SoaringNZ Issue 40

new zealand’s premier soaring magazine

nationals north island regionals youth soaring camp Joey glide • club news i s s u e 4 0 F e b r u a r y – A p r i l 2 0 15

Images that SOAR above the ordinary

John McCaw – aviation and agricultural photographer

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c ommis sions a nd s t ock libr a ry sp eci a lis t s

contents february–april 2015 features 12 Ostler Wine National Multi-Class Gliding Championships

12

20

30

36

48

20

NZ National Club Class Championships Matamata Soaring Centre Competition

26

North Island Regional Contest

30 36 42 46 48

YSDC 2014

50

Bill Walker

54

David Speight

56

Mandatory firmware update for all FLARM devices

57

Mkii Pressure Transducer Conversion for Cambridge L-NAV

Joey Glide 2014 Perlan Interviews Almost too good to be true!

Ventus Front Electric Sustainer/ Self Starter (FES)

regulars 6 Letters to the Editor 6 Log Book 58 Sailplance Racing Committee 59 Gnz News 60 Gnz Awards & Certificates 61 Gliding New Zealand Club News 66 Classified Advertising

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ISSN 1178-4784 Feb–April 2015 3

from the editor february–april 2015

T

his has been the sort of summer we will look back on when we reminisce about how ‘things ain’t what they used to be.’ We will conveniently forget that last summer was damp and miserable and we got hardly any flying.

The summer before that wasn’t crash hot either if I remember rightly. It remains to be seen whether what has happened this year is the norm or whether it was just an aberration and our more usual, variable weather patterns will be back next year.

While we’ve had a lot of fun, I’m really pleased I’m not a farmer any more.

The flying, by all accounts, has been superb all around the country. People’s Facebook pages have been full of cross country exploits and fabulous photos. We’ve had two National competitions with nearly two weeks of flying each. The Multiclass Nationals at Omarama managed ten days and the Club Class contest at Drury had nine. That is awesome and hasn’t happened for years. There were a lot of really happy pilots around.

I think Facebook is great. I have a diverse range of friends so my feed always contains things of interest. As well as posts on writing, art and cute baby animals, I get to follow glider pilots having adventures all around the world and keep up with the doings of gliding friends everywhere. I love knowing that the Whangarei club are getting in some good long flights in sea breeze convergence, that the Whenuapai crowd are doing their coast runs (I really want to do this one day) and the various youth glide factions are planning barbeques and training days.

Some people post video of their flights while they’re flying. I don’t want to be the fun police but please be a little cautious when posting photos and videos of gliding that you don’t post anything that might get someone in strife for seeming to break CAA rules. My Facebook highlight of this week was pictures of Canterbury club member Derek Kraak’s new granddaughter.

Another generation of Kraak. Possibly the world is not ready for that. Facebook is keeping us connected in ways we never used to be able to and the family feel of the gliding community is reinforced by this ease of communication. I’m fine with the fact that the young ones have moved on to other social media and generally leave Facebook to us oldies. At the moment it’s suiting me well.

The contest at Drury was a great opportunity for the Auckland club to showcase just how good the flying out of their site

north island regionals youth soaring camp Joey glide • club news i s s u e 4 0 F e b r u a r y – A p r i l 2 0 15

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Feb–April 2015

can be. This has often been poo-pooed by people in the rest of the country, but with nine days of flying tasks that were 300 km plus, I think that idea has been put to rest. I learnt to fly in Auckland and I personally never managed to get over the Bombay Hills but I know it can be done. There is a paddock beside the motorway, just before the Bombay Crossroads where I landed on one 50 k attempt – about 5 ks from home. Comments about mistaking decimal points followed me around for years. My other 50 k attempts were made out of Matamata. I did however have wonderful flights from Drury, out over Pukekohe and out to the coast and still get really nostalgic for the view across the Manukau from a couple of thousand feet, especially at sunset.

next issue

new zealand’s premier soaring magazine

nationals

Nationals – Mark Tingey from Tauranga and his JS1. These stunning shots from the Nationals are not taken from the air, but rather from

No longer a rare sight in NZ. Two JS1 gliders race across the Mackenzie Basin.

Photo Geoff Soper.

Next issue: Nelson Lakes Ab Initio course and Annual Club Flying week Aging Pilots Summer Season wrap up

magazine deadlines Deadline for Club News, articles and pictures is 10 April and 17 April for advertising.

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Photo John McCaw

Phone _______________________________________________________________

n from the air, but rather from the top of “Little Ben”, the smaller peak to the west of the Benmore range.

I’m really pleased the Club Class contest went so well. Good on the ol’ AGC for hosting it.

Thanks to everyone who has written articles for SoaringNZ, both for this issue and in the past. It’s really appreciated and it is you people that ensure we have a varied and interesting magazine. That being said, I have a ‘day job’ at the moment and my time for producing the magazine is limited. If you promised to write an article, then write the article and get it to me – before the deadline. If, for whatever reason you can no longer do it, or you can but it will be late, let me know so I can plan accordingly.

I’m happy to extend past deadlines if I know a piece is coming and roughly how many words or pages it is expected to be. Keep me informed and it will all work out fine.

Stay Safe Jill

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letters to the editor february–april 2015

logbook february–april 2015

Re Aging Pilots I have just read, with much interest, the article with this title in the Nov/Jan issue.

You may or may not be aware of a parallel investigation into the performance of aging car drivers, a study which may have some relevance and cross-over with older pilot performance and capabilities.

This study (known as Ozcandrive) ran for four years (five years was planned initially, but funding ran out!) and followed the performance of some 2500 drivers – all of them aged 70+ - in Canada (several cities), Australia (Melbourne) and New Zealand (Wellington). There were 45 drivers in the NZ cohort, of whom I was one. (I appear to have been the second-oldest driver in the cohort, at 91 when the study ended.)

Participating drivers had a recording device installed in their car. This ‘black box’ plugged into the car’s diagnostic computer port (normally used by car-servicing mechanics) so that it could record details of how the car was being driven.

The device also incorporated a GPS receiver, with an antenna that was attached to the scuttle just inside the windscreen.

This recorded all routes driven.

Drivers started off with an initial ‘test’ of mental and physical abilities plus a whole series of paper and pencil Q & As relating to how and why the person drove and what aspects of driving they felt comfortable/uncomfortable with. These tests were repeated annually and at about the same intervals, we were called to the offices of Opus Engineering (who oversaw the NZ end of the study) to have the data ‘stick’ on the recorder replaced.

At a ‘wrap party’ for the NZ participants early this year, we were given some views of the data analysis done to date, although this only covered the first three years of the study.

Study of the results is ongoing and not expected to be completed for at least another year.

Those interested in ‘older pilots’ may well find this study of older car drivers of interest. Google Ozcandrive, or contact Opus Engineering for more details.

Tony Ryan

Sunseeker’s Midwinter Flight While we’ve been having a hot, dry summer, it’s been winter on the other side of the world. Short daylight hours however have not been a deterrent to the solar powered Sunseeker II. Eric and Irena Raymond report: Our plan on 3 Feb was definitely not to go flying. The weather had been perfect for over two months and we had been flying almost every day, but not getting enough ‘real work’ done. We got a good start on our office work, but then looking out the window at one in the afternoon we saw it was crystal clear, with towering cumulus over the Apennine mountains.

GNZ Members Have you logged in to the GNZ website?

Are your ratings and awards official?

Are your contact details right?

Are you receiving SoaringNZ magazine?

Do you need contacts for club members? http://members.gliding.co.nz

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Feb–April 2015

Unable to stay indoors, we changed plans, and jumped into the plane for a late afternoon flight. In the cold air, we climbed 8300 feet on the batteries, the best we have even done without any real sun power or thermals. Just before sunset, we discovered some thermals above the clouds which is always a surprise, especially in winter at sunset!

We needed full airbrakes to get down before sunset. It is so beautiful flying here!

logbook february–april 2015

ght

Feb–April 2015

7

logbook february–april 2015 Non approved Flight Recorders Awards Officer Edouard Devenoges reports that he has received a number of claims recently where pilots have been using PNAs, Tablets or Smart phones, using XC Soar or LK 8000 programs, to record their flights.

Claims that, to the disappointment of the claimants, could not be approved.

Please ensure that the Flight recorder you are intending to use, has been approved by the IGC If unsure, check the list of approved Flight recorders by looking online.

Google ‘ICG approved GNSS flight recorders’ and open one of the PDFs put up by various soaring sites.

World Games 2017 What do Dance Sport, Fin Swimming, Life Saving, Roller Sports and Sports Climbing have in common with Glider Aerobatics?

The answer, they are all included in the next World Games, to be held in Wroclaw, Poland, from 3 to 13 August 2017.

The World Games which will showcase a total of 28 sports, including: Gymnastics, Inline Hockey, Muay Thai, Tug of War and Water-skiing are organised and governed by the International World Games Association (IWGA), under the patronage of the International Olympic Committee (IOC).

The FAI is delighted about the inclusion of Air sports in the games as a way to showcase these sports. The Air sports included will be Glider Aerobatics, Parachuting Canopy Piloting and Paramotoring. FAI Sports and Marketing Manager Markus Haggeney stated, “The worldwide impact of this event and the great promotion that the participating sports enjoy from it make The World Games an event of significant importance to FAI.” (Go on – google Muay Thai – you know you want to –Ed)

NZ from ISS taken 24 January 2015

In this panorama taken from the International Space Station (ISS), the Sun’s glint point highlights the details of Cook Strait, between the North and South Islands. Astronauts looking west towards the setting Sun were able to see this high-contrast detail even though the center of the glint point was 1,000 kilometers (600 miles) away from the ISS.

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Feb–April 2015

<http://earthobservatory.nasa.gov/IOTD/view.php?id=40247> Clouds are approaching from the top left (west) in the image.

New Zealand is seldom photographed from orbit because it is one of the cloudier parts of planet, and because crew sleep periods often occur when the ISS passes over the area.

logbook february–april 2015

News History of Aeronautics and Astronautics held by the FAI Head Office.

Since its foundation in 1905, more than 16,000 world and continental records have been ratified by the Federation.

To name just a few 2015 will see the anniversaries of these outstanding achievements: The first space-walk

by Alexey Leonov in 1965, the first solo flight across the Pacific Ocean by Steve Fossett in 1995 and the highest ballooning flight by Vijaypat Singhania in 2005. Dug out of the Federation’s archives, the most valuable, interesting and exclusive documents and pictures will be made available to the public and the media on these occasions.

“The FAI Head Office is … proud to be the keepers of such priceless documents, and we really want to share it with the world,” FAI President Dr. John Grubbström said. “All of the records are about pushing the human body, technologies and aircraft to their limits to achieve performances that no one ever made before. Behind them lie stories of courage, determination and technical expertise that I am sure will spark interest within the air sports community and well beyond.”

DATE

CLAIMANT

CATEGORY

DESCRIPTION

PERFORMANCE

STATUS

1995-02-22

Steve FOSSETT (USA)

Mixed Balloons

Distance First solo flight across the Pacific Ocean

8 748.11 km

Current

2005-03-01

Andy CAYTON (USA)

Hot Air Balloons

Distance

1 715.9 km

Current

2000-03-03

Kevin ULIASSI (USA)

Mixed Balloons: 12000 to 16000 m3

Duration

243 h 28 min

Current

2005-03-03

Steve FOSSETT (USA)

Powered Aeroplanes

Speed around the world, non-stop and non-refuelled

550.78 km/h

Current

1965-03-19

Pavel BELIAEV / Alexey LEONOV (RUS)

Astronautics

Extravehicular duration in space

12 min 9 sec

Superseded

2010-04-16

Vladimir KHOKHLOV (RUS)

Spacemodelling

Total impulse

2 min 41 sec

Current

2000-05-21

Lindsay MUIR (GBR)

Hot Air Balloons - Female

Duration

19h 7min 55 sec

Current

2010-06-06

Zoltán SÜSKÖSK (HUN)

Aeromodelling

Duration (F1)

34 min 6 sec

Current

2005-06-23

Alexander BOGDANOV (RUS)

Paramotors

Distance in a straight line without landing

1 023.1 km

Current

2010-07-08

André BORSCHBERG (SUI)

Experimental/ New Tech. /Solar-Powered

Duration Solar Impulse

26 h 10 min 19 sec

Current

1985-08-04

Larry TUDOR (USA)

Hang Gliding

Gain of height

4 343 m

Current

1970-09-06

Maynard HILL (USA)

Aeromodelling

Gain in altitude (F3 Open radio control flight)

8 205 m

Current

2005-10-11

Sergey KRIKALEV (RUS)

Astronautics

Accumulated space flight time

803 days 9 h 39 min 9 sec

Current

1935-11-11

Jean BATTEN (NZ)

General Aviation

November 11-13: First female solo flight across the South Athlantic

Not a record

N/A

2005-11-26

Vijaypat SINGHANIA (IND)

Hot Air Balloons

Altitude

21 027 m

Current

2005-12-03

Richard RUTAN (USA)

Powered Aeroplanes

Distance (rocket engine)

16 km

Current

Feb–April 2015

9

logbook february–april 2015 Only in America – Dog rescue by plane The latest Pipistrel Aircraft newsletter links to a story about ‘Pilots N Paws,’ a group of pilots in America who volunteer their time and aircraft to collect abandoned dogs that are about be put down and fly them to other parts of country,

where they will be re-homed. Pipistrel became involved when it was discovered that their Sinus and Virus light sport aircraft are ideal for the job due to their low fuel cost and long range.

Deaf pilot Greg Lawrence’s Hearing Guide dog Tee often travels in a crate herself to help calm the rescued dog. Here she is helping Greg assemble his Apis Bee (another Pipistrel aircraft).

Dog crates fitted into Sinus N21PX

Contributions to Logbook are welcome from all of our readers within New Zealand and internationally.

Email your news snippets to: soaringnz@mccawmedia.co.nz.

Please put "logbook" in the subject line.

NZ Agent: Roger Sparks 0274 956 560 r.sparks@xtra.co.nz

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Feb–April 2015

It’s only in the event of a

CL A IM

STEVEN CARE National Operationals Officer

that you really find out who has the best policy!

ALERT All Discus CS & B owners, please be aware that the parcel tray in the luggage compartment, behind the main spars could slip forward if not properly located.

Any pickets or objects stowed in the compartment could then slip down into the control mechanism, causing the controls to jam. The safest course of action is to ensure that the tray is in the correct position prior to rigging and if it isn’t then you need to de-rig, adjust and then re-rig the glider. If doing a DI, make sure that the parcel tray is properly located aft of both main spars, has properly slid between the two side slots and feels properly secure. It is also a good idea to find a method of securing all loose objects, so they can’t move in flight.

CAA issued a Continuance Airworthiness notice on 3 March. We’ll have more information and be able to tell you more next issue.

Contact your broker or ring Brian or Arden and talk to the people who specialise in aviation insurance.

“Kiwis providing Glider pilots with aviation insurance for over 25 years”

TELEPhone 04 473 5593 admin @ aviationcoop.co.nz w w w. av ia t io n c o o p.c o.nz

Gavin Wills

M O U N TA IN SOARING SCHOOL Internationally acclaimed Soaring Courses and individual private coaching

The world's largest fleet of Duo Discus's including X's and the new XL

Crystal clear amongst the Southern Alps

"You absolutely must go to GlideOmarama!

No, really, you must go! Sell whatever it takes to get there, but go!"

Tremaine Callier – Lasham GC, UK

ADVENTURE SOARING FLIGHTS

Inquiries and Bookings free phone 0508 58 55 88 | phone +64 3 438 9555 | www.glideomarama.com

Feb–April 2015

11

Ostler Wine

National Multi-Class Gliding Championships

By Ralph Henderson, Contest Director

Omarama Airfield 4 – 16 January 2015

The contest organiser Max Stevens put together an experienced team to run the contest.

The highlights of this summer’s national multi-class championships included: ›› Ostler Wines providing sponsorship and wine

Contest Director Ralph Henderson Safety Officer Gavin Wills Task setter Jerry O’Neill Weather Lemmy Tanner Scorer Lex McPhail and Neil Allison Tugmaster Brad Newfield Airspace Kevin Bethwaite Radio Sue Wild, Paula Ruddick, Noeline Verheyen Grid Marshall Hugh Turner and Kevin Bethwaite Launch Marshall Hugh Turner and Kevin Bethwaite Time keeper Dave MacKenzie Social organiser Helen Wood and Lynette Tillman Treasurer Dave Tillman Tow pilots Annie Laylee, Toby Read, Craig Keenan, Peter Chadwick, Max Stevens, Brad Newfield, Mike Till, Markus Lewandowski, Bruce Drake and Darren Smith Rope runners Many volunteers over the course of the contest

prizes for daily winners and overall champions

›› The Oakley family winning 6 of the 12 trophies, 3 each for Mike and Nick

›› Flying 10 contest days out of 12, plus practice day ›› The first 20 m two-seater championship ›› Almost incident free and no personal injuries, at least not from glider flying

›› Some very long flying days, sometimes for few, if any points ›› A large team of volunteers who all contributed to a well-run competition

›› 13 overseas pilots, 12 from the North Island and 10 South Islanders

›› The 20 year anniversary of the 1995 World Championships at Omarama with many pilots, tow pilots, crew and helpers from that event present this year.

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Feb–April 2015

Photo John McCaw

Photo John McCaw

Photo Geoff Soper

The contestants pose with the Ostler Wine’s banner

Photo Geoff Soper

Brett Hunter’s jet sustainer JS1 at FULL noise

Alex McCaw in Omarama Gliding Club’s new Discus

There were 27 entries and the competition was run in two classes: 15 metre which included standard and 15 metre and Open which included open, 20 metre two-seaters and 18 metre.

A brief day to day summary is as follows.

4 January – Practice day A 348 km racing task is set for both classes. 16 pilots attempt the task and Mark Tingey wins the open class and 18m in his new JS1-C, Tom Klassen from Texas and G Dale in a Duo win 20m and Alex McCaw flying a Discus 2b wins 15m.

5 January – Day 1 The same AAT for both classes of 201-553 km. Unbeknown to us at the time, this was to be the best day of the competition for getting pilots home with 23 of the 27 competitors getting home, and fast as well. Mike Oakley won open class in the ASH 25 at 184.2 kph, the fastest speed of the competition. Tom and G won 20m, Grae Harrison won 18m in his Ventus 2cxt and Nick Oakley won 15m in his ASW19, the lowest performance glider in the competition. Nick had been selected to represent NZ in the

Tasman Trophy against Richard Hoskings from Australia also flying an ASW19. Unfortunately Richard’s glider was un-flyable with a damaged undercarriage after landing out on day 1. He was unable to borrow another competitive glider, effectively ending the Tasman Trophy contest.

6 January – Day 2 Racing tasks today, 520 km for open class, the longest of the competition, and 446 km for 15m class. The open class had a good day with 12 of 15 pilots completing the task. Mike won open, Keith Essex from Alaska and Gavin Wills won 20m flying Keith’s Arcus, and Grae won 18m. The 15m class had a not so good day. They were launched to an area that wasn’t working.

Slowly all but one returned to earth and some had relights. Alex McCaw found a way to stay airborne and started the task. After long consideration all the other 15m class pilots collectively decided not to launch again and thereby made it a no contest day. Alex continued on the task unaware of what was happening on the ground and completed the task at 98 kph only to find out that he would get zero points for his efforts. However, he did receive a bottle of wine as the day ‘“winner”’.

Feb–April 2015

13

Photo Geoff Soper

nationals multi class

Tony Van Dyk was back on form

Photo Geoff Soper

Photo Geoff Soper

Mike Oakley might have had a slight advantage...

Siblings Matt and Sarah Aldridge helped on the grid

7 January – Day 3

8 January – Day 4

Today is the 20th Anniversary of the World Championships held at Omarama in 1995. Dave Ellis, formerly of Cambridge Aero Instruments who pioneered the use of GPS for gliding championships, is present at briefing. Omarama was the first worlds to use GPS. Racing tasks again, but Task B of 364 km had to be used for both classes. Mike won open again, Tom and G won 20m and Brett Hunter won 18m in his new JS1-C. Alex McCaw carried on from where he left off the previous day and won 15m.

Task B again for both classes and another racing task, the same 328 km task for both classes. There are only four finishers in open class and Tom and G win both open and 20m classes.

Derek Kraak gets the furthest in his ASG 29 in 18m class but too few 18m pilots get far enough around the task to make it a contest day. Derek has to make do with the ‘winner’s’ bottle of wine. While all of the 15m class land out or land back, Nick Oakley goes the furthest, 318 km out of 328km to win the day and collect 500 points.

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Feb–April 2015

Photo John McCaw

Photo Geoff Soper

Photo Geoff Soper

nationals multi class

Tow pilot Annie Laylee

Scorer Lex McPhail

9 January There have been some long and challenging days and while there is blue sky and high temperatures, the air is very stable and the tasking window is short. The day is cancelled at briefing. There is no dissent from the pilots. The open class in particular are ready for a rest.

10 January â&#x20AC;&#x201C; Day 5 The same AAT for both classes with big circles to the south and north for 176-450 km. Another good day with 21 out of 24 pilots

Photo Geoff Soper

Photo Geoff Soper

Terry Jones, Karen Morgan and ???

Mike Oakley

completing the task. Mike wins open again, Keith and Gavin win 20m and Derek gets a real day win in 18m. There is a new winner in 15m with Vaughan Ruddick flying his way back into form and winning the day in his LS 6A. After flying, Ostler Wines put on a wine tasting which was well attended. Quite a serious event (for a wine tasting) with Jim Jerram telling us about the history of Ostler Wines and explaining the characteristics of each of the wines in his extensive range.

Febâ&#x20AC;&#x201C;April 2015

15

Photo Geoff Soper

nationals multi class

Photo John McCaw

GNZ President Karen Morgan enjoys contest flying

Contest Director Ralph Henderson

11 January – Day 6 The same 477 km racing task for both classes, effectively twice round a circuit of the Mackenzie Basin. Another tough day at the office with only three finishers, all in open class. Grae wins open and 18m class. Graham White and Jason Kelly have their best day of the competition coming second in open class in their ASH 25m. Tom and G reclaim the 20 m podium. In 15m class it is another distance day, this time with Alex McCaw triumphing after landing out 8 km short of the finish ring. Vaughan in second place is 125 km further back. Brad Newfield has a busy evening in the Fatman OMA retrieving three Glide Omarama gliders UC, ZR and XG, and Alex in ZS. By the time he gets aero towed home, Alex has spent more than 8 hours in the air.

12 January – Day 7 After yesterday’s long day a short racing task is set, 320 km for

16

Feb–April 2015

open class and 273 km for 15m. 14 pilots make it round the task.

Mike wins open class, Christian Derold and Markus Lewandowski from Austria win 20m in a Duo and Grae wins 18m. In 15m George Wills has his first day win in his Discus 2c.

13 January – Day 8 Slightly longer racing tasks today, 396 km for open and 331 km for 15m. But with conditions developing slowly the task is changed to an AAT on the grid with distances of 284-508km.

Keith and Gavin have their first win in open class in the Arcus and also win 20m. Derek has another win in 18m and Vaughan reclaims the podium in 15m.

14 January A heavy overcast sky that threatens to persist, and it does.

The day is cancelled at briefing, again without any dissent, including from the organising team. Celine Harrison presents

Photo John McCaw

nationals multi class

the day winners prizes in honour of her 18th birthday. The social team, Helen and Lynette, put on drinks and nibbles in the bar later in the afternoon. This isn’t exciting enough for some of the younger pilots who go kite flying in the strong cold easterly wind. George gets airborne, then lands awkwardly, breaking his ankle and ending his competition.

15 January – Day 9 With uncertainty about the conditions to the north it is time for another AAT with a big circle around the northern turn point Tin Hut. Today there is only one finisher, the Aussie pair of Graham Parker and Tom Claffey who are flying Theo’s ASH 25 ZZ, and they are very grateful for the long wings and correspondingly long glides. They fly 250 km at 74 kph to win the day in open class. Nigel Davy, with the help of his Aussie co-pilot Jo Davis, has his best day of the competition winning 20m class

in his Duo. It is a no contest day in 18m but Grae gets the bottle of wine. In 15m, Vaughan continues his winning way with a distance of 158 km and gets 460 points for his efforts.

16 January – Day 10 Last day, and when was the last time we got to day 10 at a Nationals? While it’s the last day and short tasks are normally called for, this is the first classic Omarama day of the competition with good thermal and wave. A long fuzzy AAT is set for both classes, 417 km point to point for open and 379 km for 15m with 5 km radius circles on all turn points. The launch starts early and the gates are closed after one and a half hours. As the first big wave day, some pilots break airspace and score technical land outs. Grae races around at 173 kph to win open and 18m. Keith and Gavin win 20m and Alex wins the last day in 15m.

Feb–April 2015

17

Photo John McCaw

Photo John McCaw

Alex McCaw

Nick Oakley

Day prize Grae Harrison

The final dinner is held at the Countrytime Hotel with over 80 people in attendance. The trophies are awarded as follows: TROPHY

DESCRIPTION

Court Trophy

Highest placed pilot in the Standard Class

Nick Oakley

Broadlands Cup

Highest placed pilot in the 15m Class

Vaughan Ruddick

Georgeson Trophy

Highest placed pilot in the 18m Class

Grae Harrison

Highest placed pilots in the 20m Class

Tom Klassen and G Dale

Wills Cup

Highest placed pilot in the Open Class

Mike Oakley

Swiss Trophy

Second placed pilot in the numerically strongest class

Grae Harrison Open class

Continental Airlines Trophy

Winner of the longest speed task from any class before handicaps are applied

Mike Oakley Open Class Day 2 520.4 k

Richardson Trophy

Highest average speed before handicaps are applied

Mike Oakley Open Class Day 1 184.2 kph

Rix Memorial Trophy

Highest placed young pilot

Nick Oakley

Hansell Trophy

Most meritorious flight

Alex McCaw 15m Class Day 6 Day winner

Hookings Trophy

Most meritorious flight over a non-triangle (AAT) task

Derek Kraak 18m Class Day 5 Day winner

Messervy Trophy

Most meritorious flight over a triangle (racing) task

Grae Harrison 18m Class Day 6 Day winner and only finisher

Tasman Trophy

Highest placed of the two selected pilots

Nick Oakley NZ

18

Photo Geoff Soper

Photo John McCaw

Ostler Wines’ Jim and Anne Jerrem presented the Trophies – Mike Oakley

Feb–April 2015

RECIPIENT

Day winner prizes of the sponsor’s product pre

by Yvonne Loader: G Dale and Tom Klassen

Day prize Alex McCaw

Six of the 12 trophies went to the Oakley family, three each to Mike and Nick. Amazingly, the three trophies won by Nick had previously been won by Mike.

While it was great to get 10 contest days, the weather conditions often made task setting difficult and the percentage of pilots completing the tasks was low. In the open class 55% of pilots completed the tasks over the 10 days. In 15m class it was only 44%. These figures are inflated a little by the technical land outs due to airspace infringements on Day 10.

There was not one day when all the fleet completed the task.

The best day was day 1 when 23 out of 27 pilots completed the task and the worst was day 9 when only one aircraft, with long wings, completed the task.

The rate of task completion was particularly low in 15m class. There were three days when no one completed the task and 1 day when only one pilot completed the task, only to find out that it was a no contest.

The days with low completion rates give pilots with engines a distinct advantage, as they can be more adventurous while still having a high chance of being able to motor home. They can potentially avoid long late night retrieves and/or expensive aero-tow retrieves.

The low completion rate was due to a number of factors, weather that was different to that forecast, task setting for a Nationals despite a wide range of experience amongst the pilots, pilots choosing not to complete tasks on difficult days in order to avoid landing out, and difficulty in getting over or around mountains that rendered the task un-flyable.

With hindsight, could a higher completion rate have been achieved? The task setting team endeavoured every day to

Photo Geoff Soper

Photo Geoff Soper

Photo John McCaw

Photo John McCaw

Helen Wood and Ralph Henderson Photo John McCaw

G Dale, Annie Laylee, and Tom Klassen

While it was great to get 10 contest days, the weather conditions often made task setting difficult and the percentage of pilots completing the tasks was low.

set a good task for the forecast conditions. When the forecast conditions did not eventuate it all became more difficult. Task B was used on three days to try to adapt to the changed conditions. Using more AATs may have helped, but on some days these would not have changed the outcome. Another option would have been to cancel more days, but it was a Nationals and pilots had come to fly. For some pilots, aborting the task and landing back at the airfield was a good decision.

The multi-class Nationals are over for another year. The pilots are to be congratulated for flying safely in varying and challenging conditions. The contest team was outstanding and a pleasure to work with. It was a difficult contest to manage given the weather and the problem with insufficient pilots completing the tasks, and therefore not getting enough points and not being happy at the end of the day.

A big thank you to the sponsors Ostler Wines and to everyone who liked the competition on Facebook. We hope everyone enjoyed following the competition on Facebook, the competition website and on Soaring Spot.

Vaughan Ruddick and his girls, Leah and Paula Photo John McCaw

Caw

Photo Geoff Soper

s of the sponsorâ&#x20AC;&#x2122;s product presented r: G Dale and Tom Klassen

Harrison family, Grae, Celine and Dallas

Febâ&#x20AC;&#x201C;April 2015

19

Club Class Championships Matamata Soaring Centre Competition

By Ross Gaddes

Drury, January 2015

A

s the 21st of January dawned and all the chickens had come home to roost – were we prepared? In a word - no.

At least that’s how it felt, but what we did have was a bloody good team and a huge team spirit. The Auckland Gliding Club had never had such a prestigious event held at our local site. We did know that given a reasonable run of mid-summer weather, the Drury area can offer some fantastic soaring, similar to Matamata. Anyway the 15 entrants lined up and listened to the safety briefings and pilot’s notes intently; then they were given the first task of the 2015 NZ Club Class Nationals.

Day One Club Class – START Ararimu – Tirohia – Okoroire – Gordon – DRURY Racing Task: 250.6 km A fairly defined westerly made this task a good day out for flying from Drury. The trip was over the Maramarua area, onto the Twin Forests then a dash down over the Swamp to pick up a ‘swamp monster’ thermal, then a run down the Kaimais and back to Drury. In a good westerly this can be a challenge, especially for the lighter and older design gliders. Local knowledge helped for sure but it was a good day for racing. Four made it back and the winner, Steve Wallace, managed 76 kph. It’s fair to say the last bit was tricky. The contest was underway and it was a good start, reports of nice conditions on track and most the land outs were near the field.

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Feb–April 2015

Day Two Club Class START Bombay Rd X - Pio Pio - DRURY Racing Task: 293.2 km A west coast day. Light easterlies are always interesting and can provide great flights that define the point of difference to soaring out of other NZ sites. This day was no exception.

Spectacular views of the Raglan, Aotea and Kawhia Harbours made for a beautiful flight in spectacular conditions but there was a down side. Many pilots clipped/touched the ‘no go line’ passing through a triangular section just south of the Bombay hills. It was gut wrenching for the perpetrators – mostly locals – who pretty much wasted this fantastic day. No one did this deliberately and the intrusions were very small but the rules are rules and the playground needs to be fair, so the rules had to be applied. Luckily the disappointment for some could not steal the beauty and enjoyment of such great conditions. This was what we all hoped we could show off to those not used to our Drury site. I was so proud to have had the chance, so early in the game. Steve again won this day, carefully negotiating the track at 96.5 kph.

Day Three Club Class – START Bombay Rd X – Waotu (35 km) – DRURY AAT Task - length: 184.6 km/324.6 km (254.6km) 3 ½ hours.

Again some westerly-tending light winds meant the tasking crew decided an AAT was appropriate. The problem of airspace access being only available either west or east of Hamilton

Photo Mike Strathern

Photo Mike Strathern

NZ National

Photo Mike Strathern

Photo Mike Strathern

Mike Strathern on the grid waiting to launch

Photo Ross Geddes

Ross Gaddes

made any idea of a ‘round Hamilton’ task very problematic.

Waotu is near to the Waikato River and the 35 km circle gave the punters some choices. Some chose to try the Kaimais which had very light winds and an obvious sea breeze convergence forming above it trying to hold off the eastern cool breeze.

Again most had a great flight but the speeds recorded were not a fair indication of the actual speeds achieved due to the deviations required to skirt Hamilton airspace. This is something the task setters needed to be aware of for setting similar tasks.

Steve again took this day out with 320.1 km at 84.7 kph.

I loved this flight and nearly everyone had a great time travelling west down the Cambridge hills, or east along the Kaimais. Both ways had a challenging portion to the flight when transiting past Matamata – still prohibited on the last day of the Walsh Memorial Flying School tenancy. A lot of us did well over 300 km, entering Taupo stomping grounds from various angles. Fantastic conditions, reliable and even honking (I had about 11 knots on my averager) conditions from time to time, but not always.

Day Four/One (Including the MSC Comp and Club Class Comp) Both Classes - START Bombay Rd X - Waitoa - Ranginui A/S (35 km circle) - Tahuna (10 km circle) – DRURY AAT Task - length: 242.0 km/399.2 km (319.0 km).

The Matamata Soaring Centre contest (for higher performance ballasted gliders) has started. The same AAT for both

Photo Ross Geddes

Heading South down past Raglan on route to Piopio Photo Mike Strathern

Photo Mike Strathern

national club class

Kelly Rankin

classes. 3.5 hours for Club and 3 hours for MSC. Light westerlies and similar conditions to the previous day, meant a similar task but the setters corrected the previous error and the weather was holding up in a spectacular way. The AAT stretched well into the Taupo area and provided another excellent day. Again, some went down the centre and others tried the Kaimais and again with varying success stories. Nearly everyone completed the task and Tim Bromhead finally managed to break a spell of bad Drury competition luck (having never finished any Drury based task) by winning the day off Steve.

He achieved 375 km at 92.6 kph in Nelson Badger’s LS1 – great skills. Pat Driessen took out the first MSC day with 311 km and 103.8 kph, again starting in good form. Lots of good stories and almost everyone had a great time negotiating Matamata territory and further south. Four days of blissful flying so far.

Day Five/Two (Including the MSC Comp and Club Class Comp) Both classes - START Bombay Rd X - Pio Pio (35 km circle) - DRURY AAT Task - length: 223.2 km/363.2 km (293.2 km) Club Class 3 ½ hours. and MSC 3 ¼ hours.

Light easterly winds but slower climbs were forecast so a 3.5hour AAT for Club Class was decided upon, to mitigate any tricky sea breeze influences to the west of Hamilton. Again the same task was set for MSC with a different time for Club Class.

What a great day. Sea breeze fronts are what flying this area is all about; the strange nuances of soaring around columns

Feb–April 2015

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national club class

of cloud while wisps of condensation form as one circled in 6-8 knots of lift to the maximum of 6500 feet will remain in my memory for a long time. The fantastic run down our North Island west coast was experienced by most of the competitors.

This flight was totally stunning and more than a little scary at times. Running the sea breeze convergences above some fairly remote areas made the day huge fun. The K8 of Ray Kerr was having a huge amount of fun too but it decided to land inland of Kawhia Harbour well into the hills. This was a challenging retrieve, taking well into the evening for those involved. Pat Driessen won MSC with 361 km at 111.1 kph and Mike Strathern the Club Class with 366.2 km at 95.9 kph.

Day Six/Three (Including the MSC Comp and Club Class Comp) Club Class - START Bombay Rd X - Kaihere - Rotongaro Bourig - DRURY Racing Task - length: 288.2km MSC Open - START Bombay Rd X - Awaiti - Rotongaro Opurare - DRURY Racing Task - length: 333.8 km A similar day was forecast to the previous, causing some challenges for the task setters who wanted to provide some different tasks. The expected convergences were again a key factor and provided some great soaring, once again. The local thermals were (as they often are) a little soft and in my experience, to the east as well but the strong lift available when heading south past Pirongia mountain and near Waitomo Caves provided another brilliant and memorable day. When will our luck with this weather fail us? Doug Henry unfortunately got caught in the sea breeze near where Ray had been caught out the day earlier. The rest of the field had a great time and even the newer pilots to the racing scene had a huge amount of fun and adrenalin. Pat again won MSC with 333 km at 117.3 kph.

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The winner of Club Class was Mike Strathern with a handicapped speed of 104.3 kph over the 288 km task. Good speeds on this day.

Day Seven/Four (Including the MSC Comp and Club Class Comp) Both Classes - AAT, 302 START Bombay Rd X - 126 Kaihere (15 km circle) - 184 Rotongaro (5 km circle) - 171 Pirongia (35 km circle) - 100 DRURY Task length: 142.7 km/322.0 km (228.8 km) 2 ½ hours.

With weather turning more to the east and a softer forecast, the task for the day was a small amount east and then across to the west around Hamilton airspace with a control point at Rotongaro (an open coal mine west of Huntly) and then south a little down the west coast past Raglan harbour. The weather was definitely softer but a better forecast to the west convinced some to not venture into the first, eastern, circle. One of those was Steve who paid dearly for making that decision. The sea breeze destroyed convection way south of the 35 km circle forcing him to finish early and achieve an artificially slow time.

He was cursing himself for ignoring the rule of going as far into the first circle as possible. Tim (either hot/cold this lad) timed his flight just right and deserved a win narrowly from Mike (who was starting to show consistency and a threat to Steve). For the first time Mike overtook Steve at overall first place. His consistency was showing and he was starting to get his head around racing in this part of NZ. He was enjoying himself – “England on steroids” was his comment when describing the conditions.

Tim won with 210.4 km at 82.5 kph and Mike was close behind.

Pat took out the MSC class again. This was still great racing and nearly all the competitors were making it around and getting to enjoy a finish.

national club class

Huntly Power station and township

Day Eight Cancelled We needed a break and voted to have a rest.

Day Eight/Five (Including the MSC Comp and Club Class Comp) Both Classes Racing Task – 304 START Paparata – 126 Kaihere – 195 Te Miro – 168 Paewhenua – 118 Hauturu – 100 DRURY Task length: 299.1 km Although the weather was predicted to be soft, the forecast further south was better so the western airspace was opened and a “round Hamilton” task set. As the grid launched it seemed a bleak task and a big ask. The new start gate was no help and getting any height into a fairly good easterly breeze made even the start difficult and a few land backs proved this. Difficult was an understatement (for some at least) and I know the under carriage came down at least three times as I scratched my way past Matamata, looking down at gliders parked underneath on the green/brown dairy pasture. It got better as the track crossed westwards but the time taken and the relatively late start meant the day was running out for some. Three got home Pat 1st MSC (80.6 kph), Nigel McPhee 2nd MSC and Steve (69.5 kph) who again showed his form to win the Club Class. Lots and lots of land outs, all handled safely and with virtually no incident. The skills of all the pilots were increasing by day no matter what level of ability or learning. This was a good day which was arguably over set, but proved to be a hell of a lot of fun (in hindsight) especially for yours truly. There were some long retrieves too (mine being one of them).

Day Nine/Six (Including the MSC Comp and Club Class Comp) Both Classes AAT – 302 START Bombay Rd X – 101 Aramiro

– 156 Ohinewai – 164 Otway – 100 DRURY 2¾ hours.

Task length: 162.2 km/308.6 km (233.3 km) In effect this was an anticlockwise version of day seven/ four. The humid 15 knot easterly still prevailed, causing a difficult low base at the start but increasing convection as the sun was able to break through. A later start was best but could also prove risky as some (Csaba in DX) returning to try to re-start found out. Most however had a good race with a slow start and enjoyed some faster racing on the final two legs. The slow start meant big distances were not easy and the circles not easy to enter very far (for most anyway). Pat again cleaned up the MSC class with 240.6 km at 84.1 kph. Steve did 222.4 km at 80.9.

Considering Steve’s un-ballasted 35 year old Mosquito versus Pat’s 17.6 metre Ventus cT, he has shown value to the club class concept in my opinion.

Day Ten – Cancelled – Game over!

The Summary In reality, I think this is the important part of my summary.

Pilots turned up from as far south as Nelson (Mike) and Wellington (Tony, Alain and Mark) and even Brian Ruddell chose to venture down from Kaikohe just to help out and get a feel for what goes on at a National Competition. In fact those who showed up just to help out are absolute legends. Our local organisation team had literally no real organisation experience and only the GNZ notes to start with. It was the team that made this a success, I am so proud of them. Now we know and truly appreciate just how much effort those not actually competing make, just to allow others to compete. I honestly feel humble and honoured to be associated with the helpers, many from other clubs who did everything from cook to retrieves and run wings – fantastic. We had 16 entrants to the Club Class which Feb–April 2015

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Dr. David Hirst – weatherman extraordinaire

Photo Rae Kerr

Photo Rae Kerr

Photo Rae Kerr

national club class

Mark Wilson third

Bob Gray received an award for the shortest distance on task (1.1 km) taking it all in good humour. A Longest Retrieve award went to Alain Marcuse and “best descent while on tow” went to Nigel McPhee behind the Wilga. The “Biggest Smile” Award went to Brian Riddell who shared a flight with Paul Schofield in the PW6 and was truly blown away with what Cross Country flying can offer. In fact, we were so fortunate to be able to show off the West Coast soaring and convergence that we often wax lyrical about to anyone who will listen. Even Mike, from such a beautiful venue as Nelson, was openly complimentary about the stunning scenery we got to experience. We also used the Drury Comp to support a few who are new to Cross Country and needed less imposing tasks. This worked too - ask Bruce!

Another great thing to happen was a BBQ (which Judy Stephens had won as a prize and then gifted it on to the AGC) on the afternoon of the 28th. The guest of the BBQ was Jerome Kaino from the Blues and All Black teams. Many got to personally meet this well-spoken and humble sportsman and we even got to tempt him into trying a flight in the future. I’m told he posted a pic of him sitting in the Duo to which another well-known sportsman promptly replied. Thanks to Judy and Photo Tim Bromhead

would have been more like 20 if some club gliders had not been damaged earlier and also a tragic accident that involved a huge supporter – Bill Walker would have had a ball and I truly missed him not being there. These guys who I have not mentioned in the above credits, such as Steve Foreman, Alain Marcuse, Bruce Barber, Csaba Oltvai and Karl Barrie are all fairly new to the game but intent to learn and, of course, to have fun. These guys all had firsts, Karl landing at Raglan and Steve and Alain flying long distances over unreal conditions out west. Yes, they out-landed but that is an important thing in the Cross Country process, as all found out, and all were carried out safely and accurately. The inclusion this year of the lower handicap gliders, such as the Astir, PW5, and PW6, and, of course the K8 (which achieved an amazing 300km out and return) was very successful. These pilots often proved that performance is overrated when conditions are a bit lighter.

On a lighter note there were instances such as all emergency services being called to a successful out-landing ensured awards to Doug and Csaba (apparently both “crashing” into paddocks) and Alain (landing in a high security prison area) and all having created amusing disturbances to various serious services. Poor

Mike Strathern second

Csaba Oltvai, Steve Wallace and Nigel McPhee

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Feb–April 2015

Repairing broken undercarriage doors due to a gear collapse on takeoff the previous day.

evious day.

Patrick Driessen – Winner MSC contest

Doug Henry organiser and pilot

Awards MSC Comps 1 Pat Driessen 2 Nigel McPhee 3 Tony Van Dyk

NZ Club Class Nationals 1 Steve Wallace 2 Mike Strathern 3rd Mark Wilson

Club Class Comps - Participator Award Bruce Barber

Norge Cup (Highest Place for a First National Competitor) Alain Marcuse

Dave the weatherman

Photo Tim Bromhead

Westpac Award (Best contribution to ensure a successful and enjoyable competition) Dion Manktelow and Marion Moody.

This is so difficult to award with many others also contributing so much.

Photo Tim Bromhead

Lindsey Stephens – this was a brilliant night and a much appreciated contribution.

If I start to name key personnel I will either end up with a huge list or omit too many. However I will mention Rob Lyon who is an outstanding Contest Director and a great guy – Thank You, Robbie for giving your valuable time to this cause and contributing so much to its success.

If you weren’t there I can assure you – you missed a very remarkable amount of high quality soaring, by any standards.

This was mainly made possible by good weather, Drury’s ability to start as early as 11.30am and some amazing sea breeze convergences near the rugged North Island west coast.

Considering it was our first attempt, we fielded few complaints but those that were made we take on board and will consider them if/when we get another chance. Even if you own an ASG or Arcus I am sure you would have had a buzz flying in this event, maybe with an older glider or in the MSC comp. which was sadly under supported. Finally thank you to the Team and the Auckland Gliding Club. The objective for us was to enhance our reputation as a good site but also to bolster our internal club “Mana”. I think this was achieved, for sure.

Photo Tim Bromhead

Photo Rae Kerr

Photo Rae Kerr

Photo Rae Kerr

national club class

Lake Waikare just north of Huntly

Feb–April 2015

25

North Island Regional Contest

By Steve Foreman

MATAMATA, 29 NOV–Dec 2014

Photo Steve Forman

Not all contest pilots are gun pilots and all gun pilots have to start somewhere. That’s what Steve Foreman tells himself as he relates his contest that saw more landouts than finishes. It was, however, all valuable experience and he had a great time.

Practice Day Fellow club member Steve Wallace and I had several trips up to Thames and back. I did 520 km while Steve W went further north past Thames and further south, flying 620 km.

It was a good practice day. I had been up that way before but I wasn’t familiar or confident crossing the Waihi gap. However after six crossings and pushing harder to keep up with Steve, it became easier.

Day one Racing Task - Thames to Tirau twice and I was ready, thinking that the practice day was going to pay off. Unfortunately my first day ended with a land out after rain and low cloud got me thinking I might be better off on the ground. I had a great start and managed to find Steve and stick with him for 130 km. I lost sight of him south of the waterfall as he ducked under the cloud half way down the ridge just above the trees through the rain. I wasn’t alone landing out as there were six others.

Day two 71 Waharoa - 41 Rangataiki - 02 Waitoa - 01 Matamata This was a great task and I was looking forward to flying down past Taupo on a thermal day. Unfortunately airspace infringements ruled the day and I was ‘landed out’ 50 km from the start. I think there were eight others

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Feb–April 2015

Day 2 highlight of the comp

with virtual land outs as well. In reality, I got to Rangataiki and 10 km short of the last turn point north of Matamata before landing back at the field. This was the highlight of the comp for me. 310 km.

Day three 300 km Racing Task.

I landed out after 171 km. This was my best day placing with a 4th on another thermal day. The flight was followed by

Photo Steve Forman

Photo Steve Forman

Photo Steve Forman

north island regionals

a 12 km (app on iPhone 6 tells you how far you walked) walk to find a farmer and phone coverage. I had landed in a maize crop

by Arohena camp ground with only two plants damaged.

Day 4 378 km Racing Task, mostly on the ridge with a few tricky bits into wind out from the ridge (15 km) and a turn point 10 km north of Thames which had a few of us making bricks.

It was all pretty straight forward really, yet I still had some worrying spots. I turned a few places that I didn’t need to but that allowed me to take a breath. I arrived at the turn point at 1500 feet after 279 km. I circled five times, drifting back towards the hills, losing 150 feet. The hills were 9 km away by this time and I decided to play it safe and land out. Looking at it later I could have made it to the hills fairly low…… live and learn

Day 5. Last Day I was keen to get around after three land outs, a land back and a virtual land out. The pressure was on. The task was set.

Last year I had a memorable land out down by Bennydale and this was where one of the turn points was located on this task. I was happy to be going back down that way to conquer the terrain. Down by Lake Arapuni I once again got low and had several paddocks picked out as I was up-n-down – 1200 feet to 1000 feet - just hanging on for what seemed like hours. Anyway, this time I got away. I had good climbs and then a final glide from south of Tokoroa back to the field of approximately 60 km.

Stats 1950 km 24 hours flying time 1962 OLC points Undercarriage in one piece Lots learnt and looking forward to Club Class Nationals

Contest results Club class 1 Grahame Player Auckland 2 Dion Manktelow Auckland 3 Neil Harker Auckland

2346 1691 216

15-meter 1 Steve Wallace Aviation Sports 2 Tim Bromhead Piako 3 David Moody Auckland

4391 3878 3532

Open Handicapped 1 Brett Hunter Tauranga 2 Alan Belworthy Tauranga 3 The Dynamic Duo Team Piako

4868 3719 2986

Feb–April 2015

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Febâ&#x20AC;&#x201C;April 2015

Photo John Griffin

Photo John Griffin

Photo John Griffin

north island regionals

north island regionals

Gerard’s Flight

by Gerard Robertson

I spent some time with Rae recently and he talked. All the time. It wasn’t what he said or how he said it; it was where he said it.

reduced to asking young Joshua Chevin (originally of the Auckland club and now back from studying aero engineering in Melbourne to work in my office as a summer student) what this last one was.

Coming to terms with the fact that the Duo’s long wings give it such roll inertia as to make the Queen Mary look like a jet boat, I e launched in the Duo from near the back of the grid, started to get the feel of flying the Discus. It drops its nose easily in a directly in front of Trevor Terry with his iron-ballasted turn and is so slippery that speed control is challenging until you’ve Duo Turbo. We didn’t see him after that which would the knack of top rudder, a touch of opposite bank and some back pressurprise no one. sure. If you look at the flight manual for the Duo (which I had before I The task was an aggressive one for the North Island Regionals: flew it), you’ll see that it has such a low stall speed that its behaviour north from Waharoa to Hikutaia (just north of Paeroa) and south to is benign when handled like this.

Tihoi, west of Taupo. About 350 km for a task which, if the weather As we continued north after this little energy top-up, Rae said “I had been a clone of the previous day, would have been just fine. expect you’ve been concentrating for the last few minutes?” When I We spent an extended period on the grid, during which Trevor agreed, he went on to say “Now is the time when, while in straight tried to psyche us out by telling us that as our Discus wasn’t blessed and level flight, you relax, take a drink or snack.” While the room with a shiny reflective canopy cover such as his, our canopy wouldn’t service wasn’t particularly special (though he did pass my drink close once it had expanded in the heat. While not fazed by this, I did bottle forward), his advice was practical and well-timed, as was so make a precautionary trip back to the clubhouse to ‘borrow’ a water much else of what he said during the flight. container which John Bayliss had conveniently left by the fence (I As we approached Hikutaia we ran out into the blue, the drift of hope Adam returned it, John). smoke from a farmer’s fire showing that the sea breeze was starting Speaking of water, the sound of that container filling under the to come in. Turnpoint rounded (“Did your little electronic thingie in clubhouse tap was finding my bladder as suggestible as my mind had the front just go ping?” “Yes, Rae”. “Right, another five seconds, then been to Trevor’s trickery. Once I’d done what most (male) glider pilots we’ll turn”). do against the fence at Waharoa I engaged in some networking. As I’ve Back along the foothills, past where we’d sighted Maurice Honey never been to a competition before, it felt a little unusual (even for me) from Auckland in his distinctive winglet-equipped PW-5 (he’d to ask strangers about their urinating habits and techniques. However, been above us too). Out along the energy line to Matamata (“See they were very good about it. those clouds: are they on track?”) we Nearly 300 words down, I guess Rae didn’t tell me anything I haven’t read continued south while debating the it’s about time to get airborne. Before this though, in the interests of educat- before in numerous books. However, as he practicalities of getting to Tihoi and ing other neophytes, I must note that told it to me in the operating environment, back, without a trailer being involved.

Eventually, with my presence lying in the shade of the wing next required at the school prize-giving in to the IT guy is perhaps not the best Auckland, we elected to try a low level time to re-acquaint yourself with the save near the ‘spud patch’ (in fact, it was more of a meteorological intricacies of the operation of one of Jerry O’Neill’s fine little navigadictatorship than a democratic choice). tion units. However they must be fool proof, as I got it to work.

Rae didn’t tell me anything I haven’t read before in numerous So, having strapped a parachute to my backside and a glider to books. However, as he told it to me in the operating environment, my parachute, we were towed over to the same neighbourhood as it was many times more effective. One of my personal barriers to the long-departed sniffers who’d launched earlier. I’m sure I’d told Rae going cross-country (though I have been well out of gliding distance that I’d only flown the Duo once before, several years earlier, so there from home many times) has been the fear of botching any paddock was really no need for him to be so critical about my early thermalling landing which might be required – yet only once in 3-1/2 hours did technique. After all, I did let him take control without complaint. we ever get to the point of thinking about possible landing choices.

Rae managed, with some struggling, I must note, to get us to As my flying and thermalling skills are okay, field selection and 3,300 feet’ before we followed another Duo across the start line while outlandings are now something which I can isolate as a skill I need to I considered whether I’d ever get the knack of flying this barge with develop by spending some time with one of the motor gliding syndibent wings. Fortunately, over the course of the afternoon, we adjusted cates. After that, no regional competition will be safe! to one another and by the end of the day were new ‘besties’.

I believe that the gliding movement does a good job of defining So north we went; not to Alaska, just to Hikutaia. At 55km, it the skills and competencies needed to get to early solo stage, but wasn’t a quick trip through a largely blue sky. Even the Kaimais had does not manage quite so well to define and support low time pilots barely a cloud atop them. We noted RR going in for a closer look though. on the path to cross country. This is not intended to diminish the This is where I started to learn things. Rae’s instructive monoenthusiasm of many individual pilots, but I believe that a struclogue became something more of a dialogue, while he was genuinely tured, coherent approach is the most effective solution. interested that I should both fly and listen. Fortunately, as one of I’d be interested to hear from any clubs or individuals who those rare males who actually enjoys shopping (ask me about Ikea in believe that they do have a good template for this path to soaring Melbourne), I was able to successfully multi-task. flight and are equally willing to blend contributions together. I’m a Rae issued the first version of his LAAR acronym of: Lookout (turn firm believer that all of us are smarter than any of us, so please make your head out to 90 degrees in the direction you’re turning), A for angle the effort to send me your thoughts or just invite me to call you, via of bank, A for airspeed and R for _?_. He repeated this so often that, janeandgerard@xtra.co.nz. as I write this, I can readily remember only 3 of the 4 and have been

W

it was many times more effective.

Feb–April 2015

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24 Students

10 Days of Flying, 1 Epic Camp!

By Emma Brooks

2014 produced another successful Youth Soaring Development Camp at Omarama. Twenty two out of twenty four people went solo, either for the first time, or locally. There were certainly a few drenched kiddos after their first solos – around eight buckets of water each!

O

ver 270 hours were flown. Three silver badges, two silver height gains and one duration were achieved with a number of type ratings and A certificates also completed. During the camp we used the Twin Astirs for training, before moving up to the Single Astirs, LS4s and Janus for a new challenge. Those that were lucky enough also

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Feb–April 2015

flew in the Duo Discus and many other glider types that were stored in the hangars.

The long range forecast right up until camp was predicting showers, rain and thunderstorms – but that was far from what Omarama actually put on for us; just brilliant! Only one day was completely rained off, but that was used productively

aging pilots YSDC

to get through any needed ground training, while the advanced crew went and visited some local land-out spots. We had one wave day (first launch at 0830), with both well-formed lee and arch wave, the rest being thermal days which got better as the week went on. Some thermal days were up to 13,500 feet with 6+ knots up in strength!

Evenings consisted of sitting down to a wonderful meal after long days of flying, sharing our stories and the pictures and videos of the area from our daily adventures, ranging from local to much further afield. Some enjoyed a few quiet refreshments by the campfire, while others of us played sport and when it was dark, went star gazing and attempting to find the southern lights.

A big thanks goes out to Roger Read, Glide Omarama, flying

instructors, tow pilots, ground crew, Kim & Jenny our camp mums and chefs respectively, plus all those others that have helped in any way to make our camp such a great success!

My highlights for YSDC 2014: ›› Meeting heaps of keen young pilots and plenty of other friendly folk of the gliding community ›› 3 hour wave flight up to Mount Cook in the Duo Discus, peaking at 17,500 feet ›› Flying with oxygen for the first time ›› All the delicious food cooked by our amazing chefs! ›› Successfully completing the 25 hours PIC required for QGP and the silver height gain ›› Evenings playing volleyball and the campfires

Feb–April 2015

31

Youth Soaring Development Camp

By Tim Austen

The editor is very pleased with the new and apt description of instructors coined by Tim. The ability to glide has been around since Daedalus, the father, instructed Icarus to cover himself in feathers that were stuck together with wax. Daedalus was very particular about where Icarus should fly. Getting too close to the sea would dampen his feathers and make it difficult to fly; too close to the sun and the wax would melt. While Icarus’ flying became fatally reckless, we at the YSDC got to develop our skills with the guidance of our instructors.

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here are few activities you can participate in that are as challenging and rewarding, frustrating and enjoyable and that reveal scenery that is as achingly pretty, as gliding.

Just before Christmas each year, a brood of 24 lucky youth who are still learning to fly (Icarus wannabes), a handful of exceptional Daedalectic instructors and a pinch of aromatic chefs and their helpers descend upon Omarama for ten days of challenges and rewards. We call it the Youth Soaring Development Camp (YSDC).

The YSDC has been spreading its wings at Omarama since 2010 and aims to challenge and reward students from the ab-initio stage to some of the most experienced youth pilots in our sport.

Helios gave us a lucky spell of favourable gliding conditions and we flew every day, despite the odd speckle of rain on the canopy.

This year’s YSDC was my fifth and I am proud to be one of three who have attended each camp since its inception. I had some rewarding flights with guidance from the back seat. In turn, I was able to pass-on some of my learning to my fellow fledglings.

I managed to hone some gliding skills that will permit some great odysseys in the future. Seeing Mt. Cook, Mt. Aspiring and

YSDC

Patrick Richardson helping with a retrieve at Pukaki

There were some epic retrieves

Marcus Johnstone

Benmore Power Station from the air was thrilling and are each examples of serene scenery.

The final night dinner was a new and unique challenge that Mother Ducks (Kim and Jen) and their team had to face. As per usual the food was superb, the beers cold and the gliding anecdotes interesting. It was an opportunity to share our experiences and let our hair down. Congratulations to those who won prizes at this special event!

There were a considerable number of achievements on this year’s camp – first solos, A and B Certificates and Gold and Silver Badges. It is fantastic to see such an enthusiastic, intelligent and excited group of young people. And they all had fun!

We do need to acknowledge the tragic deaths of Bill Walker and David Speight in Namibia. Many of the youth camp attendees may not have met Bill or Dave. However, we appreciated their work each time we launched. The dust bowl that has been transformed into a gliding mecca of Omarama is Bill’s legacy and Dave’s friendly face and mentorship is sorely missed. Their memorial services were on during the camp and many of the more senior attendees made the trip to Dave’s funeral in Arrowtown and Bill’s funeral in Queenstown. Our thoughts are with Jan Walker and Mairi Speight and their families. It will be poignant

Roger Read

to take a moment to remember these gliding champions at each Youth Soaring Development Camp.

The YSDC could not happen without the outstanding work of Roger Read and the instructional team, Kim and Jen Read and the cooking team, Youth Glide New Zealand and the young pilots who made 2014’s YSDC a tremendous success.

It is important also to acknowledge the various gliding clubs and private owners who allowed us to use their gliders, GlideOmarama for letting us use their instructors and tow planes and the Omarama Soaring Centre for the use of their back-achingly beautiful campgrounds. (Tim’s comment refers to the hours that Youth Glide members put into cleaning and preparing the campground at the beginning of each season in return for a cash donation – Ed.) The YSDC is a full on week of excellent flying, eating delicious food, telling dubious stories of the days adventures and being a part of something truly special, with a group of impressive and pleasant people The instructors made sure that no one melted their wings and ensured that everyone flew to their maximum ability.

If you wish to find out more about Youth Glide or next year’s camp, please go to youthglide.org.nz, follow us on Facebook “Youth Glide New Zealand” or contact me personally on 027 774 4957.

YSDC 2k15 is just around the corner!

Feb–April 2015

33

Alex McCaw L) in OGC’s Discus 2b crosses paths with Brett Hunter in his JS1 C in a display for the cameras during the Multi Class Nationals.

Photo Geoff Soper

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Feb–April 2015

Photo John McCaw Febâ&#x20AC;&#x201C;April 2015

35

Joey Glide

2014

By Campbell McIver

NZ Team L-R Campbell McIver, Nick Oakley, Phillip Dunlop, Alex McCaw

Campbell and team coach Mike Strathern with Phillip – in glider

In December four young pilots headed across the ditch to fly at Narromine in NSW in the Joey Glide contest, the Australian Junior Nationals. This contest was also the warm up competition for the Junior Worlds, to be held in December this year. The four pilots were Aucklanders Philip Dunlop and Campbell McIver and Canterbury pilots Nick Oakley and Alex McCaw. They were ably supported by Mike Strathern from Nelson in the coaching role, Philip’s dad Geoff in crew and general support, and Dave Tillman from Canterbury as manager and his wife Lynette as cook and team mother. Nick and Alex had already competed at Joey Glide two times before and Philip once, but for Campbell it was to be an all new experience. Not only was it his first Australian contest, it was only his third contest ever.

ompeting at Narromine, Australia was going to be a tough call with the new environment, a whole new style of thermal flying and the blistering heat that goes along with it. Boy, was I in for a shock! Upon arriving in Narromine I was greeted with my LS4 for the week. At least I thought it was an LS4. It was hard to tell with all the dirt, dust and bird droppings covering it.

Step 1: Clean the glider. A good two and a half hours of cleaning was possibly the best workout I’d had in a while. Walking out of the 40 degree sun and into an air-conditioned cabin was the best feeling in the world. The heat was a shock and I needed to grasp the nature of the fierce environment of Australia.

Practice day was the first chance I had to experience an Aussie day with 8 knot climbs to 8,000 feet while dodging showers with high speed weather cycles of strong climbs and over-development.

I held back before the start, taking note of which competitors flew together, who called the false starts and the sizes of the gaggles.

My intention was to get used to the glider, explore how the thermals were structured under the large cumulus and discover thermal sources in the high chance of it blueing out at some point over the week. Something didn’t feel right as I headed towards the day’s first turn point. My mechanical and electric varios were constantly

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C

joey glide / junior pre-worlds

Alex preparing to launch

pointing in opposite directions. I had only made it 70 km before making the decision that this needed to be sorted. Thanks to Mike Strathern fiddling, and playing round with a few settings, the varios began behaving themselves.

Our first competition day was halted by a large wall of thunderstorm, with an evil looking gust front blocking our way to the first turn point. Just 40 km into the task the pilots reached a gentlemen’s agreement to abandon the day due to the severity of the storm, therefore making it a no scoring day. The fact that it was closing in on Narromine fast was rather nerve-racking. 30-40 gliders high tailed it back to Narromine, with an impressive achievement of nearly all of them landing within 10 minutes. I ended up number 11 in circuit when joining. A few cowboy pilots climbed to over 10,000 feet in the gust front, ending up landing (safely) in 40-50 knots of wind. They received a slap on the wrist.

The next day we got our first competition day. It was a very hot but humid day, with 9,000 feet cloud-bases with variable climbs around 6-10 knots that were often hard to find with large surface areas of the cumulus clouds, again cycling at high speeds. Much of the field was stuck in the early stages of the flight near Warren, which had suffered from the passing storms over the past 24 hours. For what was my first cross country flight in Australia, 8th place for the day was satisfying

with 7th place going to my partner in crime, Philip Dunlop. But wow, the muggy heat, even at 9,000 feet had really taken it out of me. My limited time off work had left me with little time to acclimatise, and was especially bad for someone like me with fair skin.

Recovery was key. I remembered a golden rule from my cycling days: when you are standing, find a place to sit, when you are sitting, find a place to lie down. Right! I put the glider in the hangar, and marched straight to bed. I blasted up the air conditioning, sent in my trace and put my feet up.

The least said about my competition the better to be honest. I was suffering badly from a climate I hadn’t been able to prepare for.

Though I was rather disappointed with my performance I’d like to look at the positives. What can I take away from this experience?

Even while unwell, I was lucky enough to experience some epic thermal days, with climbs over 12 knots strong to 13,000 feet. I learnt to fly faster and know I can translate this different style of thermal flying to my North Island tactics. It was Steve Wallace who told me “Australia helps make you a faster thermal pilot”.

Over the next 12 months, I’ll focus carefully on all my Cross Country flights. I will focus on what was done well and what wasn’t. I will go to every competition I possibly can and plan how I intend to fly each day with the highest speed in mind, whether it

Feb–April 2015

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joey glide/ junior pre-worlds

The winners L-R - Frederik Nøddelund (Denmark), Ailsa McMillan, Matthew Scutter

Evening entertainment

NZ team dinner

be slow flying with as little turning as possible or fast flying while attempting to find the strongest energy source to keep thermalling percentages to a minimum. All this can only be discovered and learnt by as much cross country flying as possible. This means pushing my comfort zone and focusing on my situational awareness to read the weather to the best of my ability.

So was visiting Australia worth it? HELL YEAH. This could have only been made possible with the support Gliding New Zealand gives to us Youth Glide Pilots and words cannot express how grateful we are. I’ve gone from visiting my first YSDC in Omarama in 2012 as a 10 hour pilot to only 24 months later, aged 19, having the ability to fly 350km+ tasks in Australia.

So where to from here? It’s now time to set up a 12 month plan of where I want to be with my flying and how I plan to achieve it, come time for the Multi-Class Nationals in Taupo 2016.

This fantastic experience shared by myself, Alex McCaw, Nick Oakley and Philip Dunlop could not have without the help of a fantastic community of parents, friends and pilots. Dave and Lynette

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L-R Luke O'Donnell, Eric Stauss, Joseph O'Donnell

Feb–April 2015

Tillman were beyond fantastic in every way and it is comforting to know Alex and Nick will be backed by such great support when flying at the Junior World Gliding Championships later this year.

Philip’s father, Geoff Dunlop was always there and was a fantastic crew member and a very caring figure for our wellbeing whilst visiting Australia. Philip and I have been very lucky to have had such wonderful coaching effort from Mike Strathern over the past two years. It has boosted our cross country flying abilities and we are forever grateful and look forward to Mike’s guidance in the future.

From Philip and myself, thanks to Hadleigh Bognuda (Golf Papa) for taking us under his wing and training us as IT Consultants, allowing us to continue a concentrated bout of cross country flying.

Finally, from the Junior NZ team, a big thanks to those who donated to the team at the South Island Regionals (thanks to Terry Delore’s fundraising skills), and the messages of support from those across New Zealand. It really was a huge boost. I eagerly await the next opportunity, whatever it may be.

joey glide/ junior pre-worlds

Flying the

Storms

By Alex McCaw

A

World class competition is always challenging but unfamiliar weather conditions made the Junior Pre-Worlds a real battle for our junior team.

Alex McCaw tells us about the experience.

s a mountain pilot from New Zealand I have had very little experience flying around your typical storm. Yes, we can end up flying around rain showers in the mountains but we don’t often have to deal with raging thunderstorms. This meant that at the 2014 Junior Pre-Worlds, we were completely unprepared for the large storms we would have to deal with.

For Nick and me, it was our third time flying in Australia but this time was slightly different. This was the Junior Pre-Worlds, meaning the competition was more competitive with many pilots coming down-under from overseas. On the previous two trips we have had a variety of weather conditions including ‘blue’ and ‘CU’ days but never real storms. This year provided great conditions for racing but also challenging conditions that made everyone work hard. A dynamic trough line nearby provided a real mix of weather with some great days but also some very stormy conditions. This meant that every day, bar a couple, we saw some lightning.

Day 1 of the competition gave us our first taste of some serious storms. As predicted, the air was extremely unstable and even before we took off, the sky looked very dark and ominous. We all started as Feb–April 2015

39

joey glide/ junior pre-worlds

The route home between two storm cells

soon as possible but even then we were too late. A huge storm line had developed on the first leg. I was flying with a few others and as we edged closer to the storm we could see a huge wall of rain and sheets of lightning, making us all nervous. With the lightning beginning to feel far too close for comfort, the talk on the radio soon became constant, with a vote being held on abandoning the task. I think most of us wanted to turn around but being the first day of the competition, none of us wanted to lose any points. Being ambitious, I thought it might have been possible fly through the storm and reach the first turn and make it back out onto the front of the storm.

Flying with a few other ambitious Australian pilots we headed closer to the storm. The leading edge of the storm itself provided smooth strong lift to 9000 ft but as soon as we began to enter the rain it became extremely turbulent. Finally the decision to turn around was made for us by a large bolt of lightning, lighting up the sky in front of us. As if in formation we all made a quick turn around and raced for home.

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Feb–April 2015

Leaving the storm I saw the two Danish pilots heading into the storm in formation.

Within minutes the radio became alive with what I can only assume were Danish swear words. In the end, common sense prevailed and all pilots headed for home.

By this time a second storm line had developed, creating a very limited opportunity to get onto the ground before the squall lines hit the air field. It must be said that all the competitors did extremely well in the challenging conditions, with most of the fleet of 40 gliders landing within ten minutes.

Unfortunately we were unable to get the gliders to the hangar by the time the gust front hit, meaning we needed three to four people to hold the gliders down while the 40 knot winds passed. A few of the pilots had to land in those conditions and pulled it off really well. The lesson I learnt from this was that if you can’t land safely before a storm hits, it might be better to stay in the air and wait the storm out.

The first few real days of competition provided great flying, including a 600km task which we managed to do at just under

130 kph; it was the biggest task to ever be set at an Australian junior competition. A slow final glide meant Matthew Scutter beat me to the finish line by a few minutes, putting me in to second place for the day.

Even so, I was very happy with my placing for the day and even happier to have Nick finish just behind me and have him on the podium as well.

Unfortunately the conditions didn’t stay as good and the next day we were greeted to another stormy day. Upon taking off, it became apparent that the day wasn’t as forecast as storms began to build on track with rain showers blocking our path for the 340 km task. Deciding that an early start was essential, I started early along with most of the other pilots and headed for the first turn where a huge storm had developed.

I watched as one of the top Australian pilots pushed on fast and low through a gap in the storm and onto the back of it. I decided it was probably best to take it slowly and take a climb. This ended up being a mistake, as the storm quickly overcame the turn point and we had no choice but to reach the turn

joey glide/ junior pre-worlds

Photo Frederik Nøddelund

On the ground due to “blue” air on the edge of a storm

Frederik’s “shocking” photo

point and back track out the way we came.

This is where Frederik, one of the Danish pilots took the ‘shocking’ photo on the right. Staying in racing mode and not really understanding how these storms worked I raced along the leading edge of the storm and on into a big area of ‘blue’ before the second turn. It soon became apparent that I was in trouble; the air was as smooth as silk and slowly descending. I dumped my water and began grovelling, with little luck.

I soon ended up in a large stubble paddock.

I was not happy! My lack of understanding of storms had bitten me in the backside, big time. I didn’t appreciate the large volumes of air that slowly subside around these storms, creating large areas of ‘dead’ air, in this case well over 50km wide. All the pilots that got around took huge deviations to avoid these areas while I blasted right through the middle of it.

Lessons So what lessons did I learn from flying around storms? I learnt the importance of having a situation awareness of what

is happening in the sky, including if the conditions are not as predicted and adjusting my flying to suit the changing conditions. The big thing for me was understanding how storms work, not just where the lift is and where it is safe to fly but also where the large patches of sink can be located.

Thanks In the days prior to the Junior Pre-Worlds in December, we learnt of the tragic accident in Namibia and the devastating loss of Bill Walker and David Speight. Both Bill and Dave were great supporters of both Nick and me and were major financial supporters of our trip to the Junior Pre-Worlds. Bill and Dave had been huge supporters of our goals in gliding, and we owe much of our successes to their generous support - not only their financial assistance but also the support they provided as mentors who we very much looked up to. We thank them greatly for their support and we will do our best to honour them with our flying at the Junior

Worlds in the coming December.

There are too many other people to thank for the support we received to get to Junior Pre-Worlds but I would like to thank David and Lynette Tillman for their continued support and the great generosity they have shown by being our support crew for the past three years in Australia.

Plans and preparation are already well under way for the upcoming Junior Worlds in December. It is at the same location, Narromine, where we have flown for the last two years so hopefully we can put all the lessons we have learnt to good use. We look forward to sharing our success with the SoaringNZ readers.

Final results for the NZ team 15 m Class 4 Nick Oakley 6 Alex McCaw

Club Class 15 Campbell McIver 16 Philip Dunlop

Feb–April 2015

41

Perlan Interviews

Arcus Wing

Lago Nahu

In our last issue we introduced our readers to the Airbus Perlan Mission II. Perlan II aims to fly a purpose built glider into the stratosphere, to an altitude of 90,000 feet. The aircraft, sponsored by Airbus, will be pressurised and is specifically designed to fly through the range of altitudes needed for the record breaking flight. But breaking world records is only a small component of the project. In this issue we interview some of the key players involved and learn more about the science and the excitement of being involved in this project.

For more information on the people featured in this article, please refer to their profiles in the previous issue.

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Feb–April 2015

Jim Payne is Chief Pilot for the Perlan Project You’re a successful glider pilot with a lot of long distance soaring flights behind you and have taken a Grob 103 to over 42,000 feet. Is being part of the Perlan Project a dream come true?

Yes. In 1973 when I was a cadet at the US Air Force Academy, I wrote my senior Engineering English Course paper on soaring to high altitude using a pressure suit in a sailplane.

Does the thought of the technologies needed to fly so high make the flight daunting or more exciting?

I have flown many types and done some exciting flying over the years. I would say the Perlan II is an exciting challenge.

Perlan II will literally be the twitchiest glider you’ve ever flown. What sort of practice flights will you be doing?

I have flown some pretty twitchy airplanes over the years including some variable stability aircraft. The Perlan II flight test will be accomplished using a standard flight test build up process. We will work from the heart of the flight envelope outward and upward. We plan to install a yaw damper to help the yaw damping at high altitude.

perlan interviews

Arcus Wing at Day Break with Lenticular Cloud

Lago Nahuel Haupi and Bariloche

Is there a simulator? How does it handle?

Perlan has an X-Plane simulator that is working. We are also working on a simulation with more fidelity.

How many hours do you expect to be airborne for the record flight? How long ascending/ descending?

Does the glider have airbrakes?

We are planning for up to an eight hour mission. The ascent will depend on the lift. The descent can be rather quick. The Perlan II will have airbrakes and a drogue chute for emergency descents. The drogue is sized to keep the airspeed at 80 knots IAS in a vertical descent.

Is this going to be anything at all like an ‘ordinary’ high altitude glider flight?

At very high altitude it will be an interesting machine. At FL900 on a standard day, the true airspeed is 6.7 times the indicated airspeed. At 50 knots IAS, the true airspeed is 336 knots.

In the polar night jet (also known as the polar vortex) the high altitude wind speed could be over 200 knots. Because of the true airspeed effect we will have to zig-zag to stay in the lift zone.

Jim – you’ve obviously been having a great season in Argentina, we’ve been following the blog. What are your personal highlights from the campaign?

Flying at 21,800 feet means watch the oxygen, Jason wearing mask and sun protection

Volcano Tronador above the clouds (Jason had trekked across it a few days before)

layers. The December 18th flight was special as it was the first time I have been able to take my wife Jackie on a wave crosscountry. It turned out better than expected and with ground speeds up to 360 kph, it was a lot of fun. She was excited to go over 1,000 km. The January 5th flight of 2,017 km was a special one with our son, Jason.

How does this Argentinian campaign – which is a glider pilot’s dream – tie in with the goals of Perlan II? Our goals include building relationships with the Argentinians and learning about their procedures and processes.

You and Dennis are together in the cockpit for long hours. How are you getting along?

We get along great. Our focus is further and faster. We make a great team.

Logistically it can be very difficult to fly in South America, how are you managing this?

Tago DePietro is our secret weapon. He supported Steve Fossett’s campaigns and all four of ours. He can move mountains. (Terry Delore also speaks very highly of Tago from his time with Fossett in Argentina – Ed.)

Every long flight is a joy. The November 27th flight with Dennis was challenging due to the varying cloud patterns and Feb–April 2015

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perlan interviews

Elizabeth presents a weather briefing at Omarama in 2002

Elizabeth, Susana and Einar

Elizabeth Austin Ph.D. is Chief Meteorologist for the Perlan Project For a meteorologist with your background, the Perlan Project must be the ultimate playground. You are one of the original members of the Perlan team.

What has kept you interested in the project for so long?

generate mountain waves, as do many mountain ranges, but when the polar vortex is active and the edge of it nears the El Calafate region, this allows the mountain waves to continue on through the tropopause (boundary between the troposphere and stratosphere) and well up into the stratosphere.

Two things have kept me interested in the project. My curiosity to make potentially revolutionary atmospheric discoveries and my belief and love for Einar Enevoldson and seeing his dream achieved. Einar and his wife, Susana Conde, have sacrificed so much for this project.

What are the ultimate conditions required for the successful high altitude flight? Will these conditions have to be met exactly or is it still possible to achieve the flight with variable conditions?

What is the relationship with the polar vortex and the Andes wave system that makes El Calafate the ideal site for the attempt?

The fact that El Calafate is located at over 50° South latitude and on the lee of the Andes puts us in an excellent location to stage Perlan. Although we are not located near the highest portion of the Andes, we are strategically located closer to the edge of the polar vortex. In particular, there is the polar night jet which is the jet stream associated with the polar vortex (up above the jet stream we are used to discussing). The Andes

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Febâ&#x20AC;&#x201C;April 2015

A unique combination of meteorological conditions is required to get mountain waves to penetrate into the stratosphere to altitudes of 90,000 to 100,000 feet. These requirements include: 1 atmosphere must be influenced by the Polar vortex edge, 2 prefrontal conditions (post frontal may be okay at times if there is not too much moisture in the atmosphere), 3 close to perpendicular winds hitting a mountain range, 4 increasing wind speeds with height and fairly constant wind directions at all levels (the polar jet enables this when it is oriented correctly), and

perlan interviews

Einar Enevoldson You were a glider pilot as well as a very experienced test pilot. You were obviously familiar with mountain wave systems. When did you realise that it might be possible to use them as a stepping stone to reach the stratosphere?

5 a weak tropopause that allows for waves to traverse into the stratosphere.

As you can see there is quite a unique set of atmospheric requirements to get to 90,000 feet. During a flight season in El Calafate which can run from sometime in June or July through to October, statistically we will probably get only a handful of potentially 90,000 feet days. However, there will be other days where we may still reach high altitudes, say 55,000 to 70,000 feet. All in all though, we need to be on top of our game and ready to fly during these times when the atmosphere cooperates for us.

What do you hope to learn from data collected on the flight? How is Perlan increasing our knowledge of the upper atmosphere and forecasting of global weather patterns?

The Perlan Project represents a balanced effort between model-observation-theory and is expected to have high scientific return. The wave propagation from the troposphere into the stratosphere and middle atmosphere will be analysed in detail.

One of the major gaps in the research today is how the scales of the various waves relate. For example, what is the relationship between mesoscale stratospheric mountain waves, wave breaking, turbulent energy fields just below, at and just above the tropopause, and gravity waves which propagate upward and deposit their momentum in the middle and upper stratosphere. The Perlan Project aims to attain an understanding of the interaction between stratospheric mountain waves and the polar vortex and their effects on the energy balance of the atmosphere.

Gravity waves which are generated in the troposphere e.g. by winds over topography, propagate into the stratosphere.

These waves break in the upper stratosphere where they deposit their momentum, which in turn decelerates the zonal wind and hence controls the strength of the polar night jet (the polar vortex), which isolates winter and springtime Antarctic ozone depletion from the stratosphere over the rest of the globe.

The outcome of this project will be a better understanding of the mesoscale (gravity waves) and the microscale (turbulent dynamics) of the stratosphere over multiple scales.

It didn’t occur to me until I saw the false colour LIDAR image made by Wolfgang Renger at Oberpffanhoffen in the DLR when I was working on the Strato 2C project. They clearly showed the wave at about 23 km at the Arctic Circle over Mt Kebnekaise on the Norway-Sweden boundary. That was in 1992 when the image was quite fresh. Dr. Renger was very excited to tell me all about the image and all the years of development behind it. It took a few more years for us to really understand the stratospheric wave.

It took the help of Dr. Jim Rosen from the University of Wyoming and of course Dr. Elizabeth Austin to progress to the current state of understanding. And several others also helped along the way. The continuing enthusiasm and loyalty of the team volunteers makes the project a tremendous pleasure.

You were an active part of the piloting team through the first stage of the project. What made you decide to step aside for Perlan II? It was my better judgement overriding my desires. I am now 82 years old and not all my systems are in tip-top condition anymore. I feel very lucky to have been in excellent nick (it was necessary at times) during my piloting of the Perlan 1 at 74 years of age. If I had been a better salesman, perhaps we could have been high already, a few years ago when I was not so old, but I am very pleased we now have such an excellent team and that Airbus is now sponsoring us.

Will you get to fly it at some stage?

I may see if I can hitch a ride at some point if it doesn’t interfere with the real work.

I will put in my 2 cents worth on a couple of Jim Payne’s questions. The Perlan II will be quite slow responding at low altitudes - to the extent of being a potential problem due to slow roll response when towing through a really rough rotor. It will be amazingly responsive at very high altitudes but probably not actually twitchy. It will definitely need an electronic yaw damper at the very high altitudes.

Otherwise it will be quite difficult to control. Both problems are due to the extreme range of air densities in which it is designed to fly.

Yes! At the higher altitudes it will be a new set of skills to learn for the new set of problems we expect. I hope that with a good simulator, we can fly in the expected wave field and be better prepared for those problems. Not dangerous problems but problems that will make it challenging to climb efficiently in the wave. Some new and innovative instrumentation will probably be necessary.

But Jim will do doubt have his own answers to those questions.

Feb–April 2015

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Almost too good

to be true!

By Bernard Eckey

If you’re young and Australian, then you can join the Australian Air Force cadets and learn to fly gliders for free and enjoy the privilege of doing it in the latest and greatest the industry has on offer. Sadly this offer won’t apply to most of our readers.

T

his might sound too good to be true but this is exactly what happened at a recent gliding camp in Queensland.

A group of about 25 youngsters enrolled with the Australian Air Force Cadets and was given basic training at Warwick southwest of Brisbane.

I was there helping commission three brand new Schleicher ASK 21 Mi gliders and kept an eye on the training activities as we worked. We observed two tugs launching gliders in quick succession and without interruption. The leader of the group was eager to utilise the new ASK 21 Mi as soon as possible but we were still performing the initial inspection and dealing with a mountain of paperwork.

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Feb–April 2015

One evening, some of the more inquisitive youngsters couldn’t resist a visit to our hangar to have a closer look at the shiny new gliders. Bernard, this is your chance to have them on and greatly impress them at the same time, I thought to myself. While slowly walking towards the cockpit I casually asked whether they had heard of James Bond. “Yes, Sir!” was the fully expected answer. “Ok,” I said, “Stand clear” and after flicking a switch two doors opened and the propeller emerged from the fuselage. Their jaws dropped in absolute disbelief, and total silence ensued. Before anyone could say a word I remarked with a straight face: “This aircraft was used in the latest Bond film.” The kids looked at each other totally stunned but the silence was interrupted when someone said: “You are kidding, aren’t you?” At that point I couldn’t maintain a straight face any longer. My big smirk gave the game away.

The interaction with these up-and-coming aviators was extremely enjoyable, as their enthusiasm was clearly shining through. Questions were coming thick and fast and the eager anticipation on the faces of these youngsters had to be experienced to be believed. They were not only learning to fly gliders

“The Air Force test pilot is coming tomorrow,” I said,

Photo Bernard Eckey

“and if he is happy you can fly the first one on Friday.”

All photos courtesy of RAAF

but were getting a basic introduction to power flying as well.

“When are we going to get them?” was the first and immediate question.

“The Air Force test pilot is coming tomorrow,” I said, “and if he is happy you can fly the first one on Friday.”

“That’s cool,” one of the girls said, “I just can’t wait.”

While I was having a quiet moment that night I contemplated the privileges these lucky children enjoy and perhaps even take for granted. Before much longer there will be eleven of these self-launching gliders in operation throughout Australia.

They allow these kids to get a first class introduction to aviation in its purest form. Best of all, it is entirely free - no strings attached! These youngsters even learn the basics of power flying, thanks to a large pool of volunteer instructors and the tremendous vision of a few highly ranked officers in the Royal Australian Air Force.

What a chance, what an opportunity, what a great way to grow and become a responsible adult!

Feb–April 2015

47

Ventus

Front Electric Sustainer/Self Starter (FES) In the last issue we brought you photos of the Ventus 2cxa with front electric sustainer/selfstarter. Schempp-Hirth were so impressed with LZ Design’s engine in their glider that they are collaborating with the company to put more FES equipped gliders into production. The first deliveries are due around the middle of the year.

T

he LZ Design company, based in Slovenia, already have the motor installed in five different types of gliders with EASA certification for three of them. They state “Our main activity is development, production and installation of our ‘FES’ system to a few different types of sailplanes.” The FES is an innovative propulsion system with foldable propeller, driven by a strong but very compact, brushless electric motor located in the nose of sailplane. The motor is powered by powerful Litij-ion battery packs. Lighter gliders can self launch with FES while heavier gliders can use the motor as a sustainer or to assist a conventional launch method.

LZ Design tells us more about the electric engine “After evaluating available electric motors on the market, it was clear that there was no suitable electric motor which would

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Feb–April 2015

fulfil our requirements. The weight of motor could be only about 7 kg so that 30 kg of batteries could compensate for the noseheavy C of G. Its construction needed to be strong and suitable for installation.”

“As nothing was available we decided to design our own electric motor. After two years of work, many tests and a few development versions, we have created a state of the art, brushless, DC electric motor. Our BLDC motor offers several advantages over brushed DC motors including higher efficiency and reliability, reduced noise, longer lifetime (no brush erosion), elimination of ionizing sparks from the commutation, more power, and an overall reduction of electromagnetic interference.”

Basic data for our standard FES electric motor: »» Out runner BLDC brushless synchronous permanent magnet motor with electronically controlled commutation system »» 3 phase »» 20kW continuous power at 118V »» Up to 23kW for shorter time »» Rotor rink diameter 180mm »» Length 100mm »» Weight of motor is only 7.3 kg »» Efficiency up to 95%. »» Rotor position by hall sensors BLDC motors need special controllers for their operation.

The controller is mounted on a cooling rib on top of the main wheel box, and is cooled by three ventilators.

Photo Bernd Weber

“Our main activity is development, production and installation of our ‘FES’ system to a few different types of sailplanes.”

A very simple control unit fits into a standard hole on the panel and has sunlight readable, high resolution display. It indicates important parameters like RPM, power, voltage, current, battery capacity, remaining time and temperatures. There is only one switch to turn the instrument on and a knob with rotary encoder which acts as throttle and propeller brake.

The engine itself is started with a switch on the right side of cockpit or in another suitable location. The “Power switch” powers up the motor controller, and the electronic and main contactor which connects the battery packs to controller.

FES Propellers The propellers are a specially developed light carbon-fibre foldable propeller. The propeller opens quickly using centrifugal force when rotation starts. It has 1 metre diameter and each blade weighs only 240 grams. The blades are slightly bent

to take the shape of the front surface of the fuselage. During propeller folding, pitch of blades is automatically reduced as they rotate closer to the fuselage. Additional drag of the folded propeller is minimal, as proved by accurate Idaflieg flight performance measurements.

After the propeller is stopped by electronic braking, it is automatically positioned for retraction. The composite spinner has recesses for the middle section of the propeller blades and a central hole for cockpit ventilation and for air cooling of the electric motor. The ventilation can be closed during soaring flight but must be opened when the motor is running.

The pitot measurement point is on top of the vertical stabiliser, which causes no problems during powered flight.

About the only problem you may have is that the nose cone in your trailer will need to be slightly modified, so that it is not pressing on the propeller blades.

Feb–April 2015

49

obituaries

Bill Walker

William Morris Walker (Bill) Officer of the New Zealand Order of Merit (ONZM)

The following is an abridged version of the eulogies given at Bill’s funeral by Gavin Wills and Bill’s daughter Sonya.

By Gavin Wills

In the summer of 1971 a bombshell was about to hit the New Zealand Gliding movement. The Southland Gliding Club offered Bill Walker, then a 23 year old Invercargill engineer, a scholarship to learn to fly. Bill always said that they gave him the scholarship because they needed an engineer in the club. In any case, Bill fell in love with the sport of gliding and the NZ gliding world was changed forever.

Bill reckoned the smoothest way forward was to teach Jan to fly as well. She would surely then come with him on weekend gliding adventures. It wasn’t long before Bill wanted a glider of his own. But Jan wanted a house. The new house was duly built and the glider was ordered shortly after. Jan maintains the glider cost more than the house.

Bill decided that the club needed a winch to launch gliders from their site at Five Rivers in northern Southland. The fact that Billy had never built a winch certainly did not stop him designing one. Full steam ahead was Billy.

In 1975, after a lot of trial and error and fund raising by the club, the winch was installed at Five Rivers powered by a second hand truck engine and gear box. It operated continuously for more than 30 years and now resides at Omarama. The winch was a testimony to Bill’s can-do attitude and his design and build skills.

But it was only a taste of what was to come.

The club moved permanently to Five Rivers (from Invercargill) and Bill set about improving his first airfield, bringing a cottage for a clubrooms from Queenstown by trailer with a half day hold up at the Devils Staircase because the bridge rails were too high.

Billy jacked the building up on the trailer and sneaked it across the bridge. No permits, signage or fluoro jackets, just Billy and his

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Feb–April 2015

mates managing a situation. Five Rivers became the best set-up gliding field in the country with a bunk house, club house, ablutions and hangars and of course an excellent winch.

Five Rivers was the first of five airfields that Bill developed or improved during his gliding career: Five Rivers, Alexandra, Omarama, his own home at Ladies Mile in Queenstown and the Queenstown Airport.

He was a daring pilot prepared to take risks to achieve a goal. He was the kind of pilot who would lose a contest trying to win every race every day. His skills at running the ridges of the Southern Alps were legendary. He was often seen scooting along low level loaded with water, chirping on the radio. When the radio went quiet we knew Billy was stuck somewhere, scratching out of a lonely valley or landing at some remote farm. When he won, he always won big, finishing streets ahead of the rest of us.

In the late 1980s, he put together a syndicate to buy a Twin Astir to attempt world two-seat records and went on to set four world records. The first was a 13 hour struggle from Five Rivers to Molesworth and back and the last a high speed, high altitude flight across Cook Straight from Alexandra to Gisborne.

Billy’s next big idea for gliding was, “Let’s hold the World Championships here in NZ.” Bill not only became co-chairman for the successful 1995 bid but spent three years building the new Omarama airfield and then competed in the contest himself. Only a man of Bill’s extraordinary energy and determination could have managed all three.

The opening of the World Championships on the new airfield at Omarama was perhaps Bill’s proudest moment in gliding. To mark the opening, he arranged for the Championship Director

obituaries

Photo John McCaw

Photos courtesy of Walker Family

Fun, laughter and a good cause

and Billy was at his best.

Bill reckoned the smoothest way forward was to teach Jan to fly as well

to arrive in front of crowd of thousands via a spectacular bungy jump out of helicopter. The only problem was that the Championship Director was not that keen on jumping out of helicopters.

You guessed it, Bill did it instead. It was Bill that leapt from the helicopter hovering a thousand feet above the airfield and was lowered into the back of a classic American convertible - a Pontiac drop head coupe. The Director rose up to the rapturous applause of the crowd leaving Billy huddled behind the back seat of the car with adrenaline racing through his veins. It was the most successful gliding fraud of all time!

I believe Bill’s greatest gift to the NZ gliding movement was the Omarama Airfield. Early in the project he had a promotional brochure designed. What was the artist’s impression of the airfield, its runways, chalets and camp ground, were in fact Billy’s dream. They were realised exactly as the brochure depicted. He negotiated the deal with the council, designed the airfield with automated irrigation, built 12 chalets which he sold to fellow glider pilots, a camp ground, he set up the operating infrastructure to run the airfield and raised money and labour from his fellow pilots.

If there was a financial shortfall he paid for it himself and clawed it back later – sometimes much later...

Thanks to Bill, we have one of the best set-up gliding airfields in the world. Not only is there hangarage for 70 gliders, it’s a great place for families to hang out while the adults play with their flying toys.

There was a lot of hard work by a lot of people but it was all driven

by Bill and when his jaw was set just so, no was not an option.

Not all of Bill’s schemes worked out. After the ‘95 World Championships he decided to design and build his own world beating glider, a very complex and expensive process. Bill set off brimming with confidence. Four years later, several hundred thousand dollars poorer, he not so graciously admitted defeat and decommissioned his team, leaving behind a collection of moulds and wing profiles and wild ideas about a glider that might have been called ‘The Omarama’.

A month before Bill died, we were all at the annual South Island

Gliding Championships dinner and Bill was in fine form. The team were raising money to help two youngsters go to the Australian Junior Nationals. It was thanks to Bill that Terry Delore was talked into auctioning his underwear, providing Terry removed them in full view while standing on a table. Bill then paid top dollar for the privilege and the underwear was duly removed. Then Bill turned to a well-known restaurateur sitting nearby and soon a 10 course dinner for two with wine was being auctioned off. With Bill’s encouragement the dinner was sold for $1,000 and a total of $5,000 was raised for the young glider pilots.

Fun, laughter and a good cause and Billy was at his best.

MW WALKER Gliding Achievements ›› NZ Team Manager, World Championships, Rieti, Italy 1985 ›› Glider Pilot for the Perlan Project led by Einar Enevoldson and the late Steve Fossett in Patagonia and Argentina

›› The creation/establishment of the airfield at Omarama ›› Co-Chairman of the 1995 World Championships at Omarama ›› Awarded the ONZM (Officer of the New Zealand Order of Merit) for services to sporting aviation.

WORLD RECORDS

›› 28.10.1988 ›› 01.12.1989 ›› 04.01.1990 ›› 04.01.1990

Multiseat Out and return record Multiseat Out and return record Multiseat Distance record Mujltiseat Distance to a goal

1101.54 km 1261.36 km 1019.59 km 1019.58 km

NEW ZEALAND TROPHIES

›› 1986 The GNZ Friendship Cup ›› 1988 The Broadland Cup ›› 1988 & 1995 GNZ’s Highest Award – The Angus Rose Bowl ›› 1989 & 1990 The CWF Hamilton Trophy ›› 1992 The Swiss Trophy Feb–April 2015

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obituaries

By Sonya Walker

Bill’s daughter Sonya says that her father hated funerals and she wants us to remember the

fun, exuberant, laughter filled and loving man that was Bill Walker.

In 1955, when Bill was seven, his family - Mum, Dad and older sister, moved to Christchurch and it was here that Bill and his Dad would spend hours working together in the garage, making go carts or restoring old bikes.

At the age of 15 his Dad said he could leave school if he got an apprenticeship. Two days later Bill came home with an apprenticeship position at F.W. Mathews Ltd as a Fitter and Turner; that was the start of his engineering career.

After completing his apprenticeship, he worked at Lyttleton Engineering and then he and best friend Allan Roberts left for their big O.E. in England. On board the Oriana, heading for big adventures, Bill met Jan. They enjoyed each other’s company but didn’t initially date.

Upon arriving in England, Bill and Allan had numerous jobs.

They continued to stay in touch with Jan and her friend Jenny and they all travelled around Europe together. It wasn’t long into the trip that Bill decided Jan was the one and he proposed to her on the beach in Barcelona; a very special place for them both. Bill warned Jan that the things he had planned in his life meant it was going to be tough; unfortunately Jan didn’t ask for just how long?

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Photos courtesy of Walker Family

Bill and Allan each earned enough to bring home an E type Jaguar to pay for their trip. Bill’s was red.

Upon returning home, and while working at Tiwai Point Smelter, Bill got to work on some of his ideas. An attempt at expanded foam surfboards didn’t work. Growing frogs to supply the restaurant market in frogs’ legs also fell through when the frogs escaped.

After those two entrepreneurial attempts he thought he had better stick to engineering, and sadly, the E type would have to go. He often joked that he swapped the E type Jag for a Hamilton Crane, but that’s how Bill and Jan formed E type Engineering.

Flying was Dad’s real passion, soaring high over the mountains and reading the weather just pushed his buttons!

Watching the CUs up above nearly took him off the road on a couple of occasions. He was forever looking at the sky. Omarama became our second home and gliding people our second family.

Flying was also always the key aspect when choosing his overseas destination; it wasn’t a holiday if he couldn’t get in the air.

Jan would join Bill on these flying holidays, particularly in Europe where Bill’s eye for design also extended to the European fashion streets. He would take real pride in what he was wearing and he knew how to wear all the gear; shirts with special trim were a particular favourite and he loved bright colours and he had to have the right hat. Gadgets were another specialty - if it was the best you could find or the latest, then it was likely that Bill had bought it. And he enjoyed showing us - “Look at this Sonnie, this is pretty cool.”

obituaries

Bill on an adventure was when he was the happiest. If the title said ‘the largest’, ‘the biggest’ or ‘the most dangerous’ then you can guarantee that Bill was going to give it a crack.

They say that there is an adventure gene; well I think he had it in spades.

Biking was the most recent addiction and it gave him another thing to tinker with. He enjoyed getting out in the Wakatipu for rides and did the Motatapu several times. He really enjoyed the company of another great bunch of enthusiasts.

When Bill did slow down he would be found looking at some piece of art, often sculptures. This usually sparked his creative side and he would come home wanting to make something.

There are many things around the place that have Bill’s

touch, but he touched our hearts the most.

He was an amazing husband and extremely supportive father and I know he was very proud of us. He always had Ang at his side and he always wanted me to do whatever I dreamed of. He had such a positive outlook on life that nothing was impossible.

Dad achieved such great feats in his life and had such an adventurous spirit, and a laugh to match. He would fill a room with that laughter and you couldn’t help but laugh along too.

I think our family will miss that the most. Bill and David were such great mates and enjoyed flying together. Our families are now grieving together for these two wonderful men.

We love you Dad, as big as the sky xxx

Feb–April 2015

53

obituaries

DAVID SPEIGHT

By David’s sons Simon and Jeremy Speight

Not one for the limelight, I am certain he would be saying

BY Simon

David Speight was a best friend and husband, father, father in law, grandfather, brother, mentor, employer, associate and mate, and undoubted father figure of the gliding community. In all of this, he was ably supported by his best friend of 52 years, my mother Mairi.

While my father did many things, his passion was gliding.

David enjoyed the special challenges of powerless flight and then later discovered that motorised gliding flight would provide the utmost joy. David had a hunger to explore the skies and to find the truth therein. His attempts were relentless and thorough.

In terms of his gliding, David met challenges with joy and gusto. Over the years my mother, bless her, was often ‘driven up the wall’ by her mob of five kids at gliding events as they suffered from: hunger, thirst, tiredness, boredom or a potent combination of them all. This was usually at the Five Rivers Gliding Club where David flew for many hours on end while my mother parked up with the other gliding wives and kids who had similar issues to deal with. Her patience was, and still is, unceasing. For David, I can’t help thinking that this was a case of the woman maketh the man.

What were some of the pivotal events that may have aided David’s choice in taking to the skies? Perhaps some of these events …

During lunch one day, as a boy while mustering on the farm

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“What is all this fuss about?”

at Redcliff, the sandwich wrapper blew away – or rather it blew straight up. This apparently fascinated him. It was a seemingly innocuous moment. Another less innocuous moment was to follow when the boy decided to experiment. This involved a fantasy movie, a Macrocarpa hedge, and an umbrella. One sore bum later, a deflated ego and broken umbrella, he discovered he was no Mary Poppins. This event however made him even more determined to work out how he could fly.

Forward a few years in time, until he was about 15 years of age. At this time flying was emerging as an obvious choice. A friend of David’s parents and respected aviator suggested that if David was interested in flying, there was a gliding school to be held at Taieri and David must say yes and go. This was 1959.

And so, in a primitive glider with a glide ratio close to that of a brick, David started on his journey to discover the skies.

David was man who, in or around 1962, took his sweetheart to an isolated and unbroken farm that was prone to flooding and drought. There were also no household luxuries for miles around, let alone on the property. He said, “Well, this is what you will be marrying. Are you up for it?” How much hinged on those words!

Not one for the limelight, I am certain he would be saying “What is all this fuss about?”

obituaries

Dave Speight receiving a trophy at the 2013 South Island Regionals

BY Jeremy

The Entrepreneur David was an entrepreneur and a thinker but he was also a doer. Commercially he could see opportunities and was happy to take a long term view. He surrounded himself with people, safe hands, who helped him become the man that he was. He liked people. He had a wonderful demeanour and was seldom unhappy. Many people have phoned and emailed to let us know how nice and how kind a man he was.

I figure this was because he took care in choosing his friends. For he didn’t have a lot of time for “talking bastards” and he would become very guarded and cautious when talking to people from north of a particular latitude (which will remain unspecified but I think may have moved north a little over time).

Presumably he made a few exceptions, based on the number people from all over the country who attended his funeral.

The Developer The Farmer He was a real property developer. Starting with 5000 acres of tussock & scrub in the early 1960s, Mairi & David transformed Tower Peak Station into one of the finest productive sheep, cattle and deer farms in the Te Anau basin. No mean feat with a young family, miles from anywhere.

Commercial Selling up in the early 1990s, David and Mairi moved their focus north to Queenstown where David became “staff” to my mother’s garden project. Later he was an investor in residential and commercial projects, again with commercial partners.

Slink Skins Whilst farming and seeing new born lambs dying and therefore taking away his livelihood, he saw the opportunity to make clothing from the skins of these. David set up Slink Skins New Zealand with business partners, the Hazletts. He was involved as a shareholder, director and supplier for many years.

Winery In the early 1990s David started Mt Difficulty Wines, once again with other investors who shared the same long term vision to produce premium wines.

He was the supportive father As a father he taught us all to shoot, fish and do farm stuff.

He liked to help out a bit too when the time was right for him.

Grandchildren In recent years, I became much closer to Mairi and David as our children became a much bigger part of their lives. We loved the opportunity to come to Queenstown and stay with Mairi and David. He loved his grandchildren and was to become a very big part of their lives. They loved him and will fondly remember him as fun and happy Poppa D. The Sportsman Gliding was a huge part of David’s life. Summer after summer, the young family would abandon Tower Peak and head for the hot arid expanses of Omarama or Alexandra for gliding competitions. Our friends hadn’t heard about the joys of rigging and derigging gliders, cleaning gliders, waiting all day in the scorching sun and then having to drive hundreds of miles to retrieve gliders only to drive all the way back and do it all again and possibly tomorrow. For us it was all part of our life.

One of David’s biggest sporting achievements was breaking a world goal distance gliding record in 1978. I think the record stood for around 20 years.

The Golfer He worked hard on his game and I think managed to achieve a handicap of around 9. He loved the game and loved the people he played with at the Arrowtown Golf club. He wouldn’t have expected the flag to fly at half-mast in his honour on the club’s flagpole he donated.

Business Partners He was commercially minded and said you never make money with your own hands. So he brought people along with him. Most of the activities he was involved in, he did with other people – right up to his death. I think that says something about the man. He was someone who had individual vision but enjoyed working and playing with others. He knew his limits and was typically understated, though I think he probably under estimated his own talents.

My Dad And finally, as I picture David and my brother Nic sitting out there somewhere, arms on each other’s shoulders, both looking skyward towards a circling hawk, I really think the strongest memories I will have of my wonderful father are less about his achievements in life and more about how he went about doing it.

That is why we will all miss him so much.

Feb–April 2015

55

Mandatory firmware update for all

FLARM devices

A scheduled and mandatory firmware update is now required for all FLARM devices, including all FLARM-compatible designs. It includes classic FLARM, PowerFLARM and FLARM manufactured by LXNAV, LX Navigation, Garrecht/AIR Avionics, Triadis, Ediatec, Flytec/Bräuniger, OzFlarm and others.

If the free FLARM update is not applied, the device will no longer operate after 31 March 2015.

The update is available free on www.flarm.com It includes safety features that increase the effectiveness and robustness of collision warnings, further decreasing nuisance alarms, for example by taking into account wind. Position and message encoding with newly introduced optional no-tracking s etting will address privacy for ground-based tracking solutions while improving performance and system integrity. Some regions will see a change in operating frequency to improve range.

REMEMBER As from 1 November 2015, during Multi-Class National Events, an operating FLARM will be mandatory in all competing gliders. Also, Omarama has a local rule mandating FLARM in all competitions.

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Febâ&#x20AC;&#x201C;April 2015

advertorial

Mkii Pressure Transducer Conversion

FOR CAMBRIDGE L-NAV

By Rod Ruddick

As one of many pilots still using the Cambridge L-NAV as my primary variometer and final glide computer, I have enjoyed its accuracy and convenient screen presentation but been less happy with its total energy compensation as I do not have a total energy probe on my Cirrus and a capsule compensator did not work well as an alternative.

T

he L-NAV has inbuilt software compensation for the characteristics of the thermistor bridge sensor which needs to be cancelled in order to provide correct IAS readings.

My 2013 Transducer PCB did not fully correct for these and did not read correct airspeed as a result.

The new MkII sensor PCB incorporates altitude and non-linearity corrections while the L-NAV main PCB has two small modifications to disable the temperature correction function and to provide stabilized voltages for

the pressure transducers. Power drain is reduced by about 20 milliamps from the thermistor version and all gain adjustments are preset as part of board manufacture. Only Pitot and Static pneumatic connections are required and the L-NAV capacity and TE probe connections are no longer needed. I use the instrument statics rather than the airspeed statics for my own installation as the airspeed statics provide a slight negative pressure giving slight overcompensation. Most aircraft tend to over read airspeed at the high end for safety

reasons but the forward instrument panel statics tend to be better for varios. L-NAV on-screen configuration and calibration procedures are unchanged. The Slow vario HW/TW adjustment is actually a software adjustment of airspeed gain to accommodate Pitot/Static error so will require adjustment but the Fast vario HW/TW should require no offset adjustment at all.

The new board gives IAS accurate to 1 knot up to 120 knots Enjoy real total energy compensation and accurate winds!

Price for the conversion is $560.00 Contact Rod Ruddick rodruddick@clear.net.nz Febâ&#x20AC;&#x201C;April 2015

57

New Competition Rules Sailplane Racing Committee

A

radical change to administering the competition scene in New Zealand is getting closer. Starting with a blank piece of paper and the objective of getting more pilots flying more competitions, the SRC came up with a draft of rules for a new competition scene.

A copy of this draft was circulated to all competition pilots and other interested parties and those people were asked for comment. Some well thought out replies were received. At each competition over the summer, pilots’ meetings were asked for feedback. All of this has been gathered together and is currently under consideration by the committee.

The new rules are divided into three parts consisting of ‘Notes’ and the two previous parts of the base rules plus penalties. ‘Notes’ will provide for further explanation, interpretation and in some cases examples and recommendations of the rules. It is anticipated that this Notes section will get updated a lot as the new competition scene is developed.

The major change of the new rules will be the adoption of two classes to

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replace the current multiplicity of classes e.g. Open, 18 metre, 15 metre, Standard etc. The classes will be defined by handicap. These handicaps will overlap to some extent to provide choice for pilots as to which class best suits them.

While it is expected that the names of these classes will change in response to peoples’ responses, we have decided to start with ‘Advanced’ for gliders with a BGA handicap of 96 or higher, while the ‘Intermediate’ class will be for gliders with a BGA handicap of 106 or lower.

The Notes to the rules will encourage Competition Organisers to provide daily novice tasks for those who want to be involved in the ‘buzz’ and support of a competition, but are not yet confident of attempting the bigger and more challenging tasks.

The Club Class Nationals will remain a National Competition defined as it is currently (separate to the two new classes).

Base scoring will remain using the 1,000 point scale. One score for each class. However within the Advanced class, the Open Class Trophy and the 18 metre Class Trophy will be awarded to

the highest placed glider in the appropriate FAI class. To obtain the 18 metre and Open FAI winner, the Advanced Class will also be scored unhandicapped. The Standard Class and 15 metre trophies will similarly be awarded in the Intermediate Class. One or two other trophies will remain, e.g. First Nationals in the Intermediate Class and Highest Placed Club Owned Glider for the Club Class.

The final set of rules will be distributed well before the Annual General Meeting in order that the new rules can be ratified at the AGM for implementation on 1st November 2015. It should be noted that the SRC is the authority for any rule changes and the AGM will be to ratify those rules. It is anticipated that a workshop will be held for Competition Directors prior to the start of the 2015/16 season.

Obviously not everybody will be happy with the new setup. However the SRC asks for your indulgence as we introduce the new system in our attempt to get the competition scene back to the size and enthusiasm that reigned in years gone by.

Roy Edwards

gliding new zealand news karen morgan GNZ President

Many GNZ members were among mourners who joined the families at memorial services for David Speight and Bill Walker, following their untimely deaths in Namibia in December. There are obituaries elsewhere in this issue, so suffice it to say that both Omarama and more generally, gliding in New Zealand is the poorer for these losses.

George Rogers has retired as GNZ’s representative on the NZ Aviation Federation, serving as committee member, vice president and most recently president. We are pleased that Mike Tucker of Wellington has stepped up to take George’s place.

Thanks George, for your solid contribution over many years, in this organisation and in lots of other areas, including the GNZ executive and operations.

We have received notice that the Gliding Division of the Hauraki Aero Club has ceased operations for now. Similarly the Southland-Otago club has completed its wind up. This club has had several faces, and most recently was operating as Youth Glide Omarama, however these operations will now take place under the wing of Glide Omarama. The surplus funds from selling the assets have been given to the GNZ Umbrella Trust with youth flying in Southland and Otago as key goals.

Our airworthiness guru, Martyn Cook, has introduced a small hurdle for those renewing their engineering ratings, whereby applicants complete a self-directed test regarding acceptable technical data. Feedback is that some engineers will not renew when their ratings expire, but those who have completed the process are advising that it was been a worthwhile exercise for them.

Our voluntary Sailplane Racing Committee has been revamping the competition rules with a deeper rethink on the place of competitions in encouraging newer pilots to head cross country. Flying cross country is seen as a key element in the puzzle of what keeps some pilots in the sport longer than others – and as we are keen to retain membership in gliding, all areas are being investigated. The planned introduction of a coaching system within many clubs also has member retention as a goal.

The investment in junior gliding is bearing fruit in many places, and we were pleased to support a team of four younger pilots in Australia at the Junior Pre Worlds competition in December. Results were a little mixed but it is all part of building a good basis for the Junior World competition in December 2015. There is also a flapped World competition in Australia in early 2017, and applications have been received from 12 pilots to make a team.

Volunteers will also be sought to support the pilots.

On the other hand, our operations team have been experiencing problems in completing their programme of audits of the clubs. Please remember that this is a joint responsibility – your club is as responsible as GNZ is to be well prepared for your audit, and to get these completed at no less than three yearly intervals. Due to limited volunteer time and lack of positive effort by some clubs, we are facing having to create a paid audit position to get the backlog of audits caught up. This expenditure is unbudgeted, and it may be necessary to set a fee per club, possibly for the first visit and certainly if a second visit is required to complete the work due to lack of preparation.

This column is intended to give readers an ongoing insight into the activities of the GNZ Executive and its Committees. Rather than a detailed report on matters currently under consideration, here are some recent items of significance.

This led us to budgetary matters.

GNZ has funded its operations by way of an affiliation fee paid per flying member for many years. However, many of our expenses are not really incurred on a per member basis. Some costs relate to the number of clubs (audits is an example of this) or relate to aircraft (the more aircraft or engineers we have, the more work is covered by our airworthiness section) or our obligations to CAA, payable regardless of the number of members or even clubs. Our reliance on affiliation fees has also lead to a dependence on our clubs to keep membership numbers steady, to give us the revenue we need to meet our legal obligations, but we all know that membership has fallen steadily over the years. The easy solution is just to increase the affiliation fee every few years, but we will be exploring a new funding model over the next year to see if there is a cleverer solution. Any changes will be well signalled – and please write to us or come to the AGM weekend to share your views.

Lastly, there is a new bit on the website that you might want to look at.

Under the NEWS header, there is a Doc Change Alert which contains a running log of changes to GNZ’s important documents (MOAP, ACs, technical forms etc.).

GNZ members can register to receive an email alert whenever something is added to the log by clicking the link near the top of the page. We hope that this helps you.

Feb–April 2015

59

gnz awards & certificates

December 2014 – January 2015

Edouard devenoges GNZ Awards Officer

gnzawards@xtra.co.nz 40 Eversham Road, Mt Maunganui 3116.

QGP No Pilot’s Name Club 3263 Keith Essex Glide Omarama 3264 Charlie Tagg Glide Omarama 3265 Alan Jolly Whangarei GC 3266 Nathan Graves Auckland ASC 3267 Daniel Seitzinger Glide Omarama 3268 Walter Sinn Glide Omarama 3269 Charlie Mills Glide Omarama 3270 Bruce Barnfather Glide Omarama 3271 Timothy Belchior Wellington GC 3272 Emma Brooks Tauranga GC 3273 Richard Hosking Glide Omarama 3274 Stephen Davies Howard Wellington GC 3275 John Williams Glide Omarama 3276 John M. Hudson Taupo GC 3277 Paul McEnery Auckland GC 3278 Roger Davis Taupo GC 3279 Yevgen “Jack” Bidnyy Auckland GC 3280 Joel Garris Omarama GC

Date 28 11 2014 29 11 2014 8 12 2014 8 12 2014 9 12 2014 11 12 2014 20 12 2014 22 12 2014 5 1 2015 5 1 2015 6 1 2015 7 1 2015 9 1 2015 15 1 2015 15 1 2015 17 1 2015 17 1 2015 21 1 2015

Silver Distance

Hugh de Lautour

Roy Whitby

Brett Cameron

John M. Hudson

Fraser S. McDougall

Karl Ridgen

Carter Apas-Cree

Taupo GC Auckland ASC Taupo GC Taupo GC YG Omarama Canterbury GC Taupo GC

8 11 2014 16 11 2014 27 11 2014 27 11 2014 15 12 2014 16 12 2014 24 12 2014

Ventus CT Std Astir PW5 PW5 Std Astir LS4b DG 200

Silver Duration

Neil A. Walker

Fraser S. McDougall

Karl Ridgen

Nick White

Carter Apas-Cree

John M. Hudson

Canterbury GC YG Omarama Canterbury GC Nelson Lakes GC Taupo GC Taupo GC

10 11 2014 15 12 2014 16 12 2014 27 12 2014 27 12 2014 18 1 2015

LS4a Std Astir LS4b Discus 2b DG 200 PW5

Silver Height

Fraser S. McDougall

Emma Brooks

Karl Ridgen

Carter Apas-Cree

Roy D. Innes

John M. Hudson

YG Omarama Tauranga GC Canterbury GC Taupo GC Auckland GC Taupo GC

15 12 2014 16 12 2014 16 12 2014 27 12 2014 3 12 2014 14 1 2015

Std Astir Grob 103 LS4b DG 200 LS 6c PW 5

Air NZ Cross Country Championships Pilots Name Glider Northern Division

Roy Whitby Std Astir Southern Division

Nick White Discus 2B

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Feb–April 2015

Distance Points 259.57km 287.25pts 303.90km 303.90pts

Silver Badge 1162 Neil A. Walker 1163 Hugh de Lautour 1165 Fraser S. McDougall 1166 Karl Ridgen 1167 Nick White 1168 Carter Apas-Cree 1169 Roy D. Innes 1170 John M. Hudson

Canterbury GC Taupo GC YG Omarama Canterbury GC Nelson Lakes GC Taupo GC Auckland GC Taupo GC

Gold Duration

Neil A. Walker

Fraser S. McDougall

Karl Ridgen

Nick White

Carter Apas-Cree

John M. Hudson

Canterbury GC YG Omarama Canterbury GC Nelson Lakes GC Taupo GC Taupo GC

Gold Height

Timothy Bromhead

Neil A. Walker

Kerry G. Greig

Piako GC 15 11 2014 Discus B Canterbury GC 10 11 2014 LS4a Nelson Lakes GC 9 11 2014 ASW 28

Gold Badge 325 Timothy Bromhead 326 Nick White 327 Kerry G. Greig

Piako GC 20 11 2014 Nelson Lakes GC 5 1 2015 Nelson Lakes GC 9 11 2014

Diamond Height 414 Timothy Bromhead Kerry G. Greig 415

Piako GC 15 11 2014 Discus B Nelson Lakes GC 9 11 2014 ASW 28

Three Diamonds 124 Timothy Bromhead

Piako GC

20 11 2014

Senior Official Observers 09 - 002 Maxwell B. Stevens 09 - 022 Trevor Mollard 09 - 070 Jerry O’Neill

Canterbury GC Canterbury GC Canterbury GC

12 12 2014 12 12 2014 12 12 2014

Official Observers 09 -113 Carter Apas-Cree

Taupo GC

7 1 2015

GNZ First Competition Award 036 Brett I. Cameron 037 John Hudson 038 Fraser S. McDougall 039 Karl Ridgen 040 Carter Apas-Cree

Taupo GC Taupo GC YG Omarama Canterbury GC Taupo GC

22 12 2014 22 12 2014 17 12 2014 17 12 2014 7 1 2015

19 11 2014 9 12 2014 17 12 2014 16 12 2014 5 1 2015 6 1 2015 10 1 2015 20 1 2015 10 11 2014 LS4a 15 12 2014 Std Astir 16 12 2014 LS4b 27 12 2014 Discus 2b 27 12 2014 DG 200 18 1 2015 PW5

gliding new zealand CLUB news

CLUB DIRECTORY

Link for club info www.gliding.co.nz/Clubs/Clubs.htm Auckland Aviation Sports Club Club Website www.ascgliding.org Club Contact Peter Thorpe pbthorpe@xtra.co.nz Ph 09 413 8384 Base RNZAF Base Auckland (Whenuapai) 021 146 4288 Flying Weekends, Public Holidays

Norfolk Aviation Sports Club Club Website http://www.geocities.com/norfolkgliding/ Club Contact Kevin Wisnewski wizzbang@xtra.co.nz Ph (06) 756 8289 Base Norfolk Rd Flying Weekends and by appointment

Auckland Gliding Club Club Website www.glidingauckland.co.nz Club Ph (09) 294 8881, 0276 942 942 Club Contact Ed Gray info@glidingauckland.co.nz Base Appleby Rd, Drury Flying Weekends, Wednesdays, Public Holidays

Omarama Gliding Club Club Website http://www.omarama.com Club Contact Yvonne Loader loaders@clear.net.nz Ph (03) 358 3251 Base Omarama Flying 7 days a week by arrangement

Canterbury Gliding Club Club Website www.glidingcanterbury.co.nz Club Contact Kevin Bethwaite kevin.bethwaite@airways.co.nz Ph (03) 318 4758 Base Swamp Road, Springfield Flying Weekends, Public Holidays

Otago/Southland (YouthGlide Omarama) Club Website www.youthglideomarama.org.nz Club Contact Tom Shields tom.shields@century21.co.nz Ph (03) 473 1721 Base Omarama and Dunedin Flying By arrangement

Central Otago Flying Club (Inc) Club Website www.cofc.co.nz Club Contact Phil Sumser phil.sumser@xtra.co.nz Base Alexandra Airport Flying Sundays, and by arrangement

Piako Gliding Club Club Website www.glidingmatamata.co.nz Club Contact Steve Care s.care@xtra.co.nz Ph (07) 843 7654 or 027 349 1180 Base Matamata Airfield, Ph (07) 888 5972 Flying Weekends, Wednesdays and Public Holidays

Glide Omarama.com Website www.GlideOmarama.com Contact Gavin Wills gtmwills@xtra.co.nz Base Omarama Airfield Flying October through April 7 days per week Gliding Hawkes Bay and Waipukurau Club Website www.glidinghbw.co.nz Club Contact E-mail: info@glidinghbw.co.nz, Ph 027 2877 522 Base Hastings Airfield (Bridge Pa) and Waipukurau Airfield (December & February) Flying Sundays and other days by arrangement Gliding Hutt Valley (Upper Valley Gliding Club) Club Contact Wayne Fisk wayne_fisk@xtra.co.nz Ph (04) 567-3069 Base Kaitoke Airfield, (04) 526 7336 Flying Weekends, Public Hols., Mid week by arrangement Gliding Manawatu Club Website www.glidingmanawatu.org.nz Club Contact Ron Sanders Resanders@xtra.co.nz Base Feilding Aerodrome Flying Weekends, Public holidays Gliding Wairarapa Club Website http://www.glidingwairarapa.co.nz/ Club Contact Diana Braithwaite Ph (06) 308 9101 Base Papawai Airfield, 5 km east of Greytown Ph (06) 308 8452 or 025 445 701 Flying Weekends, or by arrangement Hauraki Aero Club Club Website www.flyhac.co.nz Club Contact Ron Bergersen d.rbergersen@xtra.co.nz Ph (027) 277 4238 Base Thames Airfield Flying Weekends and Public Holidays Kaikohe Gliding Club Club Contact Peter Fiske, (09) 407 8454 Email Keith Falla keith@falla.co.nz Base Kaikohe Airfield, Mangakahia Road, Kaikohe Flying Sundays, Thursdays and Public Holidays Marlborough Gliding Club Club Website http://glide_marl.tripod.com Club Contact bmog@paradise.net.nz Base Omaka Airfield, Blenheim Flying Sundays and other days by arrangement Nelson Lakes Gliding Club Club Website www.glidingnelson.co.nz Club Contact Frank Saxton franksaxton@gmail.com Ph (03) 546 6098 Base Lake Station Airfield, St.Arnaud Ph (03) 521 1870 Flying Weekends and Public Holidays

Rotorua Gliding Club Club Website http://www.rotoruaglidingclub.blogspot.co.nz/ Club Contact Mike Foley roseandmikefoley@clear.net.nz Ph (07) 347 2927 Base Rotorua Airport Flying Sundays South Canterbury Gliding Club Club Website www.glidingsouthcanterbury.co.nz Club Contact John Eggers johneggers@xtra.co.nz 33 Barnes St Timaru Base Levels Timaru & Omarama Wardell Field Flying Weekends, Public Holidays & by arrangement Taranaki Gliding Club Club Website www.glidingtaranaki.com Club Contact Peter Williams peter.williams@xtra.co.nz Ph (06) 278 4292 Base Stratford Flying Weekends and Public Holidays Taupo Gliding Club Club Website www.taupoglidingclub.co.nz Club Contact Tom Anderson Tomolo@xtra.co.nz PO Box 296, Taupo 2730 Ph (07) 378 5506 M 0274 939 272 Base Centennial Park, Taupo Flying 7 days a week

Guidelines for the compilation and contents of club news articles are now available on the new SoaringNZ website.

Visit www.mccawmedia.co.nz for all you need to know.

The club news is your chance to share with the rest of the country and abroad, some of what makes your club the best gliding club in the world. Club scribes, please watch the deadlines (but we'll make allowances for special circumstances so contact the editor before you panic) and likewise, the word count is supposed to be 300 words to allow everyone to have a say. If you need more words than that, you probably should write a real article about that special event.

Deadline for club news for the next issue 10 April 2015.

CANTERBURY The start to this yearâ&#x20AC;&#x2122;s soaring season started off with a blast with great weather most weekends and a bit of fighting for gliders.

The 50th South Island Gliding Championships, hosted by Canterbury GC, was a great success and we had a fantastic soaring filled week with the final night dinner at the Countrytime Hotel. The social scene was pumping. We congratulate our members Max Stevens - 2nd in Open Class, Nick Oakley- 2nd 15 m/Std Class, Pete Chadwick- 3rd 15 m/Std and Kev Bethwaite2nd Club Class. It was an awesome week and we thank all who were present at the special occasion, which always promises a tonne of fun.

It soon was time for the Youth Soaring Development Camp. Our club was happy to send the whole fleet down to Omarama

Tauranga Gliding Club Club Website www.glidingtauranga.co.nz Club President Alan Belworthy a.belworthy@xtra.co.nz Ph 0274 960 748 Base Tauranga Airport Flying Weekends and Public Holidays, Wednesday afternoons and other times on request Wellington Gliding Club Club Website http://www.soar.co.nz Club President Philip Milne milnelaw@gmail.com Ph 021 803 37 Base Paraparaumu Airport Bookings Ph 04 297 1341 (clubhouse) Ph 027 618 9845 (operations) Flying Weekends and Public Holidays 7 days a week December through to March Whangarei District Gliding Club Club Website www.igrin.co.nz/~peter/gliding.htm Club Contact Paul Rockell rockelkaym@xtra.co.nz Base Rockelkaym Ridge, Gibbs Road, Puhi Puhi Flying Weekends and Public Holidays

Febâ&#x20AC;&#x201C;April 2015

61

club news Now all of the fleet is back at Springfield and normal weekend flying has started back up; we have also started flying Friday afternoons which has been a great hit.

KR

Central Otago We’ve had great weather down south lately, especially the few weeks around the Christmas holidays. There have been a number of good flights achieved with distances between 200 and 500 km flown.

The 16th of December was a classic day. Phil Sumser was able to drop tools at short notice to drive the winch, launching Pete and Roland into good lift above the field. It turned out to be a stunner with Pete quickly escaping the local inversion and heading south to the Mavora Lakes. Here he found an 11 knot average thermal to 12,000 feet which took him to Mt Earnslaw via the Routeburn. Then it was a clockwise circuit home via Wanaka and the Barrier Range before finishing with a long glide home from the Manorburn Reservoir. All spectacular scenery! Roland had a good flight too, down to the Nevis then north, up to Lake Ohau and back.

John and Roland flew on New Year’s Day, heading way out east for a change. This part of the country, near Middlemarch, was already looking seriously dry and was quite a contrast to our normal ‘western’ flights. The soaring weather has continued for all of

Canterbury

Canterbury: Club winners

and the gliders were enjoyed by many young pilots from all over the country. While on the camp, Fraser McDougall and Karl Ridgen both completed their Silver badges, a lot of pilots picked up their A and B badges and a few worked on their QGP. After the camp, the gliders remained in Omarama and the Christmas camp started with many long flights into the hills. Quite a

Central Otago: Peter McKenzie’s track on the 16th December

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Feb–April 2015

few days were spent at the lakes socialising and having fun.

The Ostler Wines National MultiClass Gliding Championships had some impressive performances and was a great 10 days; Nick Oakley winning the Standard Class and Mike Oakley taking out the Open Class and Alex McCaw and Derek Kraak also picking up trophies.

Central Otago: “Lake Unknown”, high about the Beansburn and Dart River. (Pete McKenzie, 16th December).

Central Otago: The Garvie Range and Nevis Valley. (John Robinson, 23rd December)

club news

Nelson Lakes Marc five hours

Gliding Hawkes Bay and Waipukurau: Napier in the distance

Gliding Hawkes Bay and Waipukurau: GRJ on grid at 2015 National champs

Gliding Hawkes Bay and Waipukurau: Lake Benmore 11.01.2015

Gliding Hawkes Bay and Waipukurau: Peter Lyons Memorial Trophy

January although we’ve been a bit busy with other commitments to take full advantage of it. We’re all back on deck now, looking forward to February.

Gliding Hawkes Bay and Waipukurau As noted in the last SoaringNZ, our President Gerrit van Asch passed away in November. A tribute from the gliding club was given at the funeral service however strong winds prevented the planned flypast.

the Ngaruroro River to the Taihape Rd then directly tracked back to Hastings. With a best altitude of 8,000 feet, he really enjoyed the blue conditions and the fantastic views.

Graham White and Jason Kelly have taken the ASH25M GRJ to Omarama for both the 50th South Island Regional championships and the National Open Class championships and enjoyed some great flights with an epic seven hour adventure, seeing them complete an over 500 km task during the Nationals.

Membership numbers remain a concern with the club struggling to attract and retain new members.

The Youth Flying Grant received is being utilised on youth flights. Further initiatives are being considered to try and attract new members and information and suggestions from Youth Glide NZ will be used to help this.

EIT, the local tertiary education provider,has an orientation week in February and the club has donated a trial flight to the student association. The club also plans to distribute gliding information to students and staff during the week.

Brian Kelly, with a kind donation of timber from James Foreman, has been working with Doug Honnor and Bob Tinning on a Peter Lyons Memorial Trophy It is an impressive trophy in memory of Peter which is intended to be presented to the Lyons family to gift to the club in due course. This trophy will be awarded by the club committee for the best performance by a member.

Piako On the flying front, thermals and convergences have been evident and utilised by members who have flown. Craig Hunter in his Open Cirrus GG recently launched to 3,000 feet just south of Hastings and then continued on a southward track noting turbulence and wisps forming over Lake Poukawa. Soon after he struck lift of 4-6 knots and climbed to 7,000 feet and then proceeded using a line of convergence to the SW passing Te Aute, Argyll and eventually Kereru. He continued NE across

We have had a busy summer and really good weather this year. Ian Finlayson managed to win the Central Plateau contest and at the same time, Tim Bromhead disappeared down south with our club Discus B for a couple of weeks. He went to Jerry’s course, polishing off the last of his 3 diamonds and then attended the SI Regionals. Straight after we had an ab initio Cross Country course of our own with about 10 pilots. Nearly all did their 50km, but quite a few also missed out because of various technical difficulties. They are at least well practised and should have their Silver Cs

Feb–April 2015

Hawkes Bay: Returning to Hastings.

63

club news

Taupo: A Tip Top job by John and Hugh

Taupo: Sid and Bruce

pretty soon. The week after that was the NI Regional contest, which was really well attended with 22 competitors. We managed to get 5 out of 7 days flying.

Our usual Christmas Camp was interrupted a bit by the NZ Model Aircraft champs being held at the airfield, so we brought forward our annual trip to Raglan.

It was quite successful with really good weather, but we also had several tow plane issues that necessitated an aircraft engineer coming from Hamilton for a couple of days.

Phil Barakat, one of newer tow pilots had a pretty busy time of it but coped well.

Our winch had some good use while our tow plane was at the Drury Club Class Nationals. We are also using it for training a group of Hamilton Boys High School students which will start again, now that school holidays are over.

SC

Taupo What great weather we are having and with great weather comes great flying conditions. Over the last couple of months flying has picked up, as well as new memberships.

We have had three students who have come out from the Hong Kong Air Cadets to participate in the ‘Solo in a Week’ training. All three have gone away happily with their ‘A’ Certificate. By the time you read this, there will have been another two Hong Kong students completing the same training. All have enjoyed their experiences in Taupo and each student has been at the club for about two weeks.

Our Christmas camp was a quiet affair

Tauranga: The wing tip view of the Mount from GYR

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this year with only Lionel Page and his family spending the 10 days at the club although local members were around to fly during the period.

Our highest achievements over the last couple of months have been Hugh de Lautour and John Hudson have both achieved their Silver badges so congratulations to them.

Congratulations also to David Bickner and Bruce Boardman for going solo and achieving their ‘A’ Certificates.

Our two overseas members, Denis and Sid are with us again for the summer and we certainly enjoy their participation and assistance during this time of year.

With the fantastic flying conditions on offer, our experienced pilots have taken full advantage. There have been a number of enjoyable personal flights in all directions from Taupo, just one of the perks of being located in the middle of the North Island.

The instructors are getting a good workout as the new members are keen and getting stuck into pre and post solo training, so we should see a few more Certificates being issued this season. Trial flights have also been steady and a number of the Grab One deal participants are taking the opportunity to get into the air.

All in all, life is great here in Taupo. That is about it from us. Enjoy the summer while it lasts and enjoy the flying.

Trace

TAURANGA Members seem to be spreading their wings and venturing forth to national events. Our Duo Discus has been down to Omarama twice in recent months for members to participate

Tauranga: Dave Jensen admiring his jet unit – size is inversely proportionate to noise

in the mountain soaring course and then to compete first in the South Island Regionals and more recently in the Nationals. Obviously the mountain soaring course is extremely effective as our Mark Tingey soaked it all up and then went on to win the Regionals 20 m Contest with Adrian Cable.

Michael Cooper is taking the Duo Discus to the Central Districts Champs at Waipukurau in February so GXT is getting well travelled and used.

Two of our younger pilots who have risen through the Youth Glide programme have recently reached their separate goals. Emma Brooks attended the Omarama Youth Soaring Development Camp 2014 and described the experience as “EPIC”.

Some highlights for Emma were a three hour wave flight up to Mount Cook in the Duo Discus peaking at 17,500 feet, flying with oxygen for the first time and meeting other keen young pilots over the delicious meals supplied.

Emma completed her 25 hours PIC during the camp and has subsequently gained her QGP. She has been awarded the 2014 NZAWA scholarship along with membership to the NZ Association of Women in Aviation and a copy of the book Silver Wings. Well done Emma.

Scott Wagstaff has just completed his Instructor Rating and at 19 years old that is good going. Are there any younger Instructors out there?

The other development of note is that Tauranga Gliding Club now has a ‘Jetset Squadron’. In private ownership there are three Revelation JS1s with jet assist. They have been seen recently leaving the airfield together for ambitious destinations and thrusting their way out of sink when necessary – leaving our club gliders to land out as best they can!

The sound of jet powered gliders over our residential areas has drawn some curious looks and enquiries.

Sandy Griffin has organised our Twilight Gliding programme again this year which is to encourage students to reach solo in ideal conditions and also to give low hour pilots the opportunity to boost their flight hours and tick off some more syllabus tasks.

Rob Benge

Tauranga: Emma heading for Mount Cook

The Taranaki Eurofox

The story goes back to September 2013 when our Pawnee RWS was declared unserviceable. A time expired motor and too many oil leaks for the engineers to feel happy about. So, what to do? After a bit of a thrash around considering engine rebuilds/ replacement and so on, the committee settled on the Eurofox as the answer to our woes. Then, the not inconsiderable matter of cost had to be addressed. Ours is not a club with serried vaults brimming with money. A well written application to the Taranaki Electricity Trust was rewarded with a $75,000 grant. We needed more than that though. We then obtained a Pub Charity Grant to cover (mostly) the cost of the radio.

Then, a petition to the GNZ Umbrella Trust gained a $60,000 loan. The way was clear.

Contact with the Eurofox factory and the various specifications were determined and the aircraft construction number paid for.

Then the initial 50% of the construction cost was paid and arrangements made with the TSB Forex department to fix the amount of Euros required for the remaining 50% of the construction cost. All went well and soon enough, the container was on the boat and headed this way. Interestingly, the GPS location of the vessel was not available in the Somalian region.

In due course, the container arrived at

Auckland, was cleared by Customs and the Ministry of Primary Industries people and the aircraft arrived at Stratford on a big truck driven by a young man who had had a glider flight with us some years back.

That the arrival was on Black Friday did not diminish the enthusiasm. The aircraft was assembled today (Feb.14th) by our gifted team of members and when the first run-up

club news

was done, it started, no trouble at all. There remains now a CAA inspection, some paper work and we will be in business. Les Sharp already has a type rating and others will follow. Itâ&#x20AC;&#x2122;s been a long wait. We have had good help along the way and now it up to the Taranaki Gliding Club to justify the faith demonstrated.

Papa Mike Febâ&#x20AC;&#x201C;April 2015

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f o r s a l e • w a n t ed • s er v i ce s • e v e n t s

We take our classifieds list from the GNZ website and from ads detailed with us personally. To update your ad, please go online or advise Hadley Bognuda, our webmaster. Ads notified to me will appear on this page but we are unable to make changes for you on the web page. Please contact the webmaster if your item sells.

Gliders Libelle 201b, GIU • #579 out of 601 made. 2358 hours 1688 launches (20 August) O2, Transponder, 6 channel Tait radio, Borgelt B40 vario, Chute, Trailer. Good original finish. Annuals currently underway. $18K. Phone Paul 021 331 838 P_Marshall@xtra.co.nz Cobra 15, ZK-GJE • In good condition with a refurbished trailer. Easy to fly and fully aerobatic with a 38:1 glide ratio, comparable with a Libelle or Standard Cirrus. Includes tow out gear, Borgelt B40 vario and a parachute.

Price now dropped to $9,995! Contact Russell Jones on 09 575 9788 or email:prismconsult@gmail.com ASW15, ZK-GGO S/N 15069 • Microair radio and transponder. Cambridge 302 DDV and 303 nav screen. $15,000 ono. Phone 027 497 2723, g_ gaddes@xtra.co.nz.

DG 300 Elan • GOZ Full panel. Road trailer. Excellent full capacity water bags made in the USA bring glider up to all up weight of 250kgs. Near new electronic oxygen system and good sized bottle. 750 channel Dittel Radio.

Very good with 4 pre-set channels. Borgelt Vario with average and glide computer. Winter Vario and Altimeter and excellent compass.$45,000 or near offer. Apply to Errol Shirtliff. Phone 03 526 8724 or email shirtliff@ xtra.co.nz Lak 12. ZK-GRR. 20m Glider. $35,000 • Open/18m class flapped glider.

50:1 performance with a wide range of wing loadings. A nice glider to fly with no bad vices. Always hangared, no crashes. Price includes trailer, Australian Parachute, Tow out gear. Just had 1000 hr and 20 year check done and came through perfectly. Contact Bill Mace phone 027 541 0948 Ventus ct ZKG-OP (Price Reduced) • Excellent condition. C302/PNA, EDS oxy, 4 x sets of tips from Maumuer 15m winglets to 18m wingtips with winglets. All towout gear. Good trailer. Contact Patrick Driessen phone 027 486 6441 patdriessen@clear.net.nz Janus ZK-GSH • Very tidy two seater training, cross country, completion glider. 3164 hrs. $50,000. Built 1977. Retractable undercarriage, water ballast, winch or aero tow. Tow out gear, wing covers and trailer. Reluctant sale due to lack of use. For sale from the Hauraki Aero Club, gliding division. $50,000 phone 027 470 8915. Hauraki-ac@xtra.co.nz Grob Speed Astir 2B, ZK-GUB • Flapped 15 metre; 40:1 glide ratio; approx.

2300hrs; oxygen (A8A); Terra Transponder; 2 varios; good trailer plus tow-out gear; gelcoat in amazing condition; slim-pack parachute; excellent first glider and competitive club-class machine, hangared Omarama, reluctantly selling her after 20+ yrs of fun, best value per LD point glider in the country. $25,000 phone 03 318 1331 (evenings) paullinda@xtra.co.nz Discus 2bT. ZK-GHW. Serial no. 11 • 340 hours at last ARA, Engine hours 6.84. PU Acrylic painted glider, new wings and winglets. Annual Inspection current until September 2015. Equipment – Clear Nav with Cambridge computer and vario, Becker Com and Transponder, Mountain High Oxygen

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system, Flarm mouse, Cobra Trailer, wing covers and tow out gear. $120,000 ono. Contact Sonya Walker 021 256 5258, sonya@rowingnz. kiwi Standard Libelle 201-B. ZK-GIA. Serial no. 466 • 1778 hours at last ARA. New leather upholstery and fittings, new wiring, panel configurations for new instrument layout. Mylar sealing of control surfaces and zig-zag tapes. Winglet modification of local design has been tested. Equipment – Microair M760 Com, Terra TRT250 Transponder, Cambridge 302 Flight computer and vario, ClearNav. Homebuilt NZ made trailer. $25,000 ono.

Contact Sonya Walker 021 256 5258, sonya@rowingnz.kiwi SILENT IN • Self Launching Sailplane $55K. Alisport (Italy) self launching sailplane with retracting Alisport 302efi FADEC 28hp engine driving a monoblade propeller. For full details, Google ‘Alisport Silent In’ or alisport. com. Airframe 890hrs, engine and propeller less than 4hrs (new 2013).

Removeable winglets, tinted canopy, usual instruments plus Trig TT21 transponder (with Mode S). Wing wheel, tail dolly and one man rig gear.

Excellent open trailer with current reg and WOF. Currently registered as Class 1 microlight. Neville Swan nswan@xtra.co.nz phone 09 416 7125 Brand New ASH31M (Deceased Estate). Apart from the test flight in Germany, this magnificent self-launching glider recently arrived in NZ, has not flown. Fully instrumented with LX9000, radio, transponder and Mountain High O2. This glider is finished in PU with 18m & 21m tips and is complete with Cobra Trailer with self-rigging. Cost ex works 198,000 euros. No charge for shipping if sold in NZ. For full specifications and photos please contact Grae Harrison grae@letsgotravel.co.nz phone +64 274 429 337 Nimbus 2. ZK-GKV • PU paint, Double bladed air brakes. New Schempp Hirth canopy, new mylar seals on wing, good road trailer. Steve Barham barham@xtra.co.nz phone 021 642 484 – $38,000 Nimbus 2b. ZK-GIW • Next ARA due Dec 2016. 1857hrs, 533 flts. PU Paint, Fixed Tail plane, All Surfaces Sealed and Mylared, Tabulator Tape, Mask Winglets, Double Bladed Airbrakes, Tinted Canopy, Adjustable seat back, L-Nav, GPS-Nav, Oxy, C Mode Transponder, National Parachute, Tow out gear, Trestles, Electric wing rigging cradle. Trailer refurbished and New Trojan Axles fitted. Glider located at Auckland. Marc Morley morleym27@ gmail.com phone +64 274 626 751 – $48,000 Puchatek KRO3A Duel Trainer ZK-GXO • Manufactured 1991. 2866 Hrs. Becker Radio. Spare brand new tinted canopy plus frame. Refinished surface. Ex Auckland Gliding Club, currently owned by the Mark Ford Estate. This is a first rate training glider looking for a new home. A new annual will be provided. Paul Knight - paul-knight@xtra.co.nz phone 027 628 8077 or 09 238 9827 Ventus 2cT 15/18m – ZK-GRY • Finished in PU paint from new and has every factory option available at the time including 15m Wingtips, Mountain High 02 system, Nose and C of G hooks, On board refuelling system, Tail tank etc with Anschau Komet trailer. Full panel including 57mm Winter Altimeter, ASI and vario, Microair radio and Txpdr, CAI 302DDV with Oudie2 flight computer and Tru Track A/H with GPS heading. Alan Belworthy a.belworthy@xtra.co.nz phone 0274 960 748. $195,000

GNz members are eligible for one free non-commercial classified advertisement per issue.

Deadline for receipt of advertising for our May issue is 17 April 2015.

Hangars

Other For Sale

Two adjacent 18m hangar spaces in the Omarama Hangar • $ 30,000 each or near offer. Contact Mike Hamilton phone 03 962 1530 email: mike. hamilton@hamjet.co.nz

Nelson Lakes GC land out books • covering airstrips north of Hanmer, $30 ea. Contact Nick – Nick7k (at) Outlook.com.

Hangar space, 15m, east hangar at Omarama • Asking $1,500/m or reasonable offer. Contact Linda vindaloulou@gmail.com phone 03 348 7009 or 021 071 8402.

Hangar Space - right to occupy, for sale • A space in the Canterbury Gliding Club’s new Springfield hangar. This state of the art hangar is in a prime position on the field, giving easy access to the main vector. Springfield has been developed as the long term home of the CGC and provides access to some of the best soaring in NZ and is active all year round. The purchaser will need to maintain membership of the club, one of the strongest and most progressive in NZ. Contact John 021 2234 911.

Hanger Space, 15mts, for sale at the Taupo Gliding Club • $4000. Our tow plane here operates on all flyable days, membership required on purchase.

The hanger space is yours from now until contract expiry date 2022 when it is renewable. Price includes insurance, power and water. Contact Colin Deeker 07-3784862 codeek@xtra.co.nz Omarama 20M Locked Hanger Space (first row) with water, power and painted floor • Great neighbours and very secure. D P Laing david.p.laing@gmail.com $52,000 Omarama Hangar space • 15m hangar space available in the western hangar on the side near the terminal building Long/short let available Annie Laylee/G Dale annlaylee@aol.com

For Sale

West end Hangar 8 Matamata • Half share of a half-round hay barn style hangar. Steel frame, iron clad, with sky lights and shingle floor. The half space internal dimensions at ground level are 7.85 m wide and 15.175 m long. (East end currently houses a Lak 20). The distance between the four west end hangar doors and facing row of hangars is 20.2 m (grassed area no hard apron). Five year ground lease with Matamata Piako District Council recently renewed ($735 PA for half share). Hangar space $14,500 or reasonable offer. Please contact Robin Britton 027 281 2969 rbritton@ wave.co.nz or Robin McRae 027 448 3704 robin.mcrae@aon.com.

DG 400 Self launching glider ZK - GOM first flew in December 1984 and has completed 1,793 hours and 247 hours on the engine. Comes with 15 and 17m tips, tow out gear, wing and tail plane hanger covers, 2 canopy covers, EDS and A8A oxygen with quick connect refill. Cambridge 302/303 GPS and Winter mechanical vario. Dittel FSG60M radio and Terra transponder. Trailer incorporates cobra fittings with hydraulic ramp, interior lights and ability to charge batteries via an external socket while glider is in the trailer. This glider would be ideal for a syndicate, finance can be discussed if necessary. $95,000.

Contact: Mark Aldridge 0274 508 505

Winter Variometer • Bought new in 2000. Model 5 St VM 5-3. This Winter vario has the small hole diameter of 57mm. Complete with capacity flask and is in perfect working condition.The face is in pristine condition and it’s about half replacement cost. Top right corner modified to fit a tight panel. $490.00 Roger Sparks 0274956560 r.sparks@xtra.co.nz Sailplane Instruments • For Sale due to panel re-organisation; offers sought. LX100 vario, 80mm, serviceable, A8A Oxygen regulator, adjustable constant flow, servicable, 200 bar max inlet pressure, certified to FL25 by Avox, 12V Gyro Turn and Bank, servicable with new release note from Liviu Avionics, Terra Mode C Encoder, status unknown, purchaser can inspect and trial with no purchase obligation. All items in Auckland, can take photos on request. Contact Andy Mackay andymacfly2002@yahoo. com phone 021 174 4719

Wanted Wanted good serviceable parachute, needs to be good for 100Kg. Havelock Nth - Email jason.price@nz.hjheinz.com phone 021 977 240

Now Available for sale

Latest Technology Sunlight Readable PNA Device

> Suitable for running SeeYou, XC Soar, LK8000 and other soaring software. > Latest GPS technology – precision less than 2.5m > 5" Sunlight readable LCD touch screen Brightness 800 - 1000 nits. More than twice as bright as the best PDAs or Oudie > Operating system: windows ce 6.1 Or 6.5

Will be supplied ready to use fully loaded with software and maps Contact Jerry O'Neill jerryo@xtra.co.nz for more information

Feb–April 2015

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Sailplane Services Ltd Specialist Composite Aviation Engineering

NZ agents for Schempp-Hirth Sailplanes, LXNav Soaring Equipment and Trig Avionics all state of the art equipment for soaring aircraft.

Ross Gaddes email ross@sailplaneservices.co.nz phone +64 9 294 7324 or +674 274 789 123