional experienced mentors for new pilots, and some opportunities for HG and PG ‘Going to The Dark Side Tandems’. See you there! Helen McKerral <firstname.lastname@example.org> 34 Soaring Australia
N ew P roducts Ozone Gliders R10 + R10.2 Competition Gliders Our mission for the R10 was a serious and difficult one: Better accessibility and comfort than the R09, with performance equal to the BBHPP. We are satisfied with the result with both versions available, a three-line and a two-line. Mantra R10 The R10 is a carbon-free three-line design with new internal construction from the BBHPP project. It features performance equal to the first generation of two-line designs, with three-line comfort and accessibility. This is achieved without an excessively high aspect ratio, making the wing more manageable in turbulent conditions and less prone to cravats. Mantra 10.2 Following the success of the BBHPP, we’ve decided to answer the demand for the ultimate in PG performance with an advanced evolution of the R10 – in a two-line configuration, but still carbonfree. This is the highest performance competition wing we will release in 2010, it is designed for extremely experienced comp pilots for best performance. Ozone Delta EN-C Glider The Delta has directly benefitted from technological gains made in the Ozone Performance Research Project and our Open Class series of wings. With the Delta we wanted to maximise performance in the C class by focusing on efficiency gains that do not sacrifice safety. An added benefit was retaining agility and handling. An all new airfoil inspired by the World Cup winning Ozone BBHPP and made possible by advances in our design software has created what we think is the cleanest and most advanced in the Sport Class. The performance of the Delta will set a new standard in its class. More information via Gavin at [www. onesmallplanet.net] or 0431 580380.
vital gap of a wing that a pilot can easily learn to fly on and that first favourite glider that allows a safe, fun and versatile pilot progression over many years. • Easy to launch, quick to take off in short distances (CLE system). • Enhanced roll or directional stability, both during launch and in flight. • Excellent handling, smooth, yet reac- tive over a range of brake travel. • Super slow speed flight capability for easy, short landings and thermal flight. • Legendary ‘unmatched’ pitch positive reflex wing stability on fast trim. • Uncluttered risers and control systems. • In-flight propeller torque adjustment. • New trimmer locking system with adjust- able brake keepers and handle size. • New trimmer and speedbar system with 70% of movement on trimmers and only 30% on the bar. Ball bearing pulleys give smoother bar operation. • 3.25 times speed range performance (20 to 65km/h varies with wing loading). • The highest quality from the Para- mania design and manufacturing. Characteristics – Icaristics When you first get the Revo2 out of the bag and inflate it, the word that immediately comes to mind is ‘easy’! As you lay it out, the large cell openings with CLE supported leading edge present themselves to the air, almost ready to breath. Even in light or variable winds the wing comes up with minimum effort, stops and stabilises above your head, as if waiting for you to move forward! When launching, it quickly lifts you clear of the ground with minimum effort and almost no oscillating tendencies (vital when taking off heavily loaded or with a trike/quad unit).
Once in the air it is so comfortable you soon forget that there is a wing flying above your head! Benefiting from Mike Campbell-Jones’s latest ‘deep’ reflex wing section, it absorbs turbulence like no other reflex wing we have made. Risers and controls have been logically thought through, whilst keeping simplicity as the main priority we have added several interesting new features. The Revo2 flies as if on rails. It has plenty of pitch and roll stability. Given its beginner wing disguise, on fast trim it is a pure distance eater. Pilots can relax and go, no need to hold brakes, apart from occasional tip steering course adjustments. Others on PG type wings and even the average reflex wing are left in its wake! Pulling the trimmers down; you notice slow trim is split into two positions ‘Slow’ and ‘Super Slow’ perfect for low and slow flight or forgiving PG-like landings. The combination of good sink rate and the wing’s tight turning radius, enable pilots to practice paragliding skills (even without power) thermal flying and soaring in light conditions is now easy. The handling is sublime anywhere within the slow trim range. Responsive
and smooth, giving coordinated positive turns, even against powerful engine/propeller torque effects. The controls feel light, yet with enough feedback to keep the pilot informed. The length of brake travel is just right, comfortable yet forgiving of heavier handed pilots. The Revo2 has the most pitch positive profile we have yet designed. With more stability at speed then any other reflex wing currently on the market! Available in Australia from Paramania Australia, ph: 0407 511451 or [www. paramaniaaustralia.com]. Andrew Shipley
F A I N ews 11th FAI European PG Championship Date: 23 May to 5 June 2010 Location: Abtenau (Austria) Final Results Individual – Overall
1 2 3
Luca Donini Alex Schalber Rafal Luckos
ITA AUT POL
Individual – Women
1 2 3
Petra Slivova Elisa Houdry Renáta Kuhnová
CZE FRA CZE
The successor of the popular easy novice/ intermediate power wing from Paramania is a totally new design that offers a very wide speed range (20 to over 65km/h!) with ‘the highest stability at speed’ of any reflex glider, thanks to ‘the most pitch positive profile’ ever designed by Mike Campbell-Jones & Co at Paramania. With an EN B certification the REVO 2 is the first true reflex glider to bridge the
Full results can be found at [www. ikarus-abtenau.at]. FAI congratulates the winners and thanks the organisers of the championship.
New Hang Glider International Record, 7 June 2010 FAI has ratified the following Class O (Hang Gliders) World record: Claim number: 15701 Sub-class: O-2 (HG with a rigid primary structure/movable control surface(s)) Category: General Type of record: Out-and-return distance Course/location: Burgsdorf (Namibia) – Bethanie (Namibia) Performance: 337.4km Pilot: Jacques BOTT (France) Hang glider: Swift Light/Aeriane Date: 11 January 2010 Previous record: 330.6km (12 February 1998, James NEFF, Canada) FAI congratulates the pilot on this splendid achievement.
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Soaring Australia 35 news-reviews-advice-info
Letters to the Editors We All Play The Game… Upon reading Paul Mander’s Letter to the Editor (April edition) I found myself agreeing wholeheartedly with every point Paul was making. We are indeed fortunate in this sport that the enormous majority of pilots would never consider breaking competition rules in order to gain an unfair advantage over others. Those that would cheat have no-one to blame but themselves if their cheating is exposed. And if it is not exposed, they must be prepared to live with the fact that any success they have had is worse than worthless – it is fraudulent. So it was an absolute body-blow when I received notification from the Sports Committee that as a result of a complaint, my traces, and those of Mike Codling and a third pilot were being investigated. Suffice it to say that after a very thorough investigation, the Committee found that there was no evidence of cheating. There is a very good reason that no evidence of cheating was found – it is because no cheating took place. Not only that, I can categorically state that no rules were ‘bent’; no loopholes used. No communication of any sort took place on any flight between any of the pilots accused. Although I know this to be a fact, I also know that some people may have doubts, and because I pride myself in adherence to fair play, I feel that Paul’s accusation requires a response. Some readers may be aware that Mike and I are strong advocates of team-flying, as a means of improving each pilot’s performance, in competitions where it is permitted. Currently team flying is not permitted at any Australian Nationals. Opinion on allowing team flying at the Nationals is fairly evenly split among the gliding community, with strong feelings on both sides. And that is just fine. It’s an indication of healthy debate; and of personal preferences. We’ve made our position clear. But Mike and I are also strong advocates of another principle – that of fair play and adherence to the rules. And just because we might prefer a different rule does not in any way mean we would be prepared to abuse any rule that currently stands. For me, it is a moral issue – to do so would be cheating, and cheating is quite simply out of the question. Paul states that in this day and age, we have the technology to expose those who flout the rules by communicating, through examining traces alone. This is quite simply untrue and Paul has proven it through his accusation. I also know it
36 Soaring Australia
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to be untrue because there have been numerous cases where a pilot flew with me blindly around a task, never making his own decision, never letting me go. When that pilot is as good as me and is determined to stay glued to my tail there is nothing I know of that will dislodge them, especially if they are in a higher performance aircraft. The last time this happened to me was the last day of the Nationals – the day I was accused of pair flying. The other pilot was Mike. I hold no grudge against Mike for following me that day. It was a legitimate tactic to protect his position. It is used all the time at the end of comps by pilots wanting to protect themselves from being overtaken on the leader board. I have done it myself on several occasions. This is not bad sportsmanship – it is a logical and legitimate tactic to ensure success. There are, however, cases where an analysis of the traces can instead remove the suspicion of team flying. If one pilot is clearly making all the decisions, and the other is staying behind, that is a strong indication that team flying is not occurring. But what a trace can never do is prove communication between pilots. Short of requiring a cockpit voice recorder in every plane, I really cannot see how this can be achieved. And what of the third pilot who was implicated? Poor Brendan – all he wanted to do was to fly World Class for Australia at the World Championships. No-one else had put up their hand to go, and the Competitions Committee approved his application, but the Sports Committee required him to prove he was good enough by achieving a set percentage of the winner’s score at the Nationals. (A percentage is normally only required to be met in order to receive GFA funding assistance). Brendan asked my advice on how to make this leap in achievement – and my advice to him was cast aside his normal flying style – to suspend his own decisionmaking for the competition – to do his very best to link up with the top pilots – to leech from them – and by doing so to learn. He even went out of his way and obtained approval for this tactic from several members of the Sports Committee and at least one member of the NCC – I was there at the conversation. Brendan hated the idea of leeching – but agreed that it was the only chance he had of meeting the target that had been demanded of him. After briefing each day, we shared opinions with Brendan, and with all other
members of our club, about our feelings on the task, weather, etc. This is information I would gladly share with any pilot who asked for it. The rest was up to him. On several days Brendan chose to follow me; on several days he followed Mike; on several days he followed someone else or did his own thing. On no occasion was there any communication between us through any means. He was pretty hard to shake off, in his LS7 against my LS1, but in spite of his gritty determination he eventually failed to meet his target percentage. Instead he was discredited by the Sports Committee with bad sportsmanship – for leeching, not for breaking any rules. Anyone who knows Brendan will also know that he is one of the best sports around. I’m proud of the way I personally flew at Lake Keepit and I’m proud of Brendan’s efforts to meet his target. I’m sorry we couldn’t help him further, but those are the rules. Paul Mander: listen to what I have to say. I love my sport. I love competition and I admire my fellow competitors. There is not one thing that would make me prouder than to wear the Australian uniform at a World Championships. There is not one thing that would make me more ashamed than to do so under false pretences or through deceit. You have deeply hurt and insulted both me and Mike, but I realise it was out of the best of motives. If your desire is to rid the sport that we both love, of the scourge of cheating, then I am absolutely with you. However it may just be that there are not quite so many cheats out there as you believe. Allan Barnes
Density Altitude The article in the June 2010 edition of Soaring Australia was based on the erroneous premise that high heat and high humidity exacerbate hypoxia on pilots in the same manner that they effect the performance of the aircraft. This is not so. Gas exchange in humans takes place in the alveoli, very small sacks that are surrounded by blood and lined with a thin moist layer. Because of their small size, surrounding blood and the constant moisture, the air inside those sacks is always 100% humid and blood (body) temperature. External temperature and humidity thus has no effect whatsoever on the gas exchange in the lungs. Oxygen uptake is dependent exclusively on the partial pressure of oxygen in the alveoli.
There is no need at all to consider temperature or humidity when deciding when to employ supplemental oxygen. Jason Rogers
Human Factors ‘Listen to that Inner Voice’ Following an absence overseas and as described in my last letter, I undertook a checkflight on return home and the memories and confidence all came rushing back. The anticipation was tangible: during preflighting the trike; the ‘snap’ of the fabric whilst checking full and free movement of the wing; the ‘Clear Prop’ call; the whine of the starter; the hesitation of the prop as the engine stuttered and then awoke to voice a steady enthusiasm against which the brakes sought to show their mettle; the thrill of breaking free and suddenly gaining control over one’s horizon; in short – the freedom of flight… Andrew, my Port Douglas CFI, took me through a multitude of handling and decision making checks after which I was all but ready to head home and assemble my Outback after long storage. Before climbing back up and over the hill however, I asked him to give me a practical demonstration in assembly of the Streak II wing as I had packed mine away 18 months before and prefer to have fresh knowledge to counter ‘doubt’. Fortunately, Andrew had a wing awaiting disassembly in the hanger and we spend a very hot and sweaty 40 minutes packing it up whilst he reacquainted me with the procedure. During assembly of my own wing the next day I simply reversed the ‘photos taken and thereby generated a simple pictorial reference. My brother-in-law had kindly run my 582 up to temperature for me every couple of months during my stint overseas, but I took the time to drain all fuel, check the engine over, change the plugs, re-torque and check the prop and generally give it the twice-over. After a couple of easy starts and falter-free run-ups, I fitted the wing and took myself off on a couple of close circuits. Although she flew fine, I was unaccountably uncomfortable with her. In seeking to isolate the cause of this unease, I noted that she was not climbing ‘as usual’ and required around 5500rpm to maintain altitude with one up, in addition to being ‘slow’. With my foot encased in lead, the fuel consumption was high (20lt/hr). Morning cool air made little difference and I simply was not happy thrashing the engine whilst keeping an eye on both altitude and asi. I felt it imperative to get to the bottom of the issue before taking up any family members. So where was the problem? Wing or engine? Engine or wing? I sought advice from numerous folk and all gave thoughtful opinions and questions. The key questions were: Has any significant weight been added to the trike? No… Did carbs have any residue from storage that might have affected the jets? No… and the engine itself seemed very sweet. I washed down the carbs again, checked the jets and ordered up a jet kit just in case… What was the wing setting before and have you changed it? No… as I had returned the wing to the previous setting of front keel and central mast holes. It was suggested that I take the wing to central hole in both settings, following which I asked my instructor Davo, to take the trike up and let me know his reactions. After a short flight, Dave taxied back in and confirmed two things. • The trike was flying far faster than the asi was showing (by bar position) and • The lift and handling were spot-on. On opening up the console, I found the culprit. No wasp’s mudpack, but instead I was victim of a piece of dried grass, neatly bent double by little fingers and inserted carefully into the static July 2010
Soaring Australia 37
HGFA General Manager’s Report port. As I looked at my two young daughters across the dinner table that night… I shook my head at the circuitous route to restoring my confidence in my machine. Had the tube been completely blocked, identification and resolution would have been swift as lack of asi movement would have been neon-like in drawing attention. Looking back, I knew there was ‘something amiss’, but lacked the experience to be able to pinpoint it. The resulting caution-overload was robbing me of my enjoyment given that all my senses were on ‘high alert’. Subconsciously chasing my ‘normal’ cruise speed, I had assumed the asi was correct and consequently generated doubt over lift and power, without triangulating the data the respective gauges were providing me. Aside from having gained a much more detailed knowledge of emergency landing options in my home area, I have come away from this with the realisation that ‘the obvious is not always obvious’ and that that inner voice had cause to be voicing doubt… listen to it. My static port now has a plug and bright ‘remove before flight’ flag! Happy Flying, Andrew Parker
Good Lookout And Listen Out To Fly Safely And Flarm Recently my confidence in our gliding instructional mantra that we must maintain ‘good lookout and listen out to fly safely’ has been sorely tested. It was at Watts Bridge airfield in early May 2010 when a single-seat glider that was in the low left-hand circuit overtook us on the final leg of the circuit to come into land under myself and a student in a Blanik glider. Fortunately the student in the front seat saw the glider just in front and to the left of us, and 30ft below as we crossed the boundary fence. I took evasive action, landing on the adjacent runway and stopping in line with the Libelle. On immediately jumping out, I furiously glared at the other pilot on the other runway who looked at me quizzically. Obviously he had not seen us and was oblivious to how close to an accident he had been. In the subsequent investigation, we found that the glider had been in the blind spot of the Blanik the whole circuit. We were in high circuit and the singleseater pilot was in a low one. The pilot had seen the Blanik above him and to his left and assumed that we were thermal-
38 Soaring Australia
ling as we were turning above him. He was flying faster than us (55 to 60kt) and while we were locked on to 50kt so he must have overtaken us while concentrating on his base leg and final approach and ignoring us above him. Both aircraft had been making circuit calls. The downwind calls were heard by the tug pilot, but neither the single-seater pilot, nor I, nor the student had heard each other. I had made a ‘turning downwind’ circuit call, mentioning that we were high and close before moving out to a more suitable position to join base. The other pilot made base and final calls. I made a ‘turning final’ call as I had omitted a ‘turning base’ because I was instructing that we must look out to the right in the circuit as well as left, listening out prior to my calls both times. On the ground, both aircraft’s radios were serviceable and at a comfortable volume. The single-seat pilot was using a handheld radio. There also was a call from the ground base station asking whether we had each other in sight when were on finals. None of the three of us heard this call. Two weeks after this incident, and having downloaded a decibel metre app to my iPhone, the same student and I went up together again. On the ground, we had the radio set at a comfortable level at 50 to 55db but on tow at 60kt the metre read 80db and we could not hear other radio transmissions. On release at 45kt the ambient noise was still 65db and we could just hear the tug descent call but not much else so we increased the volume so we could hear the other traffic in our very busy CTAF. On the ground, the radio was set too loud for comfort and had to be turned down from about 80db, ie our Blanik has a very noisy cockpit: so much for ‘soaring on silent wings’! (Note: the decibel scale is a logarithmic one. Ie the difference between 20 and 30 is not the same as 70 and 80, the latter being considerably greater.) Two other factors to mention are that we were not flying in our usual CTAF which is very noisy most of the time. Watts Bridge was a quiet CTAF, the most likely reason why we did not notice that the radio was not loud enough. The second is that I was probably focusing on instructing on circuit planning and emphasising good look out. This is the second near collision that I have been involved with. The first one was 10 years ago when I was on tow
behind a Pawnee and unable to warn the tug of the approaching collision because of radio congestion. Ever since then, I have been tirelessly trying to cut down the radio traffic in our very busy three airfield CTAF (YRED-YCAB-YCDR) by getting involved with Gliding Queensland and the South Queensland RAPAC, of which I am now the convenor of the latter. Finally the number of circuit calls has been reduced with the implementation of CAR 166 in June 2010 after the NAS2c debacle in 2005 where the calls were doubled despite pilots’ protests that it would lead to even more congestion. The use of all the NAS2c calls by the aforementioned single-seat pilot using a handheld radio may have distracted him from paying attention to effective lookout. This incident has lived up to the Reason model of incidents [http://en.wikipedia. org/wiki/Human_error_model] where all incidents are the result of an accumulation of errors and avoidable factors. Fortunately there was no accident this time but this incident would not have happened had we had Flarm installed. For those who do not know what Flarm is: Put simply, it is an electronic unit installed in the aircraft which detects other Flarm units and computes whether a collision is imminent. They cost over A$1100 per unit but they have saved lives. With this incident, the Flarm would have sounded as soon as our two vectors (flight directions) were converging on the final leg but prior to that, we would have seen a red light in the below and at our 6 o’clock position so we would have known he was there, and the singleseater would have had a red light in the above position at 12 o’clock. NB: Flarm can never replace a good lookout. Not only are they very useful for collision avoidance, a Flarm unit has a flight logger that records all the flights of the aircraft for any analysis. The gliding community has taken up the Flarm with much enthusiasm. The installation of a Flarm unit is now mandatory in all aircraft for all competitions in Queensland, including Pawnee tugs. I will now try to promote the installation of Flarm in all my club’s gliders and in the light aircraft community via RAPAC as it would have prevented both these incidents. Peter C Stephenson, L2 GFA instructor, SQld RAPAC Convenor
Paragliding Pilot Certificate which allows pilots to gain a certificate to fly a powered paraglider without having to first gain a restricted paragliding certificate.
Accident Reports Report 1 Pilot skill level:
his is my final report; the new Operations Manager will have started by the time you read this. His name is Mark Campbell. He lives in Melbourne he will be able to work in the Head Office which will enable him to be more hands on with the dayto-day management of the organisation. Mark is 20 years younger than me so I am certain will be more energetic; and he would surely have to be better looking! I sincerely wish Mark all the best in his future with the federation.
VHF Radio Carriage I have recently received advice that all aircraft operating at or within 10 nautical miles of a registered or certified aerodrome are required to carry and use VHF airband radios. This applies to all HGFA aircraft. This will not only affect operations at airports we regularly use, but some of our flying sites. Apparently, though the HGFA were advised of this proposal over a year ago, there was no submission or disapproval voiced by the HGFA management. I find this very frustrating given that we are the sport aviation pilots that are most affected by this new requirement. Many of our pilots are currently working to gain an endorsement and purchase a VHF radio.
Operations Manual Reissue Edition 6 of the HGFA Operations Manual has now been drafted and lodged with CASA for approval. I take this opportunity to thank all of the many members who have assisted me in this rewrite. Some changes awaiting approval are: • Numerous minor updates, including reducing the number of flights requir- ed to gain an advanced paragliding certificate from 300 to 200; • new Microlight Maintenance logs which can be downloaded from the HGFA website; • introduction of the Microlight Main- tenance Inspector Endorsement; • introduction of an Air Accident Investi- gators appointment; • amendments to powered hang gliding and paragliding endorsement require- ments; and • the implementation of a Powered July 2010
estricted HG pilot R < 10 hours Injury: Nil Aircraft: Low performance HG Aircraft damage: Broken leading edge and nose plates Helmet: Yes – type not known Situation: Inland soaring site Accident: Whilst setting up the pilot realised a control frame base bar pip-pin was missing. He replaced it with a non genuine bolt tied with fencing wire. Soon after launch the makeshift bolt failed, the basebar separated and the wing folded upward. The pilot instantly threw his ‘chute which opened within six seconds and let him down safely onto the side of the hill. Comments: Failure to use an appropriate base bolt led to this one. The pilot admitted that his desire to fly overrode his commonsense. Report 2 Pilot skill level: Very experience HG pilot Injury: Nil Aircraft: High performance HG Aircraft damage: Total write-off. Helmet: Yes – type not known Situation: Coastal soaring site Accident: Pilot was soaring in a moderate wind. He flew down to a steep headland at the end of the beach; gained height and flew back over the water to the ridge behind the beach. Soon after he repeated the run and found that the wind had swung, so there was not as much height to be gained, he ended up below the top of the cliff and found little lift. He set out to fly back, thinking that with the downwind component he had enough height to make a safe landing. He lost a lot more height than anticipated and short of the beach he hit the water. The base bar hit first, then the nose, and the glider flipped over. He then found himself on top of the glider and was able to extricate himself from the harness and began swimming, with the glider, toward the beach. Once he got near to the shore, breaking waves struck the glider causing considerable damaged. He was able to drag the glider ashore and partially disassemble it before a large wave dragged the glider, harness and parachute back into the surf; then quickly out behind the breakers. After a
• • •
few attempts to dive for his gear, he gave up and decided to return the following morning. By morning the glider had washed ashore and the pilot heard on the radio that the police were trying to find the pilot. He contacted the police and was able to recover the remains of the glider and equipment. Comments: The pilot was thankful to survive his ordeal. I have heard in the past that if you are going to land in the water, do not fully flare but let the base hit with forward momentum so the glider rolls over. This reduces the chance of being caught under the glider and becoming tangled. Report 3 Pilot skill level: Very experienced PG pilot Injury: Broken pubic bone and scapula Aircraft: High performance PG Aircraft damage: Nil Helmet: Yes – type not known Situation: Coastal soaring site in strong wind Accident: On inflation the wing tip lines on one wing caught on bushes. Due to the wind strength and strong lift on the site, the pilot was lifted off the ground and spun around into the hill behind. Comments: Obviously caution must be taken when launching in strong winds. An assistant or two may have prevented this accident occurring. Report 4 Pilot skill level: Five hours experience in the PG; and an experienced skydiver Injury: Broken ankle and pelvis Aircraft: 16m2 PG (speed wing) Aircraft damage: Nil Helmet: Yes – type not known Situation: Steep coastal soaring site Accident: The pilot launched safely and flew away from the hill. He then initiated a 360º turn without sufficient clearance from the hill and impacted the hill midway through the turn. Comments: The pilot was unlicensed with minimal ridge soaring experience. The HGFA is currently working with the Australian Parachuting Federation to advise their members of the need to gain training in paragliders to be able to safely (and legally) fly speed wings at soaring sites. Goodbye and thanks for all the fish, Craig Worth Soaring Australia 39
Contact Addresses Southern Cross Gliding Club PO Box 132, Camden NSW 2570, 02 46558882, 0417 705997 (emergency). Southern Tablelands Gliding Club 57 Munro Rd, Queanbeyan NSW 2620, 02 62973504. South West Slope Soaring P/L 181 Fishers La, Bendick Murrell NSW 2803, 0488 531216. Sydney Gliding Incorporated PO Box 633, Camden NSW 2570, 0412 145144. Temora Gliding Club PO Box 206, Temora NSW 2666, 02 69772733.
Australian Gliding Museum 2 Bicton St, Mt Waverley VIC 3149, 03 98021098. Gliding Queensland C/- Treasurer, 67 Glenora St, Wynnum QLD 4178, 07 38348311, 0417 762621. NSW Gliding Association The Secretary, 44 Yanko Ave, Wentworth Falls NSW 2782, 02 68892733, 02 68891250, Trs: 0407 459581. South Australian Gliding Association PO Box 65, Millicent SA 5280, 08 8733421, 0427 977218. Victorian Soaring Association 4/139 Roberts St, Essendon VIC 3040, 03 83835340, 03 93355364. Vintage Gliders Australia 22 Eyre St, Balwyn VIC 3103, 03 98175362. WA Gliding Association Inc. 59 Wellington Pde, Yokine WA 6060, 08 93282511, 08 94449505. NSW Gliding Association (NSWGA) 327 (Gliding) Flight, Australia C/- R Sheehan, 176 Macquarie Grove Rd, Camden NSW 2570, 0427 977127, 02 46553171. Bathurst Soaring Club PO Box 1682, Bathurst NSW 2795, 02 63371180 (weekend), 0427 470001. Byron Gliding Club Incorporated PO Box 815, Byron Bay NSW 2481, 02 66847627. Canberra Gliding Club GPO Box 1130, Canberra ACT 2601, 02 64523994, 0428 523994. Central Coast Soaring Club PO Box 1323, Gosford South NSW 2250, 02 43639111, 02 43844074, 0412 844074. Cudgegong Soaring Pty Ltd C/- Matthews Folbigg, Level 7, 10-4 Smith St, Parramatta NSW 2150, 02 96357966, 02 96357966. Grafton Gliding Club 16 Fuller St, Mullaway NSW 2456, 02 66541638, 0403 088551. Hunter Valley Gliding Club Co-op Ltd PO Box 794, Singleton NSW 2330. Lake Keepit Soaring Club 234 Keepit Dam Rd, Lake Keepit NSW 2340, 02 67697514. Leeton Gliding Club PO Box 607, Leeton NSW 2705, 02 69533825. Narromine Gliding Club Inc. PO Box 240, Narromine NSW 2821, 02 68892733, 0418 270182. Orana Soaring Club Inc. PO Box 240, Narromine NSW 2821, 02 68897373, 0418 270182. RAAF Richmond Gliding Club RAAF Base, Richmond NSW 2755, 02 45873214. RAAF Williamtown Gliding Club C/O Mr G R Lee, 10 Federation Dr, Medowie NSW 2318, 02 49829334. Scout Association NSW Gliding C/- Bob G Balfour, 80 Malvern St, Panania NSW 2213, 02 96951100. Soar Narromine Pty Ltd PO Box 56, Narromine NSW 2821, 02 68891856, 0419 992396.
Gliding Queensland 2 Wing AAFC School of Aviation Inc. 201 Squadron Air Force Cadets, PO Box 647 Archerfield QLD 4108, 07 38791980, 0415 150965. Barambah District Gliding Club 2 Yellow Gully Rd, Wolvi QLD 4570, 07 54867247, 0412 719797. Boonah Gliding Club Incorporated 164 Depot Rd, Boonah QLD 4310, 07 54632630, 0408 016164. Bundaberg Gliding Incorporated PO Box 211, Bundaberg QLD 4670, 07 41579558, 0417 071157. Caboolture Gliding Club PO Box 920, Caboolture QLD 4510, 0418 713903. Central Queensland Gliding Club PO Box 953, Rockhampton QLD 4700, 07 49331178. Darling Downs Soaring Club Level 1, 1 Swann Rd, Taringa QLD 4068, 07 46637140, 0409 507847. Gympie Gliding Club PO Box 722, Cooroy QLD 4563, 07 54835380. Kingaroy Soaring Club PO Box 91, Kingaroy QLD 4610, 07 41622191, 0438 179163. Moura Gliding Club PO Box 92, Moura QLD 4718, 07 49973265, 0428 360144. North Queensland Soaring Centre PO Box 3835, Hermit Park QLD 4812. Pacific Soaring PO Box 259, Caboolture QLD 4510, 07 54994997, 07 54994805. Southern Downs Aero & Soaring PO Box 144, Warwick QLD 4370, 07 38348311. SA Gliding Association (SAGA) Adelaide Soaring Club Inc. PO Box 94, Gawler SA 5118, 08 85221877. Adelaide Uni Gliding Club Incorporated Adelaide Uni Sports Assoc, The University of Adelaide SA 5005, 08 88262203, 0412 870963. Air Cadet Gliding Club PO Box 2000, Salisbury SA 5108, 08 83805137, 0429 805137. Alice Springs Gliding Club PO Box 356, Alice Springs NT 0871, 08 89526384, 0417 530345. Australian Junior Gliding Club 67A Balfour St, Nailsworth SA 5083, 0417 421650. Balaklava Gliding Club PO Box 257, Balaklava SA 5461, 08 88645062.
G F A M embership F ees 2 0 1 0 - 2 0 1 1 Membership: NSW Victoria South Australia Queensland Western Australia
Normal $225 $230 $232 $230 $230
Student membership: Full NSW $136 Victoria $141 South Australia $143 Queensland $141 Western Australia $141
40 Soaring Australia
Family $183 $188 $190 $188 $188 Family $94 $99 $101 $99 $99
Short-term membership: 1 Month* 3 Month* Queensland/Victoria $62 $79 New South Wales $67 $84 South Australia $74 $91 Western Australia $72 $89 *Note: Once only purchase to Australian residents, thereafter 12 months membership to be purchased. International postage for Soaring Australia to be added to membership fees: Zone Country 1 New Zealand 2 Singapore 3 Japan, Hong Kong, India 4 USA, Canada, Middle East 5 UK, Europe, South America, South Africa
Price $51 $51 $51 $74 $74
• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Barossa Valley Gliding Club PO Box 123, Stonefield via Truro SA 5356, 08 85640240, 0488 841373. Bordertown Keith Gliding Club PO Box 377, Bordertown SA 5268, 08 87521321, 0409 693027. Millicent Gliding Club PO Box 194, Millicent SA 5280, 08 87333421, 0427 977218. Murray Bridge Gliding Club PO Box 1509, Victor Harbor SA 5211, 08 85543543, 0409 677677. Northern Australian Gliding Club PO Box 38889, Winnellie NT 0821, 08 89412512. Renmark Gliding Club PO Box 450, Renmark SA 5341, 08 85951422, 0417 890215. Scout Gliding Club 22 Burford Crescent, Redwood Park SA 5097, 08 82895085, 0418 815618. Waikerie Gliding Club PO Box 320, Waikerie SA 5330, 08 85412644. Whyalla Gliding Club PO Box 556, Whyalla SA 5600, 08 86452619, 0413 127825.
VMFG GPO Box 1096, Melbourne VIC 3001, 0402 281928 or 03 98486473 (h). Wagga Wagga Soaring Club Inc. PO Box 613, Wagga Marketplace, Wagga Wagga NSW 2650, 0427 205624.
Victorian Soaring Association (VSA) Albury Corowa Gliding Club PO Box 620, Wodonga VIC 3689. Beaufort Gliding Club 41 Ruby St, Essendon VIC 3040, 0431 702175. Bendigo Gliding Club PO Box 846, Bendigo VIC 3550, 03 54423459. Bothwell Gliding Club PO Box 288, Sandy Bay TAS 7005, 03 62267615. Cloud Riders Pty Ltd C/- 18 Wyndham St, Werribee VIC 3030, 03 97413142, 0429 351234. Corangamite Soaring Club Kurweeton, Kurweeton Rd, Derrinallum VIC 3325, 03 55939277. Geelong Gliding Club PO Box 197, Bacchus Marsh VIC 3340, 03 93385925, 0409 212527. Gliding Club Of Victoria PO Box 46, Benalla VIC 3671, 03 57621058, 0429 950580. Grampians Soaring Club PO Box 468, Ararat VIC 3377, 03 53525710, 0417 514438. Horsham Flying Club PO Box 158, Horsham VIC 3402, 03 53823491, 0427 315845. Latrobe Valley Gliding Club PO Box 625, Morwell VIC 3840, 03 51221081, 0407 839238. Mangalore Gliding Club PO Box 208 Nagambie VIC 3608, 03 57985512, 0428 635717. Melbourne Motor Gliding Club PO Box 278, Dingley Village VIC 3172, 0418 511557. Mount Beauty Gliding Club Box 486, Mt Beauty VIC 3699, 02 60591417, 0402 075131. Murray Valley Soaring Club Ltd PO Box 403, Corowa NSW 2646, 02 60335036, 0400 244578. Soaring Club Of Tasmania 34 Clinton Rd, Geilston Bay TAS 7015, 03 62437508. South Gippsland Gliding Club PO Box 475, Leongatha VIC 3953, 0437 454986. Southern Riverina Gliding Club PO Box 32, Tocumwal, NSW 2714, 03 58743052, 03 58742914. SportAviation Pty Ltd Gate 10, Babingtons Rd, Tocumwal Airport, Tocumwal NSW 2714, 03 58742734, 0427 534122. Sunraysia Gliding Club PO Box 647, Mildura VIC 3500, 03 50257335, 0448 293927. Swan Hill Gliding Club PO Box 160, Nyah VIC 3594, 03 50376688. Tumbarumba Gliding Club C/- Judds Engineering P/L, PO Box 5283, Wagga NSW 2650, 02 69251642, 0428 251642.
H G FA
WA Gliding Association (WAGA) 716 Flight Australia Air Force Cadets 7 Wing HQ, RAAF Base Pearce Bullsbrook WA 6084, 08 95717800. Beverley Soaring Society PO Box 136, Beverley WA 6304, 08 94595719, 0437 377744. Gliding Club of Western Australia PO Box 6231, East Perth WA 6892, 08 92212164, 0417 992806 (weekends). Morawa Gliding Club PO Box 276, Morawa WA 6623, 08 99723022. Narrogin Gliding Club PO Box 232, Narrogin WA 6312, 08 98811795 (weekends), 0407 088314. Stirlings Gliding Club C/- Peter Hardy-Atkins, 8 Parker St, Lockyer, Albany WA 6330, 08 98428816, 0408 842616.
All correspondence, including changes of address, membership renewals, short term memberships, rating forms and other administrative matters should be sent to: HGFA National Office 4a-60 Keilor Park Drive, Keilor Park VIC 3042, ph: 03 93367155, fax: 03 93367177, <email@example.com>, [www.hgfa.asn.au]. HGFA Operations/General Manager Craig Worth 02 65592236, 0417 766356 <firstname.lastname@example.org>, PO Box 5071, Hallidays Point NSW 2430. Information about site ratings, sites and other local matters, contact the appropriate State associations, region or club. Board Members 2008 to 2010 Pres: Rob Woodward 0408 808436 <Presi email@example.com>, 38 Addison Rd, Black Forest SA 5035. V-Pres: Alex Jones 08 97344531 <Vice. President@hgfa.asn.au>, 1 McAvoy Rd, Allanson WA 6225. Sec: John Twomey <Secretary@hgfa.asn. au>, 108 Osborne St, Williamtown VIC 3016. Trs: Raef Mackay 0408 894104 <Treasurer@hgfa.asn.au>, 1/20 Junction Rd, West Burleigh QLD 4219. Board Members: Ray Firth 02 99854600 <ray.firth@hgfa. asn.au>, 17 Noonbinna Cres, Northbridge NSW 2036. Chris Drake 0466 005967 <chris.drake@ hgfa.asn.au>, PO Box 988, Noosa QLD 4567. States, Regions & Special Interest Groups ACTHPA LPO Box 8339, ANU, Acton ACT 0200; [www.acthpa.org]. Pres: Matthew Smith <firstname.lastname@example.org> 0402 905554; V-Pres: Nic Welbourn <nic@corinbank. com> 0422 783763; Trs: Kristina Smith <email@example.com> 0407 905554; Sec: Nic Siefken <Nicolas.Siefken@ausport. gov.au> 0418 421683; Committee: Miguel Cruz <firstname.lastname@example.org> 0432 987819, Andrew Luton <andrewluton@ hotmail.com> 0404 254922; Public Officer: Barry Oliver <Barry.Oliver@anu.edu.au> 0407 825819; Meetings: 1st Thu/month 7.30pm Yamba Sports Club. Hang Gliding Association of WA Inc. PO Box 146, Midland, WA 6936 <email@example.com>. Pres: Peter South <firstname.lastname@example.org>; V-Pres: Alex Jones <email@example.com>; Trs: Greg Lowry <firstname.lastname@example.org>; Sec: Mirek Generowicz <mgenerow@ optusnet.com.au>; Trs: Colin Brown 0407 700378, <email@example.com>. NSW HG and PG Association PO Box 3106, Bateau Bay NSW 2261, [www.nswhpa.org]. Pres: Bruce Wynne 0417 467695, <firstname.lastname@example.org>;
V-Pres: Nir Eshed 0423 422494, <vice-president @nswhpa.org>; Sec: Paul Cox 0421 072897, <email@example.com>; Trs: Graeme Cran 0414 668424, <firstname.lastname@example.org>. North Queensland HG Association PO Box 608, Kuranda QLD 4881. Pres: Bob Hayes 0438 710882 <email@example.com>; V-Pres: John Creswell 0400 122261; Sec/Trs: Tracey Hayes, PO Box 608, Kuranda QLD 4881, 0418 963796 <firstname.lastname@example.org>. Queensland HG Association Pres: Greg Hollands <greg.s.hollands@ transport.qld.gov.au>, PO Box 61, Canungra QLD 4275 07 38448566. South Australian HG/PG/ML Association SAHGA Inc, c/O PO Box 6260, Hallifax St, Adelaide SA. All email: <sahga.exec@gmail. com>. Pres: Stuart McClure 0428 100796; Sec/Trs: Rob Woodward 0408 808436. Tasmanian HG & PG Association [www.thpa.net]. Pres: Stephen Clark 0419 997550, <email@example.com>; V-Pres: Pete Steane 0407 887310 <psteane@ vtown.com.au>; Sec/Trs: Simon Allen 0438 086322, <firstname.lastname@example.org>. Northern TAS info: Richard Long (Burnie PG pilot), 0438 593998, <email@example.com>. Victorian HG and PG Association PO Box 157, Northcote VIC 3070, [www.vhpa. org.au]. Pres: Martin Halford <president@ vhpa.org.au> 0434 427500; Trs: Rob Parker <firstname.lastname@example.org> 0415 316861; Sec: Steve Poole <email@example.com> 0419 573321; SO: Hamish Barker <hamish.barker@ gmail.com> 0437 137893; Site Dev: Mark Pike <firstname.lastname@example.org>; Committee: Glenn Bachelor <email@example.com. au>, Stephen Leak <firstname.lastname@example.org>, Julie Sheard <email@example.com>, Jan Bennewitz <firstname.lastname@example.org>. The Pico Club (National Paramotor Club) Pres: Andrew Shipley <andrewshipley@net space.net.au>; V-Pres: Grant Cassar <grant_ email@example.com; Tres: Chris Drake <hgfa@ chrisdrake.com>; Sec: Jos Weemaes 02 6026 5658 <firstname.lastname@example.org>. NEW SOUTH WALES Blue Mountains HG Club Inc. [www.bmhgc.org.au]. Pres: Andy McMurray (PG SO) <email@example.com. au>, 0428 866737; V-Pres: Gregor Forbes (HG SO) <firstname.lastname@example.org. au>, 0421 376680; Sec/Ed: Alex Drew (PG SO) <email@example.com. au>, 0423 696677; Trs: Allan Bush (HG SSO) <firstname.lastname@example.org>, 0407 814524; Comp Dir: Mark Stewart (PG SO) <email@example.com>, 0421 596345, Comp: 2nd and last Sunday of each month. Meetings: Contact committee. Central Coast Sky Surfers PO Box 3106, Bateau Bay NSW 2261, [www. centralcoastskysurfers.com]. Pres: Glen McFarlane 0414 451050 <firstname.lastname@example.org>; V-Pres: Jeff Terry 0416 291545 <jeff@survival solutions.com.au>; Sec: Julie Terry 0411 567825, <email@example.com>; Trs: Paul Cox 0417 355897, <firstname.lastname@example.org>, SSOs: Paul Cox 0417 355897, Javier Alvarez 0418 116681. Meetings: 1st Thu/month, 7:30pm, Erina Leagues Club, Ilya Ave, Erina. Dusty Demons Hang Gliding Club 6 Miago Court, Ngunnawal, ACT 2913. Pres: Trent Brown 0427 557486, <Trent.Brown@ anu.edu.au>; Sec: Peter Dall 0428 813746, <email@example.com>; Trs: Michael Porter 0415 920444; SSO: Peter Dall 0428 813746. Hunter Skysailors Paragliding Club Pres/SSO: James Thompson 0418 686199, <firstname.lastname@example.org>; V-Pres: Brent Leggett 0408 826455, <brent@flashme. co.au>; Sec: Albert Hart 0421 647013, <email@example.com>; Meetings: Last Tue/month, 7pm, Hexham Bowling Club. Illawarra Hang Gliding Club Inc. 27a Paterson Rd, Coalcliff NSW 2508. Pres: Frank Chetcuti 0418 252221 <chetcuti1@ bigpond.com>; Sec: John Parsons; SSO: Tim Causer 0418 433665 <firstname.lastname@example.org>. Kosciusko Alpine Paragliding Club [www.homestead.com/kapc]; Pres: Michael Porter 0415 920444 <Michael.Porter@jllrld. com.au>; V-Pres: James Ryrie 02 61610225 <James@Micalago.com>; Sec: Mark Mourant 02 48464144 <email@example.com>.
ALL CLUBS PLEASE CHECK DETAILS IN THIS SECTION CAREFULLY Could all Clubs please ensure they maintain the correct and current details of their Executive Committees and contacts here in the magazine. Specific attention is directed to the listing of SSOs and SOs for the Clubs. Please ALL CLUBS and nominated Senior SOs and SOs confirm ALL SSO and SO appointments with the HGFA Office <firstname.lastname@example.org> to ensure that those holding these appointments have it listed on the Membership Database and can receive notices and correspondence as required. Appointment of these officers is required to be endorsed by Clubs in writing on the appropriate forms. Sometime in the future if confirmation is not received, those listed in the Database where no current forms or confirmation is held, the appointment will be taken as having expired. General Manager, HGFA
Manilla SkySailors Club Inc. PO Box 1, Manilla NSW 2346, [www.mss. org.au]. Pres/SSO (PG): Godfrey Wenness 02 67856545, <email@example.com>, V-Pres: Matt Morton <Matt.Morton@defence.gov. au>, Sec: Suzi Smith <firstname.lastname@example.org>, Trs: Bob Smith <email@example.com>, SSO (HG) Patrick Lenders 02 67783484 <patrick. firstname.lastname@example.org>, SSO (WM): Willi Ewig 02 67697771 <email@example.com>. Mid North Coast HG and PG Club Pres: Nigel Lelean 0419 442597; SSO: Lee Scott 0429 844961. Newcastle Hang Gliding Club PO Box 64 Broadmeadow NSW 2292; [www. nhgc.asn.au]. Pres: Stuart Coad <president@ nhgc.asn.au> 0408 524862; V-Pres: Dawson Brown 0429 675475; Sec: Simon Plint 0407 613701, <SimonPlint@newcastle.edu.au>; Trs: Allan McMillan 0400 637070; SOs: Coastal – Tony Barton 0412 607815, Inland – Scott Barrett 0425 847208, John O’Donohue 02 49549084, PG – James Thompson 02 49468680; Newsletter: David Stafford 02 49215832 <firstname.lastname@example.org>. Meetings: Last Wed/month 7:30pm South Newcastle RLC, Llewellyn St, Merewether. Northern Beaches HG Club PO Box 840, Mona Vale NSW 2103. Pres: Peter Rundle <email@example.com>; V-Pres: Brett Coupland 0409 162616, <firstname.lastname@example.org>; Sec: Alexander Drew 0423 696677, <dalexander@med. usyd.edu.au>; CEO: Jude Ho <heyjudeho@ bigpond.com>; Trs: Steve Nagle <steve. email@example.com>; Committee: Rohan Taylor <firstname.lastname@example.org>, Graeme Cran <email@example.com>. Northern Rivers HG and PG Club PO Box 126, Byron Bay NSW 2481; [www. nrghpgc.net]. Pres: Jan Smith 0438 876926 <firstname.lastname@example.org>; V-Pres: Brian Rushton 0427 615950 <byronair@ optusnet.com.au>; Sec: Marco Veronesi 0405 151515 <email@example.com>; Trs: Paul Gray 0407 738658 <mystralmagic@ gmail.com.au>; PR: Cedar Anderson 0429 070380 <firstname.lastname@example.org>; Sites: Peter Wagner 0431 120942, Col Rushton 0428 751379 <colin.rushton@bigpond. com>; SSO (PG): Lindsay Wooten 0427 210993 <email@example.com>; SSO (HG): Andrew Polidano 0428 666843 <andrew@ poliglide.com>. Meetings: 2nd Wed/month, 7pm, Byron Services Club. Stanwell Park HG and PG Club PO Box 258 Helensburgh NSW 2508; Pres: Chris Clements 0414 777853 <president@fly stanwell.com>; V-Pres: Tony Sandeberg 0413 593054 <firstname.lastname@example.org>; Sec: Jorj Lowrey 0400 937234 <secretary@fly stanwell.com>; Trs: Peter Ffrench 0403 076149 <email@example.com>; M/ship: Nir Eshed 0423 422494 <firstname.lastname@example.org>; SSO: Mark Mitsos 0408 864083, <SSO@flystanwell.com>. Sydney Hang Gliding Club Pres: Dean Tooker <email@example.com. au>; V-Pres: Brett O’Neil <bo307@westnet. com.au>; Trs: John Selby 02 93447932 <john firstname.lastname@example.org>; Sec: Bruce Wynne 0417 467695 <email@example.com> or <sydney firstname.lastname@example.org>; Dev/Train: Owen Wormald 02 94667963 <owen_ email@example.com>; SO: Bruce Wynne, Doug Sole; SSO: Ken Stothard. Meetings: 3rd Wed/month, 7:30pm Botany RSL, Botany.
asn.au>; V-Pres: Lee Patterson <vicepresident @chgc.asn.au>; Sec: Mark Kropp <secretary@ chgc.asn.au>; Trs: Brandon O’Donnell <firstname.lastname@example.org>; Ed: Cameron McNeill 0419 706326; Gen-Exec: Greg Hollands <email@example.com>; SSO PG:Phil Hystek 07 55434000 (h), 0418 155317 <sso @chgc.asn.au>; SSO HG: Lee Patterson 0417 025732 <firstname.lastname@example.org>. Central Queensland Skyriders Club Inc. ‘The Lagoons’ Comet River Rd, Comet QLD 4702. Pres: Alister Dixon (instructor) 0438 845119, <email@example.com>; Sec: James Lowe 0418 963315, <j.lowe@cqu. edu.au>; Trs: Adrienne Wall 07 49362699, <firstname.lastname@example.org>; Events: Jon Wall 0427 177237, <jonathon.a.wall@team. telstra.com>; SSO: Bob Pizzey 0439 740187, 07 49387607. Towing Biloela: Paul Barry 07 49922865, <email@example.com>. Conondale Cross-Country Club [www.conondaleflyers.asn.au/] Pres: Lewis Nott 0488 082937 <president@conondale xcflyers.asn.au>; Sec: Michael Strong 0414 845785 <firstname.lastname@example.org. au>; Trs: Steve Stocker 0411 226733 <steve_ email@example.com>. Dalby Hang Gliding Club 17 Mizzen St, Manly West QLD 4179. Pres: Daron ‘Boof’ Hodder 0431 240610, <daron@ aclad.com.au>; Sec/Trs: Annie Crerar 0418 711821, <firstname.lastname@example.org>; SSO: Jason ‘Yoda’ Reid 0424 293922, <jasonr@ gleda.com.au>. Fly Killarney Inc. Pres/SSO: Lindsay Wootten 0427 210993, <email@example.com>; V-Pres: Alistair Gibb 0414 577232, <11thhour@iinet. net.au>; Sec/Trs: Sonya Fardell 0415 156256, <firstname.lastname@example.org>. Sunshine Coast Hang Gliding Club PO Box 227, Rainbow Beach QLD 4581; <email@example.com>. Pres: Geoffrey Cole 0408 420808, 07 5455 4661; V-Pres & SSO (HG): David Cookman 0427 498753; V-Pres (PG): Tex Beck 0407 238017; Trs: Gary Allen 0417 756878; Sec: Chris Ferreira 0420 980572 <firstname.lastname@example.org>; (HG): David Cookman 0427 498573, 07 54498573; SSO (PG): Jean-Luc Lejaille 0418 754157, 07 54863048. Wicked Wings Club Toowoomba & District PG/HG Club Inc, 190 Drayton St, Laidley QLD 4341. Pres: Peter Schwenderling 0427 461347 <swendo1@big pond.net.au>; Trs: Richard Cook 0427 805960 <email@example.com>; Sec: Troy Litzow 0448 456607 <firstname.lastname@example.org>. Whitsundays HG Club Sec/Trs: Ron Huxhagen 07 49552913, fax: 07 49555122, <email@example.com>. Tasmania Tasmanian HG&PG Ass. (see States & Regions)
NORTHERN TERRITORY Alice Springs HG and PG Club Pres: Ricky Jones 0406 098354, <redcentre firstname.lastname@example.org>, contact for paramotoring, PG ridge soaring and thermal flying. QUEENSLAND Caboolture Microlight Club 50 Oak Place, Mackenzie QLD 4156. Pres: Derek Tremain 07 33957563, <derekjo@gil. com.au>; Sec: John Cresswell 07 34203254, <email@example.com>; SO: Graham Roberts 07 32676662, <firstname.lastname@example.org> Cairns Hang Gliding Club PO Box 6468, Cairns QLD 4870. Pres: Bob Hayes 0438 710882 <email@example.com. au>; V-Pres/SO: Brett Collier 0431 151150 <firstname.lastname@example.org>; Sec: Lance Keough, 31 Holm St, Atherton QLD 4883, 07 40912117; Trs: Nev Akers 07 40532586. Canungra Hang Gliding Club Inc. PO Box 41, Canungra QLD 4275; [www.chgc. asn.au]. Pres: Phil McIntyre <president@chgc.
VICTORIA Dynasoarers Hang Gliding Club <email@example.com>; Pres: Dale Appleton 0408 382635; SSO: Rob van der Klooster 0408 335559. Meetings: 1st Fri/ month, venue see [www.dynasoarers.vhpa. org.au]. Melbourne Hang Gliding Club Inc. PO Box 5278, South Melbourne VIC 3205 [www.melbourne.vhpa.org.au]. Pres: Gabriel Toniolo 0407 544511, <gabriel.toniolo@ hotmail.com>; Sec: Peter Davies 0400 883155, <firstname.lastname@example.org>; Trs: Greg Stroot 0402 473113, <email@example.com>; SSO: Peter Holloway 0408 526805, <info@ freedomairsports.com.au>. Meetings: 3rd Wed/month, Tower Hotel, 686 Burwood Road, Hawthorn East VIC 3123. North East Victorian Hang Gliding Club Pres: John Chapman 0412 159472 <chappo firstname.lastname@example.org>; Sec: Bill Oates 0466 440 049 <email@example.com>; Trs/M/ship: Greg Jarvisy 0407 047797; SSO/VHPA Rep: Joe Rainczuk 0419 875367; Committee: Barb Scott 0408 844224, Bill Brooks 0409 411791; SSO: Karl Texler 0428 385144; Meetings: [www. hgfa.asn.au/~nevhgc/].
Sky High Paragliding Club [www.skyhighparagliding.org]; Pres: Steve Leak <firstname.lastname@example.org>, 0409 553401; V-Pres: Martin Halford <vp@ skyhighparagliding.org.au>, 0434 427500; Trs: Julie Sheard <tres@skyhighparagliding. org.au>, 0425 717944; Sec: Phil Lyng <email@example.com>, 0421 135894; M’ship: Loz Pozzani <mem@ skyhighparagliding.org.au>, 0421 389839; Nov Rep: Mike Armstrong 0412 329442 <firstname.lastname@example.org>; Web: Pete Condick <email@example.com. au>, 0400 560653; Safety: Carolyn Dennis <firstname.lastname@example.org>, 0427 555063; Committee: Steve Poole 0419 573 321. Meetings: 1st Wed/month 8pm Retreat Hotel, 226 Nicholson St, Abbotsford. Southern Microlight Club [http://home.vicnet.net.au/~stclub/]. Pres: Mark Howard 0419 855850 <mark.howard@ auspost.com.au>; V-Pres: Ken Jelleff <kenj@ jelfor.com.au>; Sec/Ed: Kelvin Glare 0421 060706 <email@example.com>; Trs: Dean Marriott <firstname.lastname@example.org>. Meetings: 2nd Tue/month 8pm Manning-ham Club, 1 Thompsons Rd, Bulleen. Western Victorian Hang GIiding Club PO Box 92, Beaufort VIC 3373, [www.wvhgc. org]. Pres: Phillip Campbell 0419 302850, <email@example.com>; V-Pres: Anthony Meechan 0407 163796, <meeks65@yahoo. com.au>; Sec: Rachelle Guy 0438 368528, <firstname.lastname@example.org>; Trs: Richard Carstairs 0409 066860, <rcarstairs@ optushome.com.au>; SSO: Rohan Holtkamp 0408 678734 <Rohan@dynamicflight.com. au>. Meetings: Last Sat/month, The Golden Age Hotel, Beaufort, 7pm. WESTERN AUSTRALIA Albany HG & PG Club SSO: Simon Shuttleworth 0427 950556; Sec: John Middleweek 08 98412096, fax: 08 98412096. Cloudbase Paragliding Club Inc. Secretary, 12 Hillside Crs, Maylands WA 6051. Pres: Mike Annear 0400 775173 <mike@ mikeannear.com>; V-Pres: Eric Metrot 0407 003059<email@example.com>; Trs: Colin Brown 0407 700378 <cobrown@bigpond. com>; Committee: Shelly Heinrich 0428 935462 <firstname.lastname@example.org>, Rod Merigan 0439 967971 <email@example.com. au>, Clive Salvidge 0402 240038 <clive@iinet. net.au>, Julien Menager 0423 829346 <Julien. firstname.lastname@example.org>; SOs: John Carman, Nigel Sparg, Colin Brown, Mark Wild. Meetings: Last Tues/month, 7:30pm, Osborne Park Bowling Club, Park St, Tuart Hill. Goldfields Dust Devils Inc. [www.dustdevils.itaustralia.org]. Kalgoorlie: Pres: Toby Houldsworth <drogue@bigpond. com>, 0428 739956; Trs/SSO: Murray Wood <email@example.com>, 08 90215771; Sec/SO: Richard Breyley <richard.breyley@ matsa.com.au>, 0417 986896. Perth: SSO: Mark Stokoe <Mark.Stokoe@health.wa.gov. au>, 0414 932461. Hill Flyers Club Inc. <firstname.lastname@example.org>. Pres/SSO: Rick Williams 0427 057961; Sec/SSO: Gary Bennet 0412 611680; SSO: Gavin Nicholls 0417 690386, Mike Ipkendanz 08 92551397, Dave Longman 08 93859469. Meetings held on site during club fly-ins at York, Toodyay. Western Microlight Club Inc. Pres: Brian Watts 0407 552362; V-Pres: Keith Mell 08 97971269; Sec: Paul Coffey 0428 504285; CFI: Brendan Watts: 0408 949004. Western Soarers <email@example.com>, PO Box 483, Mt Hawthorn WA 6915. Pres: Michael Duffy <firstname.lastname@example.org>; V-Pres: Jason Kath <email@example.com>; Sec/Trs: Mirek Generowicz 0427 778280, <mgenerow@ optusnet.com.au>; SSOs: Shaun Wallace, Gavin Nicholls, Matty Coull, Rick Williams, Michael Duffy. Meetings: See [http://au.groups.yahoo. com/group/western_soarers/].
Soaring Australia 41
GFA Business Manager’s Report Notes on the GFA Executive Meeting 17 and 18 April 2010 These notes are taken from a personal record with the minutes being available on the website. The Insurance Officer reported on: • Note in correspondence that the QBE Insurance Company have appointed re- presentatives to deal with liability claims arising from Byron Bay accidents. • Note in correspondence that the QBE Insurance Company has appointed re- presentatives to deal with liability claims arising from Mangalore accident. • Note in correspondence that the QBE Insurance Company has appointed representatives to deal with liability claims arising from Southern Table- lands Gliding Club accident. • Possible improvements in Insurance premiums broached with OAMPS on BBL increase. • Insurance claim issues – confidential details provided at the meeting. • Simulator Insurance – Coverage arranged by SAGA RDO. Terms and Conditions of hire to be finalised in co-operation with SAGA. IT – Edwin Grech-Cumbo reported on: • The IT project, which he is managing to update the GFA on office administration software. • The project is within budget and due to complete in March 2011. • A discussion and demonstration was presented by CAD and GFA secretary Marcia Cavanagh on electronic forms (being tested) for airworthiness, public user interface and methodology employed. Phased implementation and aircraft register still to be used. This database serves complimentary functionality. Form2 purchases to be made against glider to maintain continuity of aircraft documentation, this will require additional password. This is a result of R.O. and R.H. being non-unique entities. • New forms to be basis of reporting information. • GFA has requested a strategy paper from I-Services (software implementer). This is to chart direction for GFA as regards software use, best practice and scalability. • Data entry requirements of archived documents will be established after review by volunteers is complete. • Concerns noted on form format, security and responsibility for form completion. • GFA website, current and proposed 42 Soaring Australia
directions was presented to Executive for clarification. • Discussion took place on strategy for Web Content Manager, and corporate website versus existing Soaring and GFA website. • Power Point presentation of background to lead to a recommendation from Executive in the next few weeks after additional presentation content to be reviewed which has been provided by CM&D, for a right of reply. Disputes and Mediation: The Executive received a report from the vice-president on disputes current and resolved between members and clubs/ members and members. The vice-president noted that clubs may need to ascertain what happens when and if a member discontinues to pay subs. Clarification may need to be made that they remain a member but without voting rights. A time limit should apply for delinquent member to be active on club lists. The President reported on: CASA The President noted that the relationship with CASA was both cordial and co-operative. GFA re-affirms its fundamental philosophy that it is a delegated administrator and CASA is the Regulator. GFA influences its membership through education. Its policies are rigid and the basis for a structured organisation. President has received a personal invitation from J McCormick to attend a CASA-sponsored panel in Qld. The Regional Aviation Safety Forum is to examine Safety in WA, NT, FNQ and TAS. Aerosafe As a consequence of the Aerosafe IRP document sent to GFA, a SMS project team has been established with project lead Jenny Thompson. The team is doing well and producing outcomes. A request to attend local safety seminars conducted by Ops has been received and a consideration of the request to be actioned by the Executive. Webinars are continuing to be utilised and two members of the GFA organisation have
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attended a three-day course in Canberra, sponsored by CASA. Other SAOs RA-Aus, Ballooning Federation and SAAA (Sports Aircraft Association of Australia) also participated. Purpose of the course was to develop a Venture Risk Management Plan that will be presented to the Executive for evaluation. President attended the RTOA’s conference held in the GFA Somerton offices. Purpose of attendance was to ascertain how RTOAs were travelling, how they were performing and to take on board any issues that may be of concern. President praised their dedication to their responsibilities, noted that fleet maintenance was varied and airworthiness as a whole was in ‘good shape’. Notes of concern were over communications generally between officers, regions and departments. Items identified included a need to form a relationship with RA-Aus in relation to motor gliders, and to share GFA and RA-Aus technical expertise in respective fields. There are no common standards between RTOs in general. Relationships between regions are generally good however assistance is required amongst some. RTOAs have requested a crack testing kit for each region, referred for budget consideration. ASAC President to attend the ASAC Board meeting in Canberra. GFA concerns with ASAC activity decreasing over time. MoSP Rewrite Plans The re-write of Ops Regs and MoSP2, Risk Profile Analysis, SMS and CTOO retirement requires examination in view of succession planning. In view of this, there may be a requirement for a full time technical officer. This would possibly be amalgamated with the STO & CTOO positions. This would give GFA an opportunity to upgrade technical qualifications. This position would then report to COP with directive from Airworthiness. The CTOO has been informed and if this model was to be followed the STO position would become redundant. Safety: Safety Performance Vice-president Phil McCann reported on research conducted on international reporting of safety. He noted that he was particularly interested in baseline trending and these figures will be dealt with by the SMS outcomes. The Executive is looking at rolling the results out July 2010
to the members. Reporting incidents is important but a clear definition of incidents and accidents (distinction of deliberate act versus unintentional act). CAD – has supplied old data for review (Owen Jones to be supplied with same. Refer president’s report) IRIS systems still being evaluated. Vice-president presented a safety brief at the RTO/A’s conference, outlining processes and expectations which resulted in robust debate. RTO/As showed a keenness and interest in the process and its intent. FLARM use is also to be reviewed. Safety Management System The president appraised the Executive of SMS progress and presented a summary report from the SMS project team (Jenny Thompson). COP agrees that the SMS project team is a positive step and compliments the Ops department, he also acknowledges the president’s view that accidents and incidents require Ops inclusion after the project team has completed its task. President noted concerns on incident reporting in the more populous states. At the Executive’s invitation, the SMS project team to attend safety seminars with Ops (Risk Profile rollout) at a regional level from SMS project team state members, to be liaised with COP. It was noted that a review of the Ops status check was requested. The chairman, Marketing & Development reported on: • Follow-up actions from the September GFA seminar in Sydney, including a planning checklist for future seminars. • Marketing stickers for vehicles and trailer backs, stored in secretariat, 10 year life span. • Planning and preparation for a VSA clubs’ development meeting. • Vacancy of Victorian RDO position due to resignation. • Vacancy of Queensland RDO position due to resignation. Candidate put forward by GQ. • WA RDO Shari reports on Beverly, Sterling and Albany area. • Exit poll progression. • Simulator use by Victorian clubs. Hire document to be finalised. Simulator was in Victoria during October for six weeks in six different locations. The handbook needs updating with numbers required to man the simulator being three for a static display and seven for larger displays. • Membership numbers at 2459, glitch with iMIS cut-over reflected in reported membership from March. July 2010
• S oaring Australia requires input for direction. • Change of content required to be relevant. • Seek input from editors on change impacts to existing functions, content and output. • Discussions on attendance at NatFly by GFA as a participant. • Use of Bernard Eckey’s material to promote soaring. The Chairman of the Operations Panel reported on: • CAD – outlined the National Safety Seminar and Club Risk Profile schedule. • CAD – provided details of the Ops panel 12, 13 and 14 June 2010. • President noted that there are serious gaps in Ops where the Ops panel should consider a reference to the 37 GPC items. The Treasurer reported on: • Effect of global economic factors impacting on deposit interest rates. • Revenues strong and budgeting for a deficit. • Treasurer noted that IRP focus has costs and that normal operations require funding. • CM&D has concerns on enforced chan- ges not being provided for by regulator, • Budget will hedge against CASA funding. • President noted that funding is avail- able for Documented Approved Projects, • All expenditure will be paid ‘if’ pre-approved. • The cost of employing new business manager. • Impending GFA Audit 24-8-2010. • Increased workload on secretariat staff due to spread of membership, Feb – Mar iMIS introduction, centralising aircraft documents and phased efficiencies. • Close to budget at this time and a CPI increase adjustment to be made @ 2%. Members’ fees to increase to $20. President to prepare a note for the Board detailing this requirement. • Increased expenditure on IT, CASA changes and business manager employment. • Business manager left room whilst salaries were discussed. • AEF decreases. • FAI badge claims remain static . • CM&D requests clarification on Executive increase of fees and for Board to action regulation changes. • Pilot Card printing is superseded by GPC. Executive to clarify.
Peter Hopkins: Up, up and away
The Chairman of the Sports Committee reported on: • GPC – coaching/sporting seminars have been planned for WA, SA, NSW, Vic planned for May. • CSC – we have 10 Pilots in International competitions; 13 Pilots involved in coaching squad. • Withdrawal of International pilot, comp monies to be rolled over for next year. • License issues with German authorities. CASA license review may be completed by Christmas and will be ICOA compliant. Insurance issues. • NCC to meet in May; the purpose being to changes rules on leeching and collusion. This is not allowed in National competitions. • Re-education of pilots of oxygen and CASA regulations. Noted concerns on support mechanisms for oxygen, bottle testing and filling. • Squad week ‘Top Gun’ name change to be reviewed. The Chairman of the Airworthiness Department reported on: • Corporate Governance – Review of documents • Manual of Standard Procedures Part 3 –Airworthiness. • Electronic Form Development and implementation • Short outcomes report on RTOA conference • CAD – Conference overall outcome positive, no representation from SA. • Note: motion from an RTOA for CAD to resign – Not Carried • Lengthy discussions on imported glid- ers where ULA of maximum 300 and minimum 70 is being referred to CASA. • President noted that the Board is to be referred to on the subject ‘regulation of Ultralights in lieu of training and maintenance of imported gliders. • Agreed outcome of conference – amend risk assessment and discuss with stakeholders a National standard of operations Soaring Australia 43
GFA Business Manager’s Report • R equest for ‘Black Light’ crack kits for each state to be referred to Executive Proposal in principle that GFA give con- sideration to purchasing fluorescent black light test kit at approximately $1000 each. CAD – asked to provide breakdown costs and factor in consumable cost to be met by user. • Noted that amateur-built aircraft fol- low guidelines of SAAA. MoSP should be amended and approved by CASA. • Agreement by John Ashford and Ian Patching to report on Asset Management and inspections items. • Noted: RTOAs duty statement of club inspections. Updates 30 April. • STO report on power sailplanes was well produced and is to be displayed in the magazine. • Request for maintenance and inspection of power sailplane standards • RTOAs’ request an annual meeting, referred to Executive. • Request that communications between regions and department be improved.
• C M&D for details of additional airworthiness courses to be advertised on the website . • Request from CAD for cross pollination with RA-Aus, representation has been made on GFA’s behalf. • CAD – Qld, NSW and Vic have airwor- thiness courses scheduled with VSA and SAGA. • Airworthiness safety activities. • Fuel line issues with motor gliders. • Crack test replacement kits. • DG maintenance cost and documentation issues. • GFA Board strategy meeting has been postponed due to the inability of some Board members to attend.
Insurance Issues I have received a note from one club that is looking to conduct ‘Soaring’ instruction during the week and a request for clarification on the insurance implications and cover availability was made:
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‘I am currently a club secretary and seek clarification with the insurer on the coverage of a commercial operation mid-week where the instructor receives payment direct with a 20 cents per minute surcharge on all instructional flights. Could this could be interpreted as charging for instructors? No money is paid to instructors, that $12 per hour can be construed by any party as being a commercial rate. Could the insurer clarify their perception, so that if we need to alter this arrangement we will.’ (sic). There are a number of points to cover on the questions raised by this query but in a nutshell the activities they outline are covered by a combination of the GFA Broad Based Liability policy and the club’s own covers – which is how it is supposed to work. • The main trigger point for cover is that as a GFA-affiliated club, ‘The Club’ will have cover under the Broad Based Liability Policy up to $250,000. This will cover all their club activities
including training and instruction, be it TIF or on a commercial basis. • Obviously $250 000 is not a sufficient level of cover so we understand that ‘The Club’ top up the liability cover to a level of $5 million attached to the individual gliders in their fleet. As long as the Insurers are notified that the gliders are used for commercial training/hire, the top up cover will respond to any claim brought against the club for bodily injury or property damage arising out of the club activities. • I think what ‘The Club’ may be getting at is ‘are volunteers covered under the GFA Contingent Liability policy?’ but this becomes a moot point as they are covered already under the clubs’ insurance policies. The Contingent Liability policy is in place to pick up liability for volunteers or instructors who are not charging for their time however this is a back up policy which would only need to
be called on in the event the club did not have its own top up cover • It is confirmed the Insurers would not consider the 20 cents per minute charge to be a commercial arrangement. • In all of the above, it should be remembered that the policies are not accident policies. There is no cover for injuries to instructors, etc – cover is only for their legal responsibility (if any) to others. • Much like the gliders, the tugs will have their own liability cover which will provide liability cover for all their activities as long as these activities are advised to the insurer.
GFA Volunteer Vacancies RDO (Vic); MPIO (Member Protection Information Officer) NSW, VIC; RTO/A, Qld. Please refer to the business manager for details <BM@sec.gfa.org.au>.
A reminder that the Board has agreed to submit and recommend for adoption the following motion as Special Business at the 2010 AGM. “That Clause 12(e) of the GFA Articles of Association be deleted and replaced with the following: (e) A maximum consecutive term for any Board member in any one position shall be five years and shall apply except in special circumstances and where invited to continue, such an invitation being approved by at least two-thirds majority of the Board.”
Australian Gliding Grand Prix A feature of the Australian Gliding Grand Prix is the chance to fly with Sebastian Kawa, World GP Champion at either the Queensland State comps or the Australian Multiclasss Nationals 2010. A competition is being held to provide this opportunity to solo rated pilots with Duo Discus hire and aerotow costs included. This is an opportunity to hone your own skills. Please refer to <rob@ glidinggrandprix2010> or call 0408 016 164 for further details and best of luck.
GFA Business Manager
Peter Hopkins Mobile: 0451 055 316 Email <BM@sec.gfa.org.au>
44 Soaring Australia
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G FA NOTICE TO ALL GFA ADVERTISERS All advertisements and payment can be sent to: The Gliding Federation of Australia Inc/Advertising Level 1/34 Somerton Road, Somerton VIC 3062. Ph: 03 9303 7805, Fax: 03 9303 7960 Email: <Advertising@sec.gfa.org.au> Advertisements may be emailed in high resolution (300dpi at 100% size) using TIF or EPS formats. Photographs may be provided in either photo print or slides. Low resolution digitals are not suitable. Photographs, slides or disks may be returned. Please include a self-addressed and stamped envelope for the return of any promotional material. All GFA advertisements must be paid for prior to publication. (Payment by cheque, money order or credit card). Don’t forget Classifieds deadline is the 25th of the month, for publication five weeks hence. For current advertising fees, go to [www.gfa.org.au].
The GFA Board proposal to the 2010 Annual General Meeting, September 2010
Lined up and ready to go during the Gliding Queensland Easter competition
ASW 17 VH-YKL. Complete with enclosed trailer & instruments, now in Australia, $35000. Ph: Brad Edwards 0427 202535 or 02 67711733. ASW 20BL VH-HDY, 15m & 16.6m configurations. 2650 hrs, 860 landings. Comp ready. Excellent trailer. Full tow-out gear. Many extras. $62500 ono. Ph: Gary 03 53524938, or <firstname.lastname@example.org>. Discus B incl. L-Nav, GPS, Microair radio & an enclosed trailer. Glider is based at Gawler & has been well maintained with a good finish & in excellent condition. $65000. Ph: John 08 83563038. IS28 Due to fleet restructuring the Gliding Club of Victoria offers for sale one of either of its IS28s, CQD (7500 hrs TT) or WVV (13250 hrs TT). Both 28s are in very good condition with standard instruments & radio. The price is $19000 & $16000 respectively & it was thought VV could be attractive to a small club or syndicate. Ph: Robert 03 94894298 or <email@example.com>. IS29 D2 VH-WUY. Great condition, 1800 hrs, 30yearly done, Form 2 to 04/2011. Open trailer, tail dolly, winglets, Xcom radio, Borgelt instruments. NDH. $18500. Ph: 0407 365268. Jantar 2 Std VH-IUD Good condition, winglets, good instruments, Flarm ,recently completed Form 2 & ready for the soaring season with all tow-out gear & enclosed trailer at $25000. Ph: 0438 047985. Jantar 2 Std VH-IZT 1850 hrs, 1100 landings. Good clean condition. Microair radio, Borgelt instrumentation, canopy hinge. Well thought out trailer & all tow-out gear. Competitive Std Class performance at $28000 neg. Ph: Paul 0404 851876. Jantar 2 Std VH-UKP $25000 ono, 2060 hrs, 850 landings, Registered 12/1981. Custom made trailer, groundhandling gear, Borgelt basic instruments, vario, speed to fly & final glide computers. Turn & bank, Becker radio, oxygen (diluter demand system), parachute. Ph: Rob 08 93062241, 0428 270153 or <firstname.lastname@example.org>. Libelle 201B serial no 454 VH-GCJ 2900 hrs, new canopy, new panel with Borgelt vario, LX20 GPS logger, radio & Flarm. New water bags & c/w towout gear & good trailer. Wing covers & fresh Form 2. $16000. Ph: 02 66243999. LS-4a IID 4700 hrs, 1650 flights poly paint, tailwheel, winglets, three batts, 57mm instruments 302 & 4700 ipac & all tow-out gear, good trailer just refurbished. $52000 obo, instrument fit neg. Ph: Todd 0409 386667 or <email@example.com>. LS8-18/15 Fully equipped/optioned + Cobra XL, priced btw 120-135K depending on equipment. Ph: Miles Gore-Brown 07 55789904 or <mgbsia@ pacific.net.sg>.
Photo: David Higgs July 2010
Soaring Australia 45
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Mini Nimbus B Excellent cond, always hangared, refinished in PU, 2150 hrs, Becker radio, parachute, winglets, Winter vario, Blumenauer vario/speed to fly, oxygen, turn & bank, aluminium trailer for one-man rig/derig. $35000. Ph: 03 98466525 or <firstname.lastname@example.org>. PIK 20B VH-GTV. Half-share, based at BSC as Don Gray retires after 28 wonderful yrs in the sport & comradeship, $12500, T-hangar extra. Ph: 02 63624430. Pilatus B4 Aerobatic. Refurbished, clean paint, fresh Form 2. With trailer. $15000. Ph: 0417 649475. Std Cirrus Factory winglets, new canopy, basic instruments, as well as a B50 vario. Trailer in good condition. Parachute. Ph: Matt 0421 382990 or <email@example.com>. Std Cirrus VH-GJR Borgelt vario with averager & speed command, Cambridge electric vario, Microair radio, dual battery installation, Swiss cylindrical aluminium trailer & tow-out gear. Same owner since purchase at World comps Waikerie 1974 TT 1800 hrs $18000 ono. Ph: Marc 0408 819998 or <michellm@ bigpond.com>.
Two-seater Sailplanes Duo Discus T VH-JSR best Duo in Australia, like new, beautifully finished, meticulously maintained, winglets, handles like a Duo X, low engine hrs, complete package with parachutes, instruments, oxygen, trailer. Ph: Shane 0418 759310 <firstname.lastname@example.org> or Ralph 07 38436178 (h) <email@example.com>.
Self Launching/Motor Gliders Discus-2cT
ZBF for Outback touring. Very good condition. 100 HP prop mods done. E 650. A 770. AH. DG. Nav com, Cam vario, GPS, transponder, jacks, tools, spares, keylock, ELT. $170000, T hangar at Camden available. Ph: Barry Bowerman 02 46366314, 0427 003644. Grob Twin III 103 Self launcher. Very low hrs, refinished; delight to fly. $125000 fly away. $135000 with trailer tow away. Ph: Mark Rowe 0403 307363 or <firstname.lastname@example.org>. Two Grob 103s & one trailer based at Gawler. Min hrs remaining. Make an offer. Ph: John 08 83563038. Grob 3 SL VH-GLL FIRESALE PRICE two-seat self launching sailplane, latest mdl with Discus type wing, VG Avionics, 38:1 glide, excellent XC trainer or self launch conversions, new paint 2010 (P Holmes), low hrs, approx 550, canopies perfect, Clam shell Cobra trailer incl, complete package all in excellent condition. We must sell this glider now – priced to go at an absolute bargain price of $99000. Call us for more info, our loss will be your gain! Ph: 02 66847627 or SMS 0400 553642. SF 25D Scheiber Limbach 1700 motor VH-YPL. TT 5790. Fuse o/hauled, wings refurbished, new upholstery. Very good condition. A$32000. 10-year service due 23/11/2017. Ph: 0415 530020. Super Ximango Plus. A true touring motor glider. Excellent condition. Just completed 600-hrly & Form 2. $165000. Fully equipped & tooled. Details & photographs, Paul <email@example.com>.
Wanted 18m Manufactured 2007, approx. 290 hrs TT, 7 hrs on turbo. NDH. PU paint, tinted canopy, disk brake & all other usual options. Avionics included (but optional): LX8000 computer with remote stick & integrated Flarm, Becker radio & transponder, Tru-Trak T&S. Cobra trailer with SL package. Always hangared with Jaxida hangar covers. Brand new condition. Located NZ. Will assist with shipping. A$145000 + GST. Contact: <firstname.lastname@example.org>.
Silent Wings Aviation
Discus A or B. No preferences regards instruments, oxygen, chute or trailer. Ph: Paul Rose 08 94674241. or <email@example.com>. Self launcher: Glass with Form 2 or close. $50 to 70000 or thereabouts. Reply <firstname.lastname@example.org>.
Instruments & Equipment Xcom Transceivers Deal $1600 incl. boom mic & aviation wire harness, great prices Winter mini instruments, tyres & Cambridge 302/303/306 logger, vario & navigator. Ian McPhee [www.mrsoaring. com.au] 0428 847642.
Silent Targa Fuel Inject (www.alisport.com). Highly optioned new demo unit, <6 launches & test hrs for CofA only. One-man self-rig package (20 min), steerable tail wheel, super Cobra trailer. Pure fun & independence. Price neg. Ph: Greg 0400 114747 or <email@example.com>. Dimona H36 Motor Glider 2000 Limbach. 2500 hrs TT, Form 2 in 12/09, 238 hrs on factory new L2000 motor, 30 hrs since prop o/haul & magneto o/haul. Recent new battery. At Bordertown, SA, $75000. Ph: Peter 0409 693027, 08 87 565019 (h) or <firstname.lastname@example.org>. Dimona H36 with L2400 motor. Just finished 3000hr survey & extension to 6000-hr life. Latest motor & prop. Folding wings & transponder, flies beautifully & all in excellent cond. $85000. Ph: John 03 52366290. Falke 2000 built 1992, modern two-wheel, L2000800htr, 57mm Becker radio/transponder, certified 650kg AUW. Ph: Ian McPhee 0428847642.
46 Soaring Australia
With sliding axle for lateral adjustment. Gas spring lifting assist. All Terrain threewheel stability. Quick breakdown. Versions for all gliders, even two-place. Sturdy, TIG welds, Powder coat. [www.wingrigger.com].
Airborne Magazine: Covering all facets of Australian & New Zealand modelling. The best value modelling magazine. Now $60pa for six issues. Plans & other special books available. PO Box 30, Tullamarine, VIC 3043.
Free Flight: Quarterly journal of the Soaring Asso ciation of Canada. A lively record of the Canadian soaring scene & relevant international news & articles. $US26 for one year, $47 for two years, $65 for three years. 107-1025 Richmond Rd Ottawa, Ontario K2B 8G8 Canada, email: <email@example.com>. Gliding International: The new international gliding magazine edited by John Roake. Specialising in being first with news from every corner of the soaring globe. A$60 p.a. Personal cheques or credit cards accepted. Contact: Gliding International, 79 Fifth Avenue, Tauranga, New Zealand. Email: <firstname.lastname@example.org>. Sailplane & Gliding: The only authoritative British magazine devoted entirely to gliding. 52 A4 pages of fascinating material & pictures with colour. Available from the British Gliding Association, Kimberley House, Vaughan Way, Leicester, England. Annual subscription for six copies £17.50. Sailplane Builder: Monthly magazine of the Sail plane Homebuilders Association. $US29 (airmail $US46) to SHA, c/o Murry Rozansky, 23165 Smith Road, Chatsworth, CA 91311 USA. Soaring: Official monthly journal of the Soaring Society of America Inc. PO Box 2100, Hobbs,nm 88241 USA. Foreign subscription rates (annually): $US43 surface delivery; $US68 premium delivery. Technical Soaring/OSTIV: Quarterly publicationof SSA containing OSTIV & other technical papers. c/o T U Delft, Fac Aerospace engineering, Kluyerweg 1, NL-2629 HS DELFT, The Netherlands. Vintage Times: Official newsletter of Vintage Gliders Australia, edited by David & Jenne Goldsmith, PO Box 577, Gisborne VIC 3437, Membership $20 pa.
01/07. Same as flown by Attila to win the Worlds. 130 hrs. Beautiful to fly. White/red stripe/grey. $7000. Ph: Bruce 0417 467695 or 02 93654635 (Bondi) or <email@example.com>. Sonic 165 good condition, 70 hrs flying almost all inland flying, two spare DTs, $1500 ono. Ph: 0418 437365.
Microlights & Equipment New South Wales
Airborne Classic Edge X 582 Streak wing. Always hangared, nil accidents. New Mast, New Base Bar. TT 724 hrs, engine 247 hrs. Incl. spare 582 engine with 380 hrs, still running strong with regular bearing checks. Two helmets & headsets. $17500. Ph: 0409 318230. Queensland
Trike Hangarage available at Redcliffe aerodrome, near Brisbane $300 per month. Ph: Peter Stephenson 0403 151602 or <PCS1@narangba-medical.com.au>. Victoria
Airborne XT 582 Cruze wing, 110 hrs, new trailer, new full cover, training bars, bar mitts & more. Ph: Ron 0433 551103.
Paragliders & Equipment New South Wales
Gradient Avax 24-VI comp glider, in perfect condition, c/w set of new lines & line chart. Adv pilots only, $500. Ph: 0400 311866.
HGFA Schools VICTORIA
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PARAGLIDING CENTRE We are based in Bright, NE Victoria, widely renowned as Australia’s best flying region. Bright has been host to numerous Australian & international competitions. Feel confident that you are learning with the best, our CFI Fred Gungl (six times Australian Paragliding Champion) has been involved in paragliding since 1990 & instructing for over 10 years. Courses • Introductory & HGFA licence course • Thermal & XC clinics for all levels • SIV courses • Tow courses • XC tandem flights • Equipment Sales We are now conducting SIV courses. See website for details. Dealer for all major glider manufacturers, Charly reserves, Insider helmets & various accessories.
Active Flight Fred Gungl, ph: 0428 854455 www.activeflight.com.au
H G FA Classifieds are free of charge to HGFA members up to a maximum of 40 words. One classified per person per issue will be accepted. Classifieds are to be delivered to the HGFA office for membership verification/payment by email <firstname.lastname@example.org>, fax: 03 93362177 or post: 4a/60 Keilor Park Drive, Keilor Park VIC 3042. The deadline is 25th of the month, for publication five weeks hence. Submitted classifieds will run for one issue. For consecutive publication, re-submission of the classified must be made, no advance bookings. When submitting a classified remember to include your contact details (for prospective buyers), your HGFA membership number (for verification) and the State under which you would like the classified placed. (Note that the above does not apply to commercial operators. Instructors may place multiple classified entries, but will be charged at usual advertising rates.)
All aircraft should be suitable for the intend ed use; this includes the skill level required for the specific aircraft being reflective of the pilot’s actual rating & experience. All members must adhere to the maintenance requirements as contained in Section 9 of the Operations Manual & as provided by manufacturers. Secondhand equipment should always be inspected by an indepen dent person, an Instructor wherever possible. Advice should be sought as to the condition, airworthiness & suitability of the aircraft. It should include examination of mainte nance logs for the aircraft. It is unethical & a legally volatile situation for individuals to provide aircraft which are unsuitable for the skill level of the pilot, or aircraft that are unairworthy in any way.
Hang Gliders & Equipment
Ozone Mantra 3 Size M, top performer, safe & a joy to fly, in good condition $1995. Supair Altirando XP reversible harness, size M, with reserve container, good condition, $ 700. Bräuniger One Plus vario, good condition, $ 350. Ph: 0429 775554.
Litespeed S 5 Carbon LEs, inners & outers, carbon sprogs, carbon battens. Zoom frame, zoom basebar (aerofoil aluminium). Carbon basebar optional for extra $400. Smoke inlaid sail. Current design, mnf July 2010
Why come to North-east Victoria to learn with Eagle School?
Complete paragliding kit. Independence Dragon 3, small wing, Independence Fusion harness, Annular 20 reserve, Hi-Tec carbon fibre helmet, back pack & stuff bag. Purchased 11/07 but only 20 hrs use due to work commitments. As new condition, $2500. Check [www.independence-world.com] for photos & specs. Ph: 0434 404430 or <email@example.com>.
• A part from being fortunate enough to have the most consistently reliable weather for training in Australia… • Australia’s longest running Microlight school. • Our person centred approach means that we value feedback and individually tailor our training methods to suit the student’s needs. • We specialise in remedial training when you get stuck in your present learning environment. • We are interested in seeing you achieve your goals and make your dreams a reality. • You will receive ongoing support after your licence • We aim to shape you into a safe and confident pilot by encouraging you to challenge yourself in a safe and supportive environment. • If you are already a Hang Glider, Paraglider or Glider pilot you’ll learn for half price! We look forward to assisting you to master a new set of skills which will take you to new heights in every respect.
The latest range of Kangook paramotors, Dudek Reflex paragliders, trikes, flight decks, spares & your reserve parachute equipment all on our website for your inspection with prices. Ph: Ben 0418 753220. Poliglide
NO PRESSURE SALES!!! BUY IN YOUR OWN TIME
Feel free to contact us, we are happy to chat with you. STEPHEN RUFFELS CFI Mail address: 16 Hargreaves Road, Bright, 3741 (03) 5750 1174 or (0428) 570 168 email <firstname.lastname@example.org> Look up our website: [www.eagleschool.com.au] download our’Learn to Fly’ brochure for what’s involved, plus costs.
High Adventure’s Pilots Beach house
Has now been fully renovated. Come & take advantage of not only the great accommodation we offer, but also over 15 take-off locations with quick & easy access, mainly two-wheel drive to all our flying sites. Double rooms available & group bookings welcome, bring your club here for some great flying. Camping available also, theater room & wireless Internet all provided free of charge. For more details contact Lee at High Adventure <email@example.com>. Concertina Bag
New South Wales
PARA SUPPLY / Cocoon3 concertina bag, PARA SUPPLY / Cocoon3 concertina bag, PARA SUPPLY / Cocoon3 concertina bag, PARA SUPPLY / Cocoon3 concertina bag, www.parasupply.com July 2010
Press To Talk System
PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, www.parasupply.com
Soaring Australia 47
HGFA Schools Queensland
• • • • • • • • • • • • • • • • • • • • • • • • • • New south wales
New south wales
RAINBOW PARAGLIDING APCO AUSTRALIA Offering the full range of APCO equipment APCO Aviation three years/250 hours warranty for porosity. Gliders that are made to last unique in the industry. Customer service and 100% satisfaction guarantee. Test centre for APCO gliders [www.apcoaviation.com].
APCO Australia and PWC winner of the Serial Class 2000 Established since 1996, Rainbow Paragliding is based on the Sunshine Coast and Hinterland. The school has access to 25 sites and holds a permit to operate in the Cooloola National Park including Teewah and world famous Rain bow Beach. In the Sunshine State, we fly all year round, 60km cross-country flights have been achieved in winter! FULL LICENCE COURSE – Strictly only four students per instructor, for quality personalised tuition at your own pace, between eight to 10 days. REFRESHER COURSE – Groundhandling, top landing or asymmetric recovery techniques: Come learn with the experts. INTERMEDIATE, ADVANCED, TANDEM OR PARAMOTOR ENDORSEMENT – We have the sites, the weather and the knowledge. SALES AND SERVICES – New and second-hand, trade-in, maintenance and repairs. YOUR INSTRUCTORS: Jean-Luc Lejaille, CFI and senior safety officer, paramotor pioneer (first licence issue in Australia), over 2,500 student days’ experience, instructing since 1995.
Jean-Luc Lejaille CFI 45192 Rainbow Paragliding – APCO Australia PO BOX 227, Rainbow Beach 4581 Ph: 07 5486 3048 – 0418 754 157 Email: <firstname.lastname@example.org>
[www.paraglidingrainbow.com] New south wales
Professional Paragliding • • • • • •
Tandem Introductory Flights Paragliding Courses and Certifications Pilot Development Clinics Free Introduction course Tandem Endorsements Sales and service
Dealer for Advance Charly Flytec Icom Adventure Plus Paragliding Pty Ltd Stanwell Park, Sydney Ph: 0412271404 <email@example.com> [www.adventureplusparagliding.com.au]
48 Soaring Australia
Australia Wide Services HGFA Approved Paraglider Testing & Repairs
Advertising Index – July 2010 • C omprehensive testing and repairs to all paragliders • Fully equipped service and repair agents for: Advance, Aerodyne, Airwave, Bio-Air, Gin, Gradient, Mac Para, Niviuk, Nova, Ozone, Paratech, Sky, Swing, UP • Full written report • Harness repair and modifications • Certified Australasian Gradient Repair Centre • Parachute repacking • Orders taken from anywhere in Australia, New Zealand and Asia • Prompt turnaround PARAGLIDING REPAIR CENTRE
Paragliding Repair Centre 93 Princess Ave, Torndirrup, Albany WA 6330 Mob: 0417 776550 Email: <firstname.lastname@example.org> Web: [www.waparagliding.com]
Airborne IBC Airsport Team 5 27 Australian Gliding Grand Prix 2010 3 Canungra Cup 2010 BC Cross Country Magazine 35 Darling Downs SC 19 Eco Watch 19 GFA Form 2 9 GFA Gliding Seminar 33 HGFA Merchandise BC Keepit Soaring 9 Manilla PG – Accessories 37 Microair Avionics 3 Mountain High Oxygen 11 OAMPS 17 One World IBC Poliglide BC SportAviation PL 21 Swift Avionics IBC