SoaringNZ Issue 54

NEW ZEALAND’S PREMIER SOARING MAGAZINE

KIWIS ABROAD NATIONAL AWARDS THE WORLDS HUMAN FACTORS • CLUB NEWS i s s u e 5 4 A u g u s t – O c t o b e r 2 0 18

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contents august–october2018 features 12 Kiwis Abroad 18 35th FAI World Gliding Championships, Standard, 15m, Club

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22 24 30 32 34

Gliding NZ National Awards 2018

38

Human Factors: Am I SAFE? Fitness to fly, and especially to act as Pilot-in-Command

Anja’s Story Tim Austen Maiden Flight ASK 21B Piako’s Stalwart Tow Plane ZK-BZA 1963 – November 2017

regulars 6 Log Book 37 History 42 ab-initio 44 A Question of Safety 45 GNZ News 45 GNZ Awards & Certificates 46 Gliding New Zealand Club News 54 Classified Advertising

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Publisher

Advertising, editorial and subscription enquiries

McCaw Media Ltd

Editor Jill McCaw soaringnz@mccawmedia.co.nz

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McCaw Media Ltd 430 Halswell Rd Christchurch 8025 New Zealand soaringnz@mccawmedia.co.nz Tel +64 3 322 5222 John – 0272 804 082 Jill – 021 1261 520

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ISSNAugust–October 1178-4784 2018 3

from the editor august–october 2018 It was extremely gratifying to see the level of support the magazine received at the recent AGM. It seems that most of the membership is totally on board with us continuing as a print magazine for some time to come. Thank you to all who made your views known to your club committees and lobbied on the magazine’s behalf. This is issue 54 and with any luck I expect to be around when issue number 100 rolls off the press in fourteen years’ time.

That said, it is a good opportunity to assess what the magazine does, what it needs to do and how it fits into the modern world of gliding. I see the magazine’s primary role as one of community and I mentioned this in my editorial in the last issue. I’ll say it again. A gliding magazine may seem to be about gliders, but really it is about the community of gliding people, that tribe of people both within New Zealand and around the world who share a love of soaring and know the feeling of pitting themselves against the energy in the sky. Our magazine is the place to share those stories: to celebrate successes, first solos, first cross-countries, high flights, long flights, happy flights, scary flights, contest flights, weddings and obituaries. It’s all about staying in contact with our people, our tribe.

A printed magazine is a permanent record in a way Facebook posts can never be. In these days of internet and social media, we know it is no longer the only place to find your gliding news or receive information from the Executive or share your own flying stories. Emails and social media does all of that. With the lag between material being prepared for the magazine, going to print and making its tortuous way through NZ Post, what you read in the magazine is certainly not up to date. So what role does a print magazine play and what do we want from it? This is the conversation I’d like you to have with your fellow members and get back to me.

In the next few months I will also be sitting down with the Executive to have this conversation with them. I would like to see a return to the Instructors’ columns and articles on how to centre thermals/enter wave, meteorology and other basics of actually flying gliders. But who is going to write these pieces? Are we happy to read this sort of advice from an instructor or do we want it from an ‘expert’? Who are the experts? Do they want to write?

Where else can this material be sourced? These questions need answers.

I also want to see more stories from ordinary members. I’ve

Speaking of Kiwis overseas, this photo was taken by Ben Flewett, flying a Grob 109, of John Gorringe and Andy Perley in an ASH 30 as they all fly back across the English Channel after a holiday in France.

had feedback that people don’t want a magazine that’s all about the elite pilots. There’s really only one way to fix that and that’s for the ‘ordinary’ pilots to write about their flights. (There is no such thing as an ordinary glider pilot either. We are all exceptional and do things that most people have never even dreamed of).

I don’t think I have ever turned down a story forwarded to me.

Occasionally my proof reader and I have had to put in a lot of work to make something more readable but we have always helped people tell their stories. If you’ve got a story to tell, write it down and share it. This is your magazine.

Midwinter here brings the club news reports full of weather gloom and lack of flying. In this issue we bring you stories from the northern hemisphere where the gliding season is in full swing. Worldwide more gliding hours and OLC flights are logged at this time of year than during our summer. It’s simply a matter of population. As I’ve prepared this magazine the ‘small

next issue

NEW ZEALAND’S PREMIER SOARING MAGAZINE

Next Issue: World Champs Czech republic KIWIS ABROAD NATIONAL AWARDS THE WORLDS HUMAN FACTORS • CLUB NEWS i s s u e 5 4 A u g u s t – O c t o b e r 2 0 18

4

Wellington pilot Vaughan Ruddick soars the Lindis Ridge in his LS6.

Photo John McCaw.

August–October 2018

Search and Rescue Shark FES

magazine deadlines Competition Deadline for Club News, articles and pictures is 17 October 2018 and 26 October 2018 for advertising.

subscription form Name:_______________________________________________________________ Address:_____________________________________________________________ ___________________________________________ Postcode ______________ Phone _______________________________________________________________ Email_________________________________________________________________ Annual Subscription Rates – four issues a year (All GNZ members automatically subscribed)

wing’ Worlds is on in Poland and even though we have no New Zealanders competing in it, we are running a feature on the competition. There’s always that old default of cheering for the Aussies if there are no Kiwis to barrack for. Our cousins have had a great contest with Adam Wooley pulling off a day win (only one of two making it home when most, including multiple champion Sebastian Kawa landed out). Matthew Scutter has found time to send through notes on the designated start times which have been trialled and discovered to create grand-prix type conditions.

The local Polish pilots are cleaning up, but when one of them is Sebastian Kawa, champion in just about every competition he’s ever entered, that is not a surprise. Read about the tussle and see the final results on page 18.

Not everyone overseas is flying competitions and there are Kiwis all over the globe flying in scenic and sunny locations.

Terry Delore shares his experiences flying in Nevada and fellow Canterbury pilot Michael Oakley checks in from France.

If you’re stuck at home, snuggle up and enjoy a good read.

Stay safe.

Jill

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logbook august–october 2018

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.

150 JS gliders completed In May the test flight of the 126th JS1 was followed by the roll-out of the 24th JS3 – the 150th glider constructed by Jonker Sailplanes. “This journey has been a huge honour and privilege for all of us,” said Attie Jonker, Chief Design Engineer. “Completing the 150th glider was the result of hard work and dedication, inspired by our passion for aviation and the sport of gliding.”

GRANTS

Gliding NZ Umbrella Trust If you have an upcoming event that may be worthy of Trust funding, check out the Umbrella Trust information on gliding.co.nz under ‘About’. There you will find the grant application form, a summary of the various funds and their purposes and a history of successful applications.

The Trustees are bound by instructions from the donee trusts and the purpose of each fund is specific, although in some cases a fund allows for ‘other purposes’. The Trustees cannot use the original capital for grants, and in some cases only 50% of the income can be used for grants.

The Trustees look favourably on applications that are received before deadline and well in advance of the event as this helps Trustees ascertain

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August–October 2018

the best distribution of available funds. Applications after the event will not be accepted. The Trust doesn’t provide grants for capital items but the Loans Fund may be able to assist with this.

Application deadlines are 31 May and 31 October for twice yearly Trustee meetings in June and November – please get your application in sooner rather than later.

Laurie Kirkham laurie.kirkham@xtra.co.nz Umbrella Trust Secretary/Treasurer

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August–October 2018

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logbook august–october 2018

FAI NEWS FAI and the environment: working towards a sustainable future for the air sports community What will air sports look like 50 years from now?

Sustainability is key if we – and our children – are to continue enjoying competitive and recreational aviation as we do today.

As the world governing body for air sports, one of our aims is therefore to find ways to reduce any negative effects air sports have on people, wildlife and the world itself, while protecting the right of aviation enthusiasts and fans to continue enjoying their chosen disciplines.

Here, we take closer look at some of the environmental challenges facing the air sports community and explain what the FAI is doing to try to minimise them.

Air sports and the environment Some air sports have very little negative effect on the environment. Paragliding, for example, is powered by naturally occurring forces, while Aeromodelling enthusiasts have long been proponents of electric engines. Others, such as general aviation and rotorcraft, are less in tune with the natural world. Yet on a global scale, the air sports community’s environmental impact is actually fairly minimal – partly thanks to the longevity of the equipment used.

“Our planes, gliders, balloons and parachutes have a lifespan far superior to the equipment used in many other sports,” said FAI Environmental Commission (EnvC) President Pierre Duval. “The average age of the planes in a general aviation sports fleet is around 35 years, meaning they consume very few resources in renewal terms.

“But just because our impact is small does not mean there is no need to work to reduce it, or to improve people’s perception of it.”

The sound of speed For many motorised air-sport fans, roaring engines are part of the thrill. But not everyone appreciates the noise created by motorsports events. “Noise pollution is often the environmental factor most noticed by the population at large, even if air sports spectators often appreciate the loud soundtrack,” Duval said.

“So working to lessen, or at least change the frequency of our sound footprint is one of our top priorities at the moment.”

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August–October 2018

Fortunately, recent technological advances can help us to face this and other challenges.

“Human flight only became possible and evolved to its current state as a result of pioneers harnessing the most advanced technologies of their era,” Duval said. “Part of the EnvC’s role is to continue the FAI tradition of supporting these advances.

“Last year, for example, we gave Professor Frank Anton from Siemens the FAI Environment Commission Award for his work on electric aircraft, which bring the potential for a sharp decrease in air sports’ sound footprint.

“We have also rewarded manufacturers of equipment that incorporates electric propulsion, such as gliders with built-in electric flight devices.”

The FAI “green” event standard One of the FAI’s main environmental projects at the moment is to introduce a “green” standard across the hundreds of air sports events it runs and supports each year. “To protect and improve the image of air sports from an ecological point of view, it is important to demonstrate how much we are striving to respect the environment at FAI events,” Duval said. “This is why the EnvC has developed a ‘green’ certification procedure for competitions and gatherings in a bid to ensure that all impact reduction criteria are taken into account.”

The good news on this front is that many of the fastestgrowing air sports – such as drone racing – are environmentally friendly by nature.

“We now run numerous drone sports competitions at which pilots experience the joys of flying these fully electric craft in very small spaces,” Duval said.

“These events have a very small environmental impact in relative terms.”

There is still lots of work to be done to ensure the future of the sports we love, however, especially when it comes to people’s perception of how air sports affect the world at large.

“Our main challenge is really to improve the image of air sports,” Duval added. “In my view, this is the best approach we can take to safeguard the future of our activities.”

Photo Armin Walcher / Red Bull Content Pool

logbook august–october 2018

4TH ROUND RED BULL AIR RACE COMPLETED IN HUNGARY

Matt Hall of Australia performs during the finals at the fourth round of the Red Bull Air Race World Championship in Budapest, Hungary on June 24, 2018.

Taking on season leaders Matt Hall (AUS) and Mike Goulian (USA), pilot Martin Sonka (CZE) has earnt his spot on the high podium by storming the iconic Red Bull Air Race Budapest (HUN) track with a time of 57.502s. In front of the magnificent parliament building, Sonka delighted Czech fans by knocking the two season leaders into third and fourth places, hungry for a place on the podium after coming in first during the Qualifying round.

There are still four more rounds of racing to complete the season. The next race will be 25 - 26 August in Kazan, Russia with 15 - 16 September: Wiener Neustadt, Austria, 6 - 7 October: Indianapolis, USA and a as yet undetermined location in Asia in November to finish off the year.

Matt Hall of Australia flies over the city prior to the fourth stage of the Red Bull Air Race World Championship in Budapest, Hungary on June 20, 2018.

Photo Joerg Mitter / Red Bull Content Pool

Photo Joerg Mitter / Red Bull Content Pool

Mika Brageot (FRA) was first on the track and set one of the quickest times at 57.849s, achieving his first ever podium – a great result for the French team. Sonka flew second and was in

front of Brageot for all the split times. The Czech pilot has had a mixed season so far, but he now looks back to his 2017 best.

Michael Goulian, who has been in every final this season, collected seven seconds in penalties, including a pylon hit.

Those mistakes saw him take fourth place, despite a net time which would have set him in first place.

Martin Sonka of the Czech Republic performs during the finals at the fourth round of the Red Bull Air Race World Championship in Budapest, Hungary on June 24, 2018.

August–October 2018

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logbook august–october 2018 Coming to a sky near you soon…

Almost thirteen years after the first flight of the highly successful ASG 29, Schleicher’s development team introduces its successor, the

AS 33

Uli Kremer told SoaringNZ that they plan to have the prototype ready for a maiden flight in the middle of next year and will start serial production in 2020. He provided the following information on the new glider.

The continuously improved ASG 29 is still a fully competitive 15/18m sailplane in the competition scene. Nevertheless, we have decided on a new design since the latest innovations in the area of aerodynamic simulations show that additional and decisive performance improvements can be achieved. Over countless hours of work using a commercial CFD programme, our engineers were, among other things, able to optimise the 3D airflow around the fuselage/wing intersection and at the wingtip.

By combining the many years of experience in sailplane construction and the fully developed features of its predecessor, a completely new standard in the 15/18m class has been created. The totally new wing of only 10 sq. metres (18m) permits a very high wing loading thereby achieving maximum performance in the high-speed spectrum.

New wing profiles based on the latest aerodynamic findings were developed and tested in the wind tunnel. This ensures that the profiles have all the characteristics of modern laminar profiles: very low drag combined with even higher lift while circling along with pleasant handling. Together with the proven Schleicher-typical harmonized aileron and flap interaction, excellent climb performance is assured even in turbulent thermals.

In addition to the very popular 18m version it will again be possible to fly in the FAI racing class with 15m span. Because of the further inboard halfspan position at 5m, it was possible to achieve a performance optimal wing planform with the smaller wingspan version.

Naturally, the reliable and continually further developed “Es” propulsion system with electric start capability and simple operating controls will also be available for the AS 33. Many other features of modern sailplanes, for example the safety cockpit, will be integrated into this latest design. Other refinements such as a retractable tail wheel will be available as options.

Moved house? Changed email? Stay in touch Please update your details on Gliding NZ’s database. http://gliding.co.nz/ – About – Online Membership It’s important we have your correct address to ensure you continue to receive your SoaringNZ magazine.

Recently Gliding NZ sent out emails to all members, but we had quite a few bounce backs – please check

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August–October 2018

your email address is correct on the database.

Please check the address you are entering into the GNZ database is valid with NZ Post. We need an exact match to ensure our database is compliant. See Address and Postcode finder/NZ Post. If you change your address via the GNZ website could you please also let the membership secretary know the address has been

changed. membership@gliding.co.nz Why not log in now and check your entry; you can also view your ratings and awards.

Any problems, contact membership@gliding.co.nz

Laurie Kirkham

Central Register Manager

logbook august–october 2018 SPECIFICATIONS

TECHNICAL DATA: 18 m 15 m Wing area 10 m² ¦ 107.6 sq ft 8.8 m² ¦ 94.7 sq ft Aspect ratio 32.4 25.6 Empty mass (sailplane) 285 kg ¦ 628 lbs 275 kg ¦ 606 lbs Empty mass (motor glider) 330 kg ¦ 728 lbs 320 kg ¦ 705 lbs Max. mass 600 kg ¦ 1322 lbs 550 kg ¦ 1213 lbs Min. wing loading 36 kg/m² ¦ 7.4 lb/sq ft 40 kg/m² ¦ 8.2 lb/sq ft Max. wing loading 60 kg/m² ¦ 12.3 lb/sq ft 62.5 kg/m² ¦ 12.8 lb/sq ft

Otago Gliding Club

It’s only in the event of a

Friday 10 August 2018

that you really find out who has the best policy!

REUNION at 6.30 pm

CL A IM

Ironic Café, 9 Anzac Avenue DUNEDIN (opposite the Railway Station) All past members and anyone interested in forming a new Dunedin based gliding club welcome.

RSVP: garth@garthcameronlaw.co.nz or 03 477 1719 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.

Contact your broker or phone Zandra and talk to the people who specialise in aviation insurance.

“Kiwis providing Glider pilots with aviation insurance for over 30 years”

TELEPHONE 04 473 5593 August–October 2018

11

Kiwis

ABROAD

BY TERRY DELORE AND MICHAEL OAKLEY

As winter starts to bite, many people start heading to warm places overseas for holidays. Those of us left behind find our Facebook feeds seem to be full of pictures of glider pilots enjoying flights in some wonderful warm overseas locations.

Following our story on flying in Hawaii last issue, we have had reports of at least one Auckland pilot taking up James Alaggio’s offer to fly in Oahu.

Photo Terry Delore

Photo Terry Delore

Terry's trace 9 July 1,000 km FAI triangle.

Wendy and the mouse proof wheel cover.

Cedarbreaks near Parowan.

E

ly, Nevada in the States is a popular spot for gliding. The town was founded as a stagecoach station on the Pony Express and is a historical gold mining town. It is very wild west. It is also in the middle of the high arid desert area that covers most of Nevada and Utah. During the summer ground temperatures can reach the high 30s and thermals reach to well over 20,000 feet with climbs of 15 knots plus. Terry Delore, world long distance record holder, has spent several seasons there chasing an elusive 2,500 km glider flight. These days he goes back for fun. There’s quite a group of Kiwi pilots who join him. Terry’s been sending emails and sharing their exploits. Here are the highlights of those emails.

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August–October 2018

Photo Terry Delore

Photo Terry Delore

Staging Ely, 30 mins to takeoff.

Ely, Nevada, 20,000 feet bases, endless Cu

On arriving at the end of June, he and Doug Hamilton spent three days sorting out some major problems in the glider they were borrowing. However, their first flight shows the potential of the site. Launching late in the day their first thermal averaged 15 knots and took them from 1,600 feet AGL to 18,000 feet. They flew for three hours covering 460 kilometres, Terry says, in time for dinner and refreshment. “Wendy and Doug have been a big help and we are enjoying the company of five other pilots flying in Ely, all who have self-launchers.”

On the 5th July Terry wrote: “Hi from Sunny Hot Nevada, it seems like the who’s who of the soaring world is here. Justin Wills is flying with Keith Essex in Keith's ASG32mi. Theo Newfield,

On the 5th July Terry wrote:

Photo Terry Delore

Photo Terry Delore

“Hi from Sunny Hot Nevada, it seems like the who’s who of the soaring world is here...

Photo Terry Delore

Doug Hamilton

Photo Terry Delore

Keith Essex and Justin Wills

Photo Terry Delore

Doug and Wendy

Jamie Halstead flying

Steve Newfield, Theo Newfield, Keith Essex (back) Grahame Parker and Justin Wills with 32mi.

Grahame Parker and Steve Newfield are flying Zulu Zulu, an ASH25. Mitch Polinsky is flying his mighty EB29m, Ingo Andresen in a EB29 and multiple World Record holder Sibylle Andresen in an ASH31mi, just to mention a few. Sibylle travels the world soaring.

“Yesterday Jamie Halstead and I did 900 plus kilometres out and return down the south end of the White Mountains to just west of Death Valley.

“Jamie and I flew the same initial course as Keith and Justin, only seeing them from time to time. I estimated there was 40,000 hours of experience in that cockpit so needless to say they made the ASG 32mi hum. See the pic above of the 32 late in the day as we were both weaving our way through the Virga and over developed

sky inbound for Ely. Wendy has been crewing, swimming and bike riding.”

The next day Terry and Jamie flew south east the 400 odd kilometres to the Grand Canyon. On the 9th July Terry reported: “Yesterday was possibly the best day of the season for us in terms of taskable weather. While it was only average on the Nevada scale it was suitable for a 1,000 kilometre FAI triangle at around 150 kph.

Cloud base and thermal tops were a lot lower than normal with broken thermals, however we had a nice ride. There would have been some big OLC flights yesterday as we were 2nd back at 5.45 pm and most others were flying until near dark.”

August–October 2018

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Photo Michael Oakley

KIWIS ABROAD

Gun emplacements on Italian border

August–October Dane 2018 and Nick in Arcus

Photo Michael Oakley

Photo Michael Oakley

Nick, Dane and Alex Photo Michael Oakley

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Photo Michael Oakley

Photo Michael Oakley

Serres ridge.

Ski fields everywhere

Photo Michael Oakley

Photo Michael Oakley

Photo Michael Oakley

Photo Michael Oakley

KIWIS ABROAD

While Terry and company are flying the mega thermals of Nevada there was another group of Kiwi pilots flying in the French Alps.

Michael Oakley sends us this report.

T

Photo Michael Oakley

his year a team of Kiwis once again descended on the airfield of Serres in the French Alps for two to three weeks. This year’s team comprised Dane and Warren Dickinson, Nick and Michael Oakley and Alex McCaw. We brought or borrowed our own gliders and flew Arcus M, Ventus 2a, Ventus FES and a D2a. All of us have flown here before and found this year’s airfield operations very relaxed.

Serres is situated two hours from Lyon and Marseille. The airfield is at 2,300 feet and about 1.3 kilometres long. It’s a few minutes’ drive from the lovely wee town of Serres, right next to the Le Buech river. Kiwis have been coming here now for many years along with a few Poms with the rest of the mix being German, Dutch and Swiss. Over 50% of the 30 odd gliders are self-launchers with the rest being towed by a Robin or Dynamic.

Getting away is usually quite easy with one or two climbs to get you into the Alps proper with up to 14,000 feet cloud base.

From Serres you can fly in all directions depending on the weather.

Most days you can fly over 500 kilometres from a 12:30 launch and still be back in the airfield pool by 6:30.

Warren and Terri Dickinson.

August–October 2018

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KIWIS ABROAD

Approaching the Matterhorn

Lake la Croix.

The airfield has good accommodation in the form of cabins, dorms and a camping ground with kitchen, laundry and shower block. Briefing in the morning is at 10:00 by Klaus Olhmann in a comfortable briefing room next to the office. Oxygen is filled on site by a compressor from a wartime submarine. At the end of the day

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Photo Michael Oakley

Photo Michael Oakley

Mt Blanc.

August–October 2018

you can cook your own meals, eat at one of the few restaurants in town or the local villages or dine in the airfield restaurant which has live music once a week.

There are lots of other gliding sites around with good paddocks and land out options but in the Alps proper, in some of the valleys,

KIWIS ABROAD

Getting away is usually quite easy with one or two climbs to get you into the Alps proper with up to 14,000 foot cloud base. From Serres you can fly in all directions depending on the weather. Most days you can fly over 500 kilometres from a 12:30 launch and still be back in the airfield pool by 6:30.

Photo Michael Oakley

Photo Alex McCaw

Mike and Nick ready to launch.

Kiwis ready to fly.

it’s a different story. I found it took a few days to get my sense of direction sorted with the sun being in the wrong place and the Alps not running North, South. My two best flights this year were a run south over the flats looking into Marseille, Nice and Cannes and a flight north with a circumnavigation of the Matterhorn.

We all got to the Matterhorn at least once again this year which is 200 kilometres north of Serres.

August–October 2018

17

35th FAI World Gliding Championships,

STANDARD, 15M, CLUB COMPILED BY JILL MCCAW

8 – 21 July 2018, Ostrow Wielkopolski, Poland Rain on the way.

The ‘short wing’ Worlds was the first off the block this year. 132 competitors over the three classes have fought it out in variable weather in Poland. There is no New Zealand competitor at this competition and so by default, many Kiwis shift their allegiance to the Aussies who have had a very good contest.

The ‘long wing’ Champs are being held in the Czech Republic in August and Pat Driessen from Auckland will be representing New Zealand.

T

he contest to watch was in 15m where world champion extraordinaire Sebastian Kawa was competing in an ASG 29, up against Uys and Attie Jonker in their JS3s along with a whole slew of new JS3s and fellow Pole Łukasz Grabowski in a Diana 2, the ship that Sebastian made his name in. The class was mainly made up of JS3s, ASG 29s and 27s and variations on the Ventus. The Standard class was dominated

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August–October 2018

by variations of the Discus 2 and LS8s with the only outliers being two ASW 24s. The focus would definitely be on the pilots.

Aussie Matthew Scutter, well known to many Kiwis, was flying a Discus 2a. As expected, the Club class contained a mix of older gliders. Aussie James Crowhurst had an ASW 19B while his team mate Allan Barnes was flying an LS-1f. Disabled Lithuanian pilot Darius Liaugaudas was flying a Pegase 101A, an ASW fuse with new wings. UK pilot and honorary Kiwi G Dale and his team mate Tim Fletcher had Std Libelles. G remarked that the handicapping system in use was “interesting”.

As are the way of these things, the practice days were fantastic flying days with some competitors saying it was some of the best European flying they had ever done. Day One turned out to be a good day too with an under called two-hour AAT task. Uys Jonker beat Sebastian by 21 seconds to win the first round in Standard.

Day two saw another AAT but the time had been extended to 3.5 hours for all classes. Aussie Adam Wooley, in 15m class flew the first half of the flight with the Germans and the British, then the last half of the flight “under my own wings.” He says, “I always find that I fly faster this way, and I did, catching up lost time to recover the day for 880 points and 12th overall. The Ventus 3 has wonderful handling and feel for the dynamic energy when searching out climbs.” However, it was Matthew Scutter’s turn to

Łukasz Błaszczyk and Sebastian Kawa.

shine in Standard class with a third place for the day. In the Club class Darius Liaugaudas had a conclusive win, nearly 3 kph faster than Frenchman Frederic Hoyeau flying a LS4.

Everyone then sat on the ground for the next three days as the region experienced what the contest organisers called ‘English weather’. In other words, it rained. There were a lot of castles and churches visited. On the fourth day they rigged, the club class launched and then the day was scrubbed.

Day seven finally saw task three, a racing task of around 300 kilometres, slightly less for club class. The tasks had initially been set longer but were pulled back before launch. Designated start times were used (see sidebar for explanation). Derren Francis from Britain said it was like a grand prix with all 35 gliders in his class starting together. He had a “pretty good day out”, team flying with fellow Britain Tim Scott. They landed back just ahead of the predicted rain and wouldn’t have made it home if they’d been any later. Australian Adam Wooley had a similar day. He said, “an exciting end to the day after an exciting start. I think 37 racing gliders went through the start line together! I started 300 feet below and a kilometre behind the winning front runners and just couldn't pick it back up with all the others around me. I used all my skills and abilities to keep things moving as best I could.”

He continued, “Lots of streeting today, don't really remember

much climbing, often pulling up 2000 feet under mega long runs.

I got lucky with my final climb, 5 knots to base and direct home, catching up about 15 km on a gaggle ahead. This bought me in just in front of a storm/showers.”

In 15m, the two Poles Sebastian Kawa and Łukasz Grabowski came in first and second, just seconds between them. The home team was doing well with Poles Tomasz Rubaj and Jakub Barszcz coming first and second in Club class with Darius Liaugaudas in third. There were a few land outs, mostly in the Standard class and unfortunately Aussies Matthew Scutter and Ray Stewart both landed out two thirds of the way around because of rain at the final turn point.

Task four saw another racing task, slightly shorter than the day before and completely reset when conditions to the west didn’t develop. The conditions improved as the day went on. G Dale did well with a fifth placing. Kawa and Grabowski were once again first and second.

Day nine aka task five turned out to be a fantastic day for the Aussies with their whole team 6th place or higher. Adam Wooley, one of only two gliders to make it home in 15m, had a very welldeserved day win. James Crowhurst and Allan Barnes came in at the top of the mass landouts that also afflicted the Club class giving James 4th equal and Allan 6th place. Spare a thought for August–October 2018

19

WORLDS

Sebastian Kawa.

Sebastian Kawa lectures on a non-flying day.

Darius Liaugaudas, when he lands out, as he did, he’s stuck in the glider until his retrieve crew can get to him with his wheelchair.

In Standard Ray Stewart and Matthew joined Howard Jones from England in 3rd equal. Matthew had initially thought the day was unachievable with rain in the start area and at the last turn point.

“I managed to survive the difficult first leg without losing too much water and ran through the gaggle with the extra weight and got away.” Only to loose it, climb back and do it again.

Sadly, there were then another three no flying days.

Task six, when it finally happened, saw a racing task.

Designated start times were scrapped and so, true to form, everyone sat and waited for everyone else to start, not leaving until 4pm and making the task more difficult than it might have been. With one more contest day to go the top places looked to be going to European pilots although Makato Ichikawa from Japan was in 5th place overall in Standard class, Attie Jonker from South Africa and Adam Wooley from Oz were 8th and 9th in 15m and James Crowhurst from Oz and Tim Fletcher from the UK were 11th and 12th in Club with the possibility of making the top ten.

And then came the final day with the longest tasks of the competition. It was a day that was much more indicative of what the area is known for with Cus to 6,000 feet. All class’ tasks were

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August–October 2018

over 400 kilometres with the 15m class flying 505 kilometres. A great sky was setting up before launch and Matthew Scutter said that he started as the gate opened and it still wasn’t early enough.

He had a great flight with a 2nd place and Makato Ichikawa winning the day. In comparison, G Dale had a bad day, one of the few to land out. Conditions were great around the first part of the track but trickier at the final turn point and G, flying over the forest, “because that’s what you do in Poland,” found sink and no lift at all.

There was a little bit of a shake up in the overall placings in Standard and Club with pilots who had flown consistently, ending up with podium placings. In Club class, Danish pilot Rasmus Ørskov had been sitting in the top ten and winning the final day raised him into first place overall. In Standard it was a similar story for Dutch pilot Sjaak Selen who had made second and third day placings during the contest but not actually won a day. In 15m French pilot Christophe Ruch proved that JS3s are as competitive as the more established glider brands and in spite of a 9th placing for the day, gained a place on the podium with a 3rd place overall.

15m was won by Sebastian Kawa, to the surprise of no-one – another world championship under his belt. He is an extraordinary pilot.

WORLDS

DESIGNATED START SYSTEM

BY MATTHEW SCUTTER

Two English pilots familiar to Kiwis, Hugh Turner crewed for G Dale.

The Aussie team had a great contest.

Pilot Adam Woolley Matt Scutter Ray Stewart Allan Barnes Jim Crowhurst

Class 15m Std Std Club Club

Points 922 999 909 920 909

Best day placing 1st Task 5 2nd Task 7 3rd= Task 5 6th Task 5 4th = Task 5

Final placing 8th 20th 31st 15th 11th

The new designated starts system has caused much controversy at the Worlds. For those unfamiliar, the basic idea is that the start gate opens as per normal, but your start time will be rounded backwards to the nearest interval period - typically ten minutes. If the start gate opens at 1300, and you start at 1315, you're scored as though you started at 1310, the same as if you started at 1310 or 1319. If you start at 1321, you're scored at 1320. The philosophy behind this system is that it prevents endless start games. We play start games because we all want to start two minutes behind everyone else and catch them on the first glide. Which means that we wait until 4 pm on a 500 kilometre task for someone to break and then the whole gaggle goes and everyone eventually outlands at the end of the day. This is not only highly irritating, but quite unfair for the sucker that actually does lead out and take a risk. As the designated start system removes this two-minute advantage, it makes for much more sensible start times.

The system has been trialled at the Worlds here, but the response was resoundingly negative. We had grand prix starts almost every time they were used, because it removed the incentive to do anything other than start at the sensible time of the day. So, everyone started at the same start window. There were complaints to safety officers about the subsequent gaggles, shouting matches at briefing and eventually the organisers relented and promised not to use them again.

Immediately after that we had a weak blue day and we reverted to the normal start games. Instead of gaggling our way around a 300 kilometre task at 2 pm, we gaggled on the start line until 4 pm, then gaggled around the task anyway, except for a third of the class that out landed after the day died.

I hope pilots will take a more considered view of the alternatives in future. Designated starts aren't perfect, but they're better than start games and I'm not convinced they're less safe. An alternative but substantially more complex proposal is a system involving the event marker on your logger (every logger has a way to mark an event at any time). Pressing the event marker permits you to make a start in 5 minutes time for a small window, and then not again for some time. No other pilots will know when you press your event marker, so if they see you start they will be unable to follow until 5 minutes after (too late). This sounds ideal to me, if only we can convince the IGC to give it a go.

Results for the Worlds STANDARD

1 2 3

Netherlands Japan Poland

Sjaak Selen Discus 2a Makoto Ichikawa LS-8 Mateusz Siodłoczek Discus 2a

6,309 6,288 6,235

Poland Poland France

Sebastian Kawa Łukasz Grabowski Christophe Ruch

ASG 29 Diana 2 JS 3

6,047 5,961 5,837

ASW-20 SZD-55 Cirrus Std

5,736 5,723 5,709

15M

1 2 3

CLUB

1 2 3

Denmark Rasmus Ørskov Poland Tomasz Rubaj Czech Republic Jaroslav Tomaňa

August–October 2018

21

GLIDING NZ NATIONAL

AWARDS 2018

Campbell McIver and Allie Thompson took out the Racing Class at the Multi Class Nationals.

AIR NZ SOARING AWARD

AIR NZ CROSS-COUNTRY AWARDS

Campbell McIver

This is a decentralised competition aimed at encouraging cross country flying from club sites, particularly by pilots new to cross country flying. It is a distance event extending over the season and is run in two divisions; one for flights originating in the North Island and one for flights originating in the South Island.

OLC handicaps and scoring is used. Any NZ resident glider pilot with a GNZ QGP certificate may enter the contest provided that, on the first day of the contest, no more than 10 years have elapsed since their QGP was awarded and they have not flown a ratified (or subsequently ratified) Gold distance flight.

North Island Division 1st Alain Marcuse Wellington 1,423 pts 2nd Malcolm Piggott Piako 1,355 pts 3rd Glyn Jackson Taranaki 1,318 pts South Island Division 1st Daniel McCormack Glide Omarama 2,704 pts 2nd Melissa Jenkins Taranaki 915 pts 3rd Ken Montgomery Nelson Lakes 826 pts

This trophy is awarded to the pilot who has shown the most significant improvement in their personal standard of competition or record flying during the year.

Campbell McIver is one of the latest crop of whizz kids to emerge from the amazing Youth Glide programme. He is an ultra-enthusiastic cross-country and competition pilot as well as an instructor. Learning to fly young, at age 16, it seems he was hooked early.

In SoaringNZ he was reported as saying “My mind was blown on my first cross-country flight, down to Lake Waikare, being miles from the airfield.” This was February 2013 on a dual flight in a Duo-Discus. This flight obviously cemented a determined direction in his mind, as just two months later, at the age of 17 he bagged both his Silver distance and duration. He achieved this a full seven months before completing his QGP. His cross-country talent was spotted by Mike Strathern at a Youth Glide camp and Mike generously chose to coach both him and his good mate Philip Dunlop during the 2014 multi-class nationals out of Matamata. He tested Mike’s patience to the limit, but certainly learnt a lot, and on an allocated crew day, he flew his ASW15 300km to achieve his Gold distance, less than a year after achieving his Silver.

By October 2015, still just 19 years of age, he was a C Cat instructor. He has since given back generously in this capacity, attending further Youth Glide camps at Omarama as well as mini camps at Taupo and Drury. His enthusiasm for Youth Glide knows no bounds and at this year’s 2018 multi-class Nationals, along with New Zealand’s youngest QGP pilot, Ali Thompson, he blitzed the field to take out the National Racing Class title.

Daniel McCormack

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August–October 2018

Campbell McIver

Gavin Wills

Alain Marcuse

Brian Sharpe

BUCKLAND SOARING AWARD

THE FRIENDSHIP CUP

This is awarded annually to the highest scoring New Zealand national in the New Zealand division of the Aerokurier Online Contest (OLC) for the previous season. OLC rules and handicaps are used. There are two divisions; one for soaring flights commencing in the North Island and the other for soaring flights commencing in the South Island. The winning pilots stand down for the following two seasons.

Brian Sharpe

South Island Division 1st Gavin Wills Glide Omarama 2nd Peter McKenzie Central Otago 3rd Garry Morgan Marlborough

2,658 pts 2,650 pts 2,246 pts

North Island Division 1st Ross Gaddes Auckland 2nd David Jensen Piako 3rd Mark Wilson Wellington

2,408 pts 2,159 pts 2,048 pts

Awarded for outstanding contribution to the gliding movement during the preceding year.

Brian Sharpe began gliding in the early 1980s and quickly developed an enthusiasm for the sport. He belonged to several glider syndicates before work called him overseas. In 2012, he returned and again became active in our sport. In 2014 he became President of the Wellington Gliding Club and has remained there since then.

When the Wellington Gliding Cub moved to Papawai he moved with it and established his residence in Greytown. Since then he has worked tirelessly, seven days a week to make Papawai a premier soaring site. A typical day will find him starting the morning briefing at 9:30 am and for the rest of the day he will either be the launch point controller or driving the winch. He thinks about everything gliding and has many great ideas for Club health and development, but he is always careful to bring all the members along with him. Through this dedication, he has been instrumental in growing the club membership and he has been especially successful in finding junior members.

However, he has not stopped with the Wellington Gliding Club. He attends the GNZ Executive meetings, formerly as Promotions and Marketing Manager, now as Chairman of the new Membership Development Committee, where he has made ‘building the GNZ membership’ a priority. Already, changes are in place where we hope to see not only improved retention of members but also new members signing on.

His positive attitude for the future of gliding and his ability to cut through all the political trappings can mean nothing short of success in his endeavours.

Ross Gaddes August–October 2018

23

AWARDS 2018

GNZ’S PREMIER AWARD

THE ANGUS ROSE BOWL

ANJA’S Story

– David and Marion Moody

Presented to the NZGA by Bill Angus, one of the original pioneers in aviation in New Zealand, the Angus Rose Bowl is awarded in recognition of outstanding services to the sport of gliding in this country.

This award has been presented 43 times previously, and on four occasions it has gone to more than one person. This year is again one of the rare occasions where two people share the award. In this case it is a couple – the last time this was awarded to a couple was 1996, to Ann and Frank Gatland.

David has been involved in the sport since taking a trial flight in 1972. He has been active in his club in many roles, including committee member and instructor. Most recently he has served for a number of years as President.

He is also active in his nearest Soaring Centre, on the committee and currently as President. He has also recently taken on a significant role for GNZ, in Operations.

However, attendees at the most recent Nationals, and at previous competitions and many club events over the years, and of course at GNZ AGMs, will note that he has an unusual level of partner support in his wife Marion.

Marion caters for events and club activities, sells and organises trial flights, and takes on many other generally thankless roles.

We will feature a story on David and Marion in our next issue.

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August–October 2018

Gliding Wairarapa and the Wellington Gliding Club have seen an extraordinary young pilot gain her wings in the last year. It’s hard to believe just what Anja has been able to achieve in such a short time but Brian Sharpe assures us that everything in this article is not only true but possibly understated.

Anja left New Zealand for home in July. It is worth noting that Anja was also trained using the new training program as it was trialled by WGC. Here is Anja’s amazing story, in her own words.

Brian Sharpe says, "She has surprised us all and amongst all the flying achievements, she has also been a significant contributor to the development of our operating procedures. She has passed the first round of interviews for an Air Traffic Control job in Germany and for pilot training with an airline company".

I

t’s almost twelve months since I left Germany on a journey that would change my life. My name is Anja and I was born into an aviation family. Today I want to share with you the love story of my life; falling in love with gliding.

It all began two years ago. A sixteen-year-old me was looking through the catalogue of high schools that offered student exchange in New Zealand. "Kuranui College, Greytown. Optional activities offered: gliding. Students have the opportunity to gain the New Zealand Certificate of Aviation and will be a member of Gliding Wairarapa" That was it, decision made. I had wanted to go gliding since.... forever. This was my chance. My ambitious plan was to get my QGP certificate before I went back to Germany.

Some months later I left the European summer to arrive in a wet New Zealand winter. It was so wet, that Papawai airfield was flooded. The weather finally decided to improve a little and on the 26th of August, Vern Grant (who is both a Kuranui College teacher and a Gliding Wairarapa instructor) took me to Hood Aerodrome near Masterton where I finally had my first ever glider flight, flying one of Wellington Gliding Club’s DG1000s. I loved every second of it. The comment on the daily timesheet: "Youth – possible member". They were right. Four months later I joined the club.

Time passed, I explored the country in between flying as often as possible. By the end of the year, I had three flying days. Knowing that at this pace there was no way to even get an A-Certificate, I talked to Vern who suggested I join the Wellington Gliding Club.

On the 9th of January this year I had my first day with my new club. Since then I'm pretty sure there hasn't been a single day of operation without me being there. The learning curve became somewhat vertical. I flew with almost every instructor in the club, including the summer crew. Georg Schulte took me under his wings and on my first cross-country flights. Logbook entry from the 23rd January: "Almost out landed, 800 feet above ground, nice paddock next to pool". It was boiling hot that day. Actually, it was hot for the whole task-week which was held from the 20th to the 29th of January. Together with Mark Wilson, I flew my first task, which was an amazing experience.

August–October 2018

25

ANJA'S STORY

The summer holidays are probably the best I've ever had. My daily timetable: cycle from Carterton to Papawai (average cycle time is 45 minutes), go flying, get home, read the self-preparation on Moodle, go to bed, get up early, be happy, repeat. Pretty sure I spent more time at Papawai than at home.

One of the most important days of this summer was the 11th of February. Ross Sutherland had cleared me for my first solo flight three days earlier, under the condition the weather was first solo weather. I desperately wanted good weather. That day we were operating on 03, the wind was kind of gusty with a crosswind component. I thought to myself, "guess I'll have to wait for another day" so Mark taking out his parachute and saying, "you can do it on your own now, you don't need me anymore" was very surprising (and super exciting). The timing was spot on as 15 minutes later, just after my landing, it started to rain. The rain was that heavy that we decided that the bucket of water wouldn't make any difference. Anyway Jordan, James and Kieran took care of that the next weekend.

One week later I soloed GFN, Gliding Wairarapa's ASK 13.

Because I was the only GW member that flew every day it was like having my own glider. In the morning I pulled it out of the hangar, DI'ed it, flew it as long as I wanted and brought it back. I remember one Saturday with pretty good weather. Everybody seemed to stay up and after a check flight I launched solo in the afternoon, just to land two minutes later after releasing early on launch. Second attempt, 16 minutes flight time. Bruce Cooper, the Duty Instructor of the day, commented, "Okay, we're going to launch you again

26

August–October 2018

and this time don't come back that soon!" This was a challenge.

The result was a 45 minutes flight and a very happy pilot.

Under the close watch of Richard Penman and Jose Blanco I converted to our Ka6 GLR. It was flight No. 99 in my logbook.

Brian Sharpe's comment on my landing, "Ten out of ten." Landing a Ka6 is pure joy, it seems to land itself.

One quiet Monday morning (it was a summer crew only day) I happily walked GNB, the DG 101 down to the launchpad. Ever since I joined WGC I had wanted to fly this glider. The evening before, I realised I met the requirements for it and I couldn't wait to get airborne. Two flights of a total duration of 30 minutes were enough for me to fall madly in love with this glider. Having a retractable undercarriage felt like next level gliding.

The next major event was the YouthGlide Easter Mini-camp at the Auckland Gliding Club in Drury. My area familiarisation flight was in their Duo Discus GDX (a beautiful glider). It was also my first aerotow and a complete disaster. Thank you, Nigel McPhee, for telling me in the debriefing that I was a good pilot. After the tow I had had serious doubts. Within the next three days, I got type ratings for the ASK 21, PW-6 and the G102 Single Astir - all from the winch. I really enjoyed the Astir (why on earth has it got such a bad reputation?!) and got a nice 59 minutes flight in it (sorry for showing off but it was the longest junior flight during the camp). On the last day, Russell Thorne took me up for an aero tow in GAK (ASK 21). The tow went well and the thermals were booming so we could practice several kinds of rapid descents. All in all, the camp was a great experience.

ANJA'S STORY

Back at Papawai, Stewart Barton organised a field where Daryl Hayes and I could have our first field landing in GNB. The paddock was beautiful, we were joking around that the surface was better than our runway. Exactly two weeks later I ended up with the same glider in a paddock southeast of Martinborough.

Field landing exercise in a DG 101 successfully completed!

One of my favourite flights was on a day with westerly winds. You could get into rotor but somehow nobody managed to penetrate into wave. I launched in GNB, fighting with that little beast of rotor (does anybody else think it's kinda funny to make ops normal call when you are just one mile away from the field?).

After making one wrong turn I encountered sink, dumping my glider to 800 feet AGL. I decided not to give up and kept working a little bit of rotor until I got up to 2500 feet. It was just before the sunset; the clouds were coloured in pink and orange and it was the most awe-inspiring view you could imagine.

My third (and so far last) out landing was in a textbook paddock northwest of Greytown. After securing GNB, I went to the closest farmhouse and was greeted with the words "Aren't you the German exchange-student from Kuranui College?" Yeah, that's me. Great to see that people read the newspaper. And thanks for your help.

And then there was my second wave flight (first time solo).

It is definitely on the top of my favourite flights list - personal solo records for duration, distance and height. After climbing into wave (and realising some thousand feet later that I had just achieved a silver height gain), I started to fly a little bit aimlessly up and down along the wave cloud. At some stage I decided to see how far I could go and flew to Lake Wairarapa, then turned north in order to avoid airspace and got to Mt Bruce Hall. Looking at the flight-track afterwards I was surprised: firstly, I managed to perfectly round the turn point without even knowing it was there and secondly the greatest distance between two points on this flight was 50.6km (a 50 km leg is one of the requirements for "XC pilot"). A bit cold-soaked but extremely happy, I landed almost two

hours later on 29 "Terrace". My euphoria wasn't due to hypoxia, the whole experience was just mind-blowing.

In June I spent a week at Taupo Gliding Club at Centennial Park airfield. Many thanks to Jenny and Trace for your hospitality.

After a crash-course in aero-towing, I was sent off to finish the last 1.5 hours that I needed to fulfil the 25 hours as PIC requirement for the QGP Certificate. One day and a type-conversion to Taupo’s PW5 later, I had my first BFR (or rather the final QGP flight test) with Tom Anderson, who is, by the way, one of the most amazing people I’ve ever met. The next 38 minutes we spent boxing the tow, descending on tow, ridge soaring, stalling, trying very hard to spin (there is absolutely no way you can spin a ASK 21 without the weights on the tail) and planning a circuit with a perfect turn on final at 700 feet AGL. I want to use this opportunity to thank everybody who made all of this possible. The aroha and help I received from the gliding community has been just outstanding. Thank you to all my instructors and the summer crew for being so supportive all the time, for giving me great feedback and for motivating me when it was feeling like everybody apart from me could stay up. Thank you to our youth group, especially James, Kieran and Maria for being awesome friends. Thank you to all winch drivers, you do a great job! Thank you to my family (both in Germany and New Zealand) for patiently listening to my endless stories. Thank you to everybody who brought me home after a long flying day (it's a very long list of great people). Very special thanks to Vern Grant and Georg Schulte for being fantastic instructors and Brian Sharpe for being my OO and QGP exam supervisor/checker and helping in many other ways. I want to thank many more people but it might get boring to read.

May your thermals be strong and your launches high!

Happy landings, Anja

August–October 2018

27

The Canterbury Plains seen from the tail of Single Astir MQ, flown by John McCaw Photo John McCaw

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August–October 2018

August–October 2018

29

TIM AUSTEN The average age of the GNZ Executive has dropped significantly with the addition of Tim Austen (23), its newest member. In our series on Youth Glide alumni, we’ve caught up with a lot of young people making a great start in careers in aviation. Tim is bucking that trend. He has been an active Youth Glide Member from the very beginning of the organisation and although he’s very passionate about aviation, gliding and power flying are his hobby. He is not looking for an aviation career and gliding is the better for it. Tim is a perfect example of a young person who is giving back to the gliding movement. He has already spent nearly four years as President of Youth Glide New Zealand during which time the organisation has grown and strengthened and now he’s taking on one of the most demanding and least desired roles in our sport. SoaringNZ decided we needed to know a little more about him.

Thanks for talking to us Tim. Tell us a little bit about yourself. Where are you from?

I was born in Porirua but have spent my whole life in Dunedin.

What are you studying and what are you hoping to do when you’ve finished I am in my final year of a LL.B (Bachelor of Laws) / B.Com double degree (majoring in Accounting). I have a job lined up in Wellington next year with Deloitte working as a Tax Consultant.

Thankfully it doesn’t start until the end of February 2019 – after the gliding season is over!

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August–October 2018

I am also the President of the Society of Otago University Law Student’s Society (“SOULS”). We have 1,050 members and we run a number of wellness, education, sporting and social events in Otago.

When and where did you take up gliding?

My first flight in a glider was in Omarama in March of 2008.

My logbook records it was with Gavin Wills and included ‘loops over Mt Cook’. This was part of an Air Training Corp ‘camp’ to Omarama. What an introduction! I was 13 years old. My parents were very supportive and encouraged me to go, although I doubt either of them really understood what was going on or where it would lead.

What’s your history with the Youth Soaring Development Camps?

I had 'soloed' between the first ATC Camp and attending the YSDC – although this is not required for prospective YSDC attendees, – learning to fly with Phil Plane at Omarama.

I attended the very first official YSDC run by YGNZ which was held in 2011 and have attended every camp since. The camps continue to be a highlight of every year. The people you meet, the flying you do and the resources and organising involved are incredible. I have met some of my best friends at the YSDCs and I continue to fly with them now.

I have made many flights to Mt Cook at the Camps; once we flew North of Erewhon Station; and once I flew to 23,500 feet. Recently I have started instructing the younger and less experienced students.

What have you achieved in your gliding career?

I have approximately 300 hours in gliders and 70 hours in power

OBITUARIES As the YGNZ representative it has been a real privilege to have 'a seat at the table' on the GNZ Exec. The GNZ Exec do a lot more work than I had ever anticipated, and it can be pretty serious stuff at times. Of course, the efficient and effective operation of the Exec is important, but I always try to lift the mood and thank everyone because the 'job' (Read: unpaid commitment of substantial time and effort) can be difficult and thankless.

Congratulations on the successful Mini-camps that have now become a “thing” around the country. Do you have any other things you’d like to see Youth Glide doing?

YGNZ is all about bringing young people together who have a shared interest in aviation in general but gliding in particular.

Any project or initiative that achieves this goal in a safe and responsible manner is worth pursuing. I think we really lack in the ongoing social contact in gliding and events like the camps are crucial.

Congratulations on being elected onto the executive.

What made you decide to do that?

planes. I learnt to fly in a Blanik – GMV – and attained my QGP in 2012. I completed my PPL in 2017. I have a C-Cat instructor’s rating and a number of FAI badges. I have moved on from the Blanik and now have ratings in the single Discus, Duo Discus, Ventus, LS-4 etc, but spend most of my time flying Grob 103s.

Tell us about a flight highlight?

The first flight I ever made as a QGP pilot was with my mum which was pretty special. At least I thought so – she absolutely hated it and couldn’t wait to get back on the ground!

Who are some inspiring people who have mentored/ helped you in other ways?

I continue to be impressed and humbled by the incredible people I meet through gliding. Roger and Kim Read, Gavin Wills, Tom and Rose Shields and Tim Tarbotton have all been big players in my gliding journey. I have no doubt that I wouldn’t be where I am without each of them!

Thank you. The GNZ Exec is the logical next step for me.

We have a real opportunity to change the course of and improve gliding in New Zealand and it would be a real pleasure for me to use my expertise to do that. I hope to provide (any) expertise I may have to help the Exec work as efficiently and effectively as we can. Productive, positive and prospective. Me being on the Exec also recognises the substantial and increasing role that young people have in the future of gliding here in New Zealand.

Does anyone know, are you the youngest executive member?

I’m not sure.*

What do you do for fun?

I normally answer ‘aviation’ to this question. I also run regularly for fun and fitness and am hoping to complete my first half-marathon in September. *Executive Officer Max Stevens says that he's not aware of anyone younger ever being on the Exec. Although he says, he and Trevor Mollard were both in the Exec in their early 30s but being 10 years younger than that Tim certainly represents the new focus on youth.

What made you decide to get active in the administration side of Youth Glide?

I was so grateful for the all the help and assistance that YGNZ had given me that it I felt like I had to give back in some way. It was an obvious choice to get involved with the Admin side of YGNZ. I have been the President of YGNZ since 2014.

The YGNZ exec is very rewarding and we have a fun, bright and motivated crew involved. However, there are times when it can be challenging – especially when events and projects conflict with school or university exams. The GNZ AGM always falls in exam period for example and I have a real conflict between my personal studies and my duty to be there as the YGNZ representative.

August–October 2018

31

B-Version of the ASK 21 has its

MAIDEN FLIGHT This well proven training two-seater receives a makeover. An extremely robust structure, very pleasant handling characteristics and simple ground handling made the ASK 21, Rudolf Kaiser’s design, extremely popular. It has been produced over a long period of time without any changes and is still in high demand. It is perhaps only explainable by the fact that Rudolf Kaiser put all of his past design experience into the ASK 21 and gave its many advantages priority over performance consideration.

A

SK 21’s possible total lifespan of 18,000 hours is unique among sailplanes and also speaks to its outstanding quality and robustness.

Without changing the basic character of the aircraft, Schleicher have incorporated some new ideas and additions, into the updated ASK 21 B, especially to the fuselage. The change to automatic control connections for the wing controls is perhaps the most obvious addition. But the list of other changes is also significant:

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August–October 2018

»» Completely new seat pans for the front and rear cockpits »»

»» »» »» »»

»»

provide additional seating room for large pilots and make for even more comfortable seating.

The rear instrument support was moved further back which resulted in a larger front cockpit. In both cockpits the control stick was moved further forward which is particularly beneficial for larger pilots.

Important elements of a safety cockpit, such as the thigh supports with the belly seatbelts attached to them, are also new.

Easily adjustable seatbacks provide the necessary flexibility for both cockpits, as well the front rudder pedals have a greater range of adjustment.

Other small changes on the foot pedals simplify maintenance and changing of the rudder cables.

The front instrument panel offers more room for instruments without affecting leg room. The lower covers for the instrument pedestal are now included as standard production.

The forward canopy emergency jettison pivot lever has been replaced by a traction rod system.

Photos Manfred Münch

Automatic tailplane connection.

Automatic control connections.

Spin weights integrated into the fin.

»» The

»» »» »» »» »»

»» »»

carrier for the rear instrument panel has been completely re-worked. The new design improves visibility to the sides of the panel. Grab bars to ease exit are also provided. At the same time the rear pilot has more room in the knee area.

An adjustable head rest is now installed for the rear pilot.

Energy absorbing, colour co-ordinated and easily removable cushions provide a high degree of comfort.

The trim indication on the right side of the seat pan is now also more visible.

New ventilation outlets are easier to adjust and aim and also reduce the noise level.

The large mainwheel, originally meant for the motor glider version ASK 21 Mi, offers additional comfort and will be included along with the tailwheel as standard equipment.

A flexible seal for the mainwheel cut-out prevents dirt from getting inside the fuselage.

The former brake system has been replaced by a sealed version so that even during frequent inverted flying air cannot enter the system.

»» An improved roll rate as a result of higher aileron effectiveness will be of particular interest to aerobatic pilots. new pitot tube in the nose makes the previously required pitot extension for aerobatic flight unnecessary.

Lighter pilots will appreciate the simplified installation of the trim weights using a new fitting just ahead of the front seat pan.

Two battery fittings in the wings are now standard equipment.

The aileron and elevator gaps are now sealed with mylar bands as standard equipment.

Spin weights are no longer attached to the outside of the vertical fin but are now cube-shaped brass weights placed into a receptacle box integrated into the fin.

»» A »» »» »» »»

August–October 2018

33

PIAKO’S STALWART ZK-BZA 1963 – November 2017

BY TONY DAVIES, CHIEF TOW PILOT, PIAKO GLIDING CLUB

This is a brief history of Piako GC’s tow plane, BZA, which has been the ‘backbone’ of glider towing at PGC for just short of 50 years. Facts and figures were obtained from the BZA’s three surviving log books and the anecdotes are from some of the many tow pilots who flew her, including Harold Oates and Ian Finlayson.

TIMELINE 1963: Year of construction.

March 1968 – BZA purchased from a subsidiary company of James Aviation Top Dressing Company in Palmerston North.

– Ross Carmichael flies BZA from Palmerston North to Matamata.

– Jack Bindon of the Waikato Flying School carried out the Pawnee conversions of 10 of the PGC tow pilots, including Harold Oates and Ian Finlayson.

17/10/1987 Ian Finlayson successfully lands BZA, averting a major accident when the engine stopped.

1995: BZA at the World Gliding Championship at Omarama.

03/03/1997 Ian Finlayson’s last flight in BZA after a total of 4,246 tows!

21/10/2011 Harold’s last flight in BZA after a total of 17,515 tows!

22/10/2017 BZA’s last flight, a ferry flight from Matamata to Tauranga for a 50-hour service.

28/11/2017 BZA de-registered.

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ANECDOTES AND STORIES There are many anecdotes and stories of incidents experienced by the many tow pilots who were privileged to fly BZA. Here are some of the ones which the tow pilots were happy to have ‘published’ (many stories will remain known only to a select few). Below are some explanations of the incidents noted in the timeline.

March 1968 – Flight from Palmerston North to Matamata Ross Carmichael flew down to Palmerston North via N.A.C to fly BZA back to Matamata. Ross was a Tiger Moth pilot through and through and he had never flown a Pawnee. He had to get an engineer to fire up BZA (Tiger Moths do not have these modern electric fuel pumps, fuel tank selectors and starter motors). He also had to get the control tower to write out his Flight Plan so he could depart PN as he had never had to do one before! We imagine they were pleased to see him depart.

October 1987 – BZA suffers a Major Accident On the 17th October 1987 BZA’s engine suddenly stopped when the tow plane and glider had reached a couple of hundred feet above the Matamata airfield. Ian Finlayson was tow pilot and Sandy Norman was the gliding instructor. Both Ian and Sandy released the tow rope simultaneously and Ian remembered his flying instructor’s instructions when faced with an engine failure on take-off or near the ground, “Go straight ahead, go straight ahead!” Ian reports that BZA descended like ‘a brick with cardiac arrest’. He managed to land in a paddock, bounce over one hedge and tried bouncing over another but the right wing clipped and spun BZA around. Fortunately, Ian was not hurt but BZA was badly damaged and was out of the air for 4 months.

... Ian remembered his flying instructor’s instructions when faced with an engine failure on take-off or near the ground, “Go straight ahead, go straight ahead!”

Ian reports that BZA descended like ‘a brick with cardiac arrest’.

Her final ride to Hamilton.

Waikato Brewery livery.

BZA was test flown on 28/01/1988 after the repairs were completed by Pacific Aerospace Corporation Ltd.

1995 – BZA at the World Gliding Championship at Omarama Please refer to Tony Petch’s article regarding his involvement in the towing of the gliders competing in the World Gliding Championship at Omarama.

1973 – Two in the cockpit There is one good story (the source of which shall remain nameless), where BZA flew back from Thames with two in the cockpit after delivering a two-seater glider to Thames after an ATC wings course. We are not so sure if it should be printed but such were the times then.

1968 to 2010 – Harold Oates’ Time in BZA Harold certainly did more towing in BZA than any other tow pilot at PGC. He loved BZA and considered it the best plane he ever flew. The only serious incident he had while flying BZA was when a glider pilot lowered his flaps instead of closing them shortly after the tow plane/glider combination was airborne. Harold had to release the glider as BZA was close to stalling, sticking the nose down to increase airspeed from 50 knots. Harold believes that BZA helped him to recover and avoid what could have been a fatal accident. In his own words, “Amazing aeroplane!!”

BZA’s Sad Retirement BZA’s last flight was on 22nd October 2017 when she was ferried to Solo Wings in Tauranga for a regular 50-hour service. During the service a large crack was found in the crankcase and after much deliberation by PGC’s committee, it was decided to

Retrieve after the 1987 paddock landing.

retire her. BZA was a real stalwart for PGC and served the Club exceedingly well over nearly 50 years. It should be noted that BZA’s airframe ‘clocked up’ 14,000 hours.

On 16th April, BZA’s fuselage was transported to Central Aero at Hamilton airport and the wings, elevators and other components were transported to PGC’s hangar.

BZA’s Various Colour Schemes Circa 1968 – BZA’s first Colour Scheme: When BZA first arrived at Matamata she sported the standard Piper Pawnee colour scheme. At some time BZA was painted in the colours of the Waikato Brewery Corporate and their logo (a waiter serving drinks) was painted on the side of BZA’s fuselage (see Photo – Colin Ross is the tow pilot). This occurred because Waikato Brewery sponsored a flying scholarship which it is alleged Brian O’Brian, a long-time member of PGC, won.

BZA’s Shark Teeth: In later years BZA ended up with 'sharks teeth' painted onto the bottom engine cowling which made it look real cool. A new generation committee organised that. The older generation of members were not impressed and after a very long time the bottom cowling had to be replaced (cracks in the cowling with a lot of metal patches over the years). BZA never got the shark teeth back.

BZA’s Final Colours: She ended her time with the traditional Pawnee red double stripe on white.

Many thanks to longtime Club member Roger Brown and longtime members and tow pilots Harold Oates and Ian Finlayson for their valued contributions to this article and many thanks to Tony Petch for his article on the 1995 Worlds.

August–October 2018

35

BZA and the 1995 WORLD GLIDING CHAMPIONSHIPS CONTRIBUTED BY TONY PETCH BZA’S PILOT FOR THE 1995 WORLD GLIDING CHAMPIONSHIP OMARAMA, NZ

Bravo Zulu Alpha was one of 14 tow planes at the 1995 World Gliding Championships at Omarama. Most of the tow planes were Pawnees but there were some C180s, a C182 and a Wilga in the fleet.

T

he tow pilots were from a range of backgrounds including private flyers, experienced air transport and military pilots. All the tow pilots were vetted for their experience, particularly for landing at remote strips. The US navy pilot had the most appropriate experience for strip landings with over 700 night-landings on aircraft carriers during the Vietnam war!

The glider fleet comprised 93 gliders in the main racing classes, each with their special requirements for tow speed and sometimes, launch points. The fleet had to be launched within an hour and usually this was achieved in around 50 minutes – one take-off every 35 seconds – all without air traffic control.

While the flying for the championship was wonderful and challenging and in some of New Zealand’s most beautiful landscapes, the ferry flight from Matamata to Omarama presented its own challenges. Pawnees by their nature are not the best cross-country machines, cruising economically at perhaps 80-85 knots (limited by a fine pitch propeller) and with a safe endurance of 2.5 hours. The total trip took 7.75 hours over two days with regular stops for fuel. The weather was poor over the Cook Strait, so a stop was necessary at the Wellington Gliding Club at Paraparaumu. The next day was little better, so the crossing could only be completed in the early afternoon. After more fuel stops BZA finally turned up at Omarama about 20.30 in the evening.

The tow pilot from Auckland had a similar story – he was waylaid in Nelson for two days owing to the weather. The return trip was uneventful and took most of a day after an early start from Omarama.

The tow pilots had specific briefings every morning about the preferred drop zone and the route to be followed to avoid traffic conflicts. Each glider had their own tow rope, so before each landing, the tow pilots would drop their tow rope at a designated collection point just outside the airfield. This meant short landings over the runway end fence were possible followed by a taxi to the next glider to be launched.

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After the launch, several tow planes were rostered on for re-launches and, later in the day, retrieves from out landings. On one day, most of the gliders landed out and all tow planes were recruited to recover the fleet from throughout the Southern Alps.

That day BZA was tasked with five retrieves, mainly from the north of the Mackenzie Basin. The retrieves continued through to ECT. This was where strip landing skills were required because some of the out landings were on small strips in difficult terrain.

BZA features in the videos of the world gliding championships and was tasked to launch several of the gliders involved in the air-to-air filming sequences. On the final day, with the results on a knife edge (either NZ or Germany would win the championship based on the results from the previous day of gliding), it fell to BZA to launch the NZ glider piloted by Ray Lynsky. Ray won the final day and the championship but the results were not assured until late in the afternoon. It was a nail biting finish.

history glider pilot held an instructor’s rating. The names Hugh Schulte, Lou Cadman, John Rutherfurd and Grahame Player spring to mind but I cannot recall who was towing.

PETER LAYNE HISTORIAN

Peter Layne shares another piece of history that has nearly been forgotten. Last issue he wrote about the Pan Am Gliding club and sadly no-one came forward with any further information on that. Maybe there is someone who remembers this story and knows the pilots or which gliders took part. Please get in touch and if you have an interesting tale, don’t hesitate to write it down and share it.

AUCKLAND GLIDING CLUB FORMATION GLIDING PUT TO THE TEST. It was just on 47 years ago now that another successful British Lions rugby party concluded their New Zealand tour.

As is often the case when a visiting country’s rugby team concludes a New Zealand tour, they play the last game, always a test, at Auckland’s Eden Park. The reason is that it is then only a relatively short journey to Auckland Airport or to the port of Auckland to begin the homeward journey.

And so, the final test day, 14 August

1971, came round and someone came up with the bright idea, “How about the club do a publicity display and put up a formation flypast at half time!”

I can’t remember who all the pilots were, or exactly which gliders were involved, but after clearance with Ardmore and Auckland, the gliders and tow-planes were lined up on 21 grass, ready to go – what an impressive sight! I rang my parents to drive over to Mt Eden to watch proceedings.

After someone calculated the flying time to arrive at Eden Park on half time, Tiger Moth ZK-AIA surged ahead at the prescribed time towing the light weight Ka8B, ZK-GEK. Next away was the ‘small’ (as opposed to big) Pawnee 150, ZK-BWS, towing two of the club’s three Ka6Cr fleet (which comprised ZK-GCQ, ZK-GDL and ZK-GEJ). Last away was the ‘big’ Pawnee ZK-CEB with its (in those days) 235 horse power motor towing the two-seaters Blanik ZK-GFS and K-13 ZK-GGS. It looked spectacular as the tow-planes closed in for a tighter formation. From memory, each

Well, there wasn’t much to do on the airfield for the best part of an hour with not a single tow-plane in sight! Also, from memory, I believe I was told the procession crossed Eden Park right on half time at 1,000 feet in a respectable formation – three tow-planes and five gliders before turning south east to head back to Ardmore and only breaking formation and releasing a short distance from home.

Suddenly, those of us waiting on the ground became very busy clearing gliders. Big smiles were on the pilots’ faces and I clearly recall Grahame saying it was an exhilarating experience flying in formation at low level over a built-up area with virtually no land out places to be seen. Despite all that, I don’t recall seeing any reference to the event in the media but I’m sure the Eden Park crowd got quite a surprise when it took place.

And the scores?

Rugby 14 all.

Safe Returns 8. Land Outs nil.

Photos of Auckland Gliding Club's gliders that were involved in the flyover. There were no photos taken on the day.

August–October 2018

37

HUMAN FACTORS

AM I SAFE? Fitness to fly, and especially to act as Pilot-in-Command

BY JONATHON POTE

In this issue we look at the important selfevaluations a pilot should make to ensure that they are safe to fly. Please remember that this article is abridged, and you can read the full text in the Human Factors document available on the GNZ website.

AM I SAFE? This is a check list to run through before deciding to fly to confirm that you are indeed fit to fly - not only at that moment but for the anticipated duration of the flight.

A Alcohol (or drugs) M Medication I Illness S Stress A Attitude F Fatigue E Eating Alcohol (or recreational or illicit drugs) Alcohol is a significant cause of aircraft accidents, even amongst professional pilots. Quite categorically, flying and blood alcohol content must never be allowed to mix and hence the twelve hour ‘bottle to throttle’ edict. Even after blood alcohol has returned to normal ‘hangover’ effects can persist and are dangerous. Whilst alcohol is present, decision making is poor, usually veering towards the reckless as one of the primary effects of alcohol is reduction of inhibition. Add to that poor co-ordination and spice the mixture with poor vestibular function (alcohol disrupts the inner ear for longer than it stays in the bloodstream). This is a lethal cocktail.

Medication Many medications taken for even minor reasons affect the senses in a way not apparent in daily life. Anti-histamines, or the residual effect of sleeping tablets are examples. Remember also that it may not be the medication you are taking but rather the reason why you are taking it that is the danger. There is no reason why a person should not take common antibiotics and fly, but the chest infection they think they have almost recovered from is significant. As an example, a rostered instructor arrived at the field having taken some paracetamol and feeling his headache and lassitude were now sufficiently controlled to carry out his duties. On his fourth launch, with an air-experience

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passenger aboard, the airbrakes came open as speed increased on the take-off. He coped, but clearly, he had not completed his pre-takeoff checks. It was not the paracetamol that was to blame, but the reasons (mild illness) for which it was taken. A relief instructor should have been called in.

Illness: No glider pilot should fly if unwell; especially those under real or perceived pressure to fly, be they the duty instructor, a competitor with a chance of winning on that final contest day, or someone due to display before an air show crowd.

All illnesses (and many injuries) affect those very senses or judgements which in turn affect safety in flying. The vestibular

No glider pilot should fly if unwell; especially those under real or perceived pressure to fly, be they the duty instructor, a competitor with a chance of winning on that final contest day, or someone due to display before an air show crowd.

Excessive stress carried into the cockpit leads to poor if not dangerous performance and reduces a pilot’s ability to respond favourably to those stresses that are an inevitable and indeed positive aspect of each flight. There is very definitely an optimum stress level for a pilot: neither too little nor too much.

Both extremes often contribute to accidents.

Attitude Honestly ask yourself why you intend to go flying today. Is it to accept the challenge we all love, and the joy and beauty of flight, or is it to avoid something else (say, bad relations at home) or to prove something (“only REAL pilots would fly when it’s this gusty”)? Have positive reasons. Do not fly solo when at the limit of currency and in some doubt about yourself or the conditions, just to renew currency. Far better to slip out of currency and later fly with an instructor on a better day than to try to renew it solo at a bad time.

Fatigue This is more physical tiredness as opposed to the results of prolonged stress, be it simple inadequacy of sleep or too much done since the last sleep.

Either way, flying is not a good idea, nor is any active participation at the Field; the wing-runner needs to be as alert as the pilot. Fatigue can sometimes be avoided by team work; all too often, a few members seem to do all the physical work whilst others sit in the caravan and chat. Often those few always on the go are the older members, so make sure you put in your fair share of the effort required. The duty instructor deserves special consideration; he does the most tiring job of all, has the most decisions to make and the least opportunities to eat and rehydrate.

system (see ‘orientation’) is particularly vulnerable to illness, and problems caused by ear, nose or throat infections may well not show themselves until descent and landing, the most critical phase of the flight.

Stress Stress can be defined as the non-specific response of an individual to demands for change, or an excess of demands over an individual’s ability to cope with those demands. Stress has many causes, for example competitions, arrangements at a gliding camp, changes to routine eating and sleeping arrangements, challenging conditions, excess heat or cold and so on. Nevertheless, some stress is essential for performance.

Eating A day at the field is not an inactive one. Indeed, glider pilots probably need their medicals more to ensure they can keep up with the physical demands of the day than to avoid sudden incapacitation in flight. You must eat and above all drink adequately, probably better ‘grazing’ than ‘dining’ to avoid hunger and a slump in alertness. Remember that simple sugars such as glucose or fructose lollies can cause rebound hypoglycaemia and that complex carbohydrates (the muesli bar) give a gentle rise and maintenance of blood sugar levels. A banana is often recommended and muesli bars are convenient in flight. As to fluids, water is difficult to beat.

Note that of the above factors, only the last one, food and fluids, can be fixed on the airfield. Therefore you should

August–October 2018

39

HUMAN FACTORS

carry out this self-assessment before you leave home in order to be objective; once you are at the field, the chances are that you will fly anyway, rather than decide and accept that you are not fit to do so.

Objective self-assessment is a very difficult art, but be honest and if you see that you are tired, tense or just having a bad day, just go and be sociable. Do not think you will sharpen up when the pressure is on. You may not.

ILLNESS AND MEDICATION We must look at illness, both short term (acute) and long term (chronic) and drugs of all types from ‘over the counter’ remedies through prescribed medicines to illegal drugs. Alcohol and flying merits a special mention. Smoking has important negative effects, and even our state of hydration and nutrition is vital. It may seem that no-one is ever fit to fly; not so of course, but remember Captain Lamplugh’s words over eighty years ago: “Aviation in itself is not inherently dangerous but to an even greater degree than the sea it is terribly unforgiving of any carelessness, incapacity or neglect” Illness Even after the effects of any illness seem to have gone, and we are fit for daily life and normal work, we may not be safe to fly for some days more. As mentioned above it is particularly so for any ear, nose or throat illness (ear infections, sinusitis, tonsillitis) or any lung infection (bronchitis, let alone pneumonia). Generalised infections such as ‘flu-like illness’ or shingles, decrease performance for days if not weeks after apparent recovery. Increased susceptibility to disorientation, hypoxia or hypothermia, and poor decision making in general may not be apparent until not only airborne, but in a difficult situation. For most glider pilots there is no pressure at all to fly.

For some, instructors in particular, there may be self-inflicted pressure to fulfil duties. It is excellent airmanship to admit you are not fit to fly, and equally excellent for others to support you and cheerfully take over your duties.

SPECIFIC MEDICAL PROBLEMS: Hydration: Correct hydration is vital, and in a physically active day when it is hot, dehydration is very likely. With dehydration comes poor mental performance. Remember that fizzy drinks contain thirst suppressants to increase their thirst quenching (but not hydrating) effect, so water is best. Caffeine is also a diuretic (i.e. causes excess fluid loss) and anyone needing caffeine to glide should not be gliding. Specialist sports drinks with sodium, potassium and carbohydrates have only marginal benefit in Club flying, but might help in competitions. Try them out in non-competitive situations first.

The only true guide to proper hydration is of passing clear, not concentrated urine during the day. The problem comes in the air on a long flight; on any flight of two hours, certainly of three hours, urine should need to be passed – the bladder can barely

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hold five hundred millilitres. Some gliders (e.g. PW-5) have urine tubes fitted, so if you’re a man, check and familiarise yourself with them, and ready the tube during your pre-pre-flight checks. Otherwise develop a system to contain the urine, some sort of tube/bag/nappies. Whilst little may be written in gliding texts, there is a surprising amount of expertise available in most clubs if you ask discretely.

Upper Respiratory Tract infections: URTIs include those of the sinuses, ears and throat. I make no apology for repeating that these are an absolute bar to flying until full recovery and some recuperation time has occurred. The infection itself will reduce your mental capacity and ability to make good decisions, whilst the effects of pressure will cause pain, if not damage. Remember that as the pressure drops (on the launch) the air can usually force its way out without too much problem.

However, due to the anatomy which tends to act as a one-way valve, the air cannot get back in on descent. If you think the discomfort as you descend slowly is a problem, wait until the final approach. The greatest pressure change for height is closest to the ground, and the greatest descent rate is on finals.

Severe pain (and possibly long-term injury) thus can happen at the most critical phase of the flight. Do not fly even, as a passenger, with a respiratory infection.

Should you inadvertently find you have a problem clearing the ears, remember the Valsalva manoeuvre; breathe in, pinch the nose, slightly bend the head backwards, and gently blow out to increase the pressure in the throat until the ears ‘pop.’

If that fails, try swallowing instead of blowing; this will feel temporarily worse, but the next Valsalva movement may then work. Do not blow too hard.

Hay Fever: Hay fever can cause the same inability to clear the ears as does infection, but of course there is no infective agent present. With luck, nasal steroid sprays will ‘shrink’ the lining of the eustachian tubes and permit clearing the ears.

Anti-histamine sprays are dubious before flying as they may cause drowsiness, whilst anti-histamine tablets (even the ‘non-sedating’ ones) should NOT be used before flying.

Blood sugar levels: Sugar (glucose) is the only form of nutrition used by the brain, so clearly having a blood sugar level in the normal range is critical to flying. This means that one should arrive at the field properly fed, and continue to ‘graze’ throughout the day. Hypoglycaemia (low blood sugar level) is not uncommon in daily life; the symptoms are shakiness,

anti-histamine tablets (even the ‘non-sedating’ ones) should NOT be used before flying.

HUMAN FACTORS

“Aviation in itself is not inherently dangerous but to an even greater degree than the sea it is terribly unforgiving of any carelessness, incapacity or neglect”

nervousness, increased heart rate (maybe palpitations) and fainting. A large food intake at lunch time can make people sleepy and should be avoided. Carry snacks in the glider and graze regularly, not waiting for hunger to prompt you. Simple sugars (glucose, fructose in lollies) provide a sudden rise in blood sugar levels, often followed by a sharp drop as the body over-produces insulin to get the sugars into the cells, and may thus be counter-productive. Better a complex carbohydrate plus some fat (as in a ‘muesli bar’) to give a steady rise, long plateau, and slow fall. Bananas are good and come conveniently packaged.

Diabetes: Diabetics cannot control their own blood sugar levels naturally, the level always being too high unless they are over-treated. Whilst a diabetic pilot needs to be under the care of both a diabetic specialist and an aviation medicine specialist they should not feel barred from the sport.

Angina and Heart Attacks: Coronary artery disease is very common. For the glider pilot with angina, or having recovered from a heart attack, the outlook is not bleak but just needs to be considered carefully. The key factor is the likelihood of sudden incapacitation. If this is felt unlikely (and the time that the condition has been present without causing problems is vital in deciding that) then a person may fly as pilot in command.

In this, general practitioners countersigning gliding medical certificates are guided by the NZTA rules applying to those driving on the roads with passengers. In gliding, if angina is made worse by flying, then it is very unwise to continue to fly solo and even more foolhardy to take a passenger who is unable to safely land the glider should incapacitation occur. Should angina occur at times, for example on strenuous exercise but not in the air, then with your (aviation) doctor’s agreement, acting as pilot in command is possible.

ALCOHOL AND ILLEGAL DRUGS (INCLUDING LEGAL PERFORMANCE ENHANCING DRUGS) This section could be reduced to a single sentence: gliding whilst under the influence of alcohol or drugs is illegal and foolhardy in the extreme. All glider pilots have a duty to speak out if they have the slightest suspicion about other club members. Gliding has had very little exposure to this problem and club members must all continue to be vigilant and keep it that way.

Alcohol: The effects of alcohol are insidious as one of its major effects is to reduce inhibition. Thus, once a person has had some alcohol, it is very common for the previously self-set sensible limit (“I’ll just have one tonight”) to be revised upwards (“let’s have another....”). Whilst there is a limit for the blood level of alcohol above which driving a vehicle on the roads becomes illegal (50 milligrams alcohol per 100 millilitres of blood), there

is little scientific reason behind this arbitrary figure. Different people, and the same person in different circumstances, require vastly different alcohol intake to exceed this figure.

Additionally, there is little correlation between blood alcohol level reached and reduction of psycho-motor performance (capability) of the person. Thus, the only intake of alcohol that can be considered compatible with flying is zero for at least 12 hours before flying, and possibly longer.

Whilst the measurable blood level of alcohol should have returned to approximately zero after twelve hours (there is always some in the blood resulting from our normal metabolism of carbohydrates), the effects can last much longer. Alcohol diffuses into the fluid within the organ of balance (vestibule), diluting the fluid in the semi-circular canals and making us more susceptible to disorientation (‘the room spinning around’).

It diffuses out over a period of time but is still there when the blood level is back to zero. The balance (vestibular) problems persist for some time after. Apart from the increased liability to disorientation, susceptibility to hypoxia is also increased and may become significant at altitudes well below 10,000 feet. Resistance to ‘g’ loadings reduces also. Very importantly, our ability to carry out procedures is compromised for longer periods; a scientific study found that in commercial pilots in a simulator, with blood alcohol levels back to the normal background figure after being raised by drinking, two thirds of them made errors.

Smoking Smokers may well be unaware of the reduction in their capabilities even on the ground, and as with alcohol there is a common tendency to dismiss even what is obvious to others.

Smoking has many effects on pilots but the most important one is via the carbon monoxide inhaled. Although the proportion is small, carbon monoxide has a great affinity for haemoglobin, displacing the oxygen that should be carried. If a person is breathing just 0.5% carbon monoxide, that will displace 50% of the oxygen that would otherwise be carried, and the person would be close to death even at sea level. Carbon monoxide in cigarette smoke remains present in the blood for days after the last cigarette (doctors use a carbon monoxide monitor as a ‘lie detector’ to prove to patients that their claim to have stopped smoking is untrue) and very obviously increases a person’s susceptibility to hypoxia, symptoms occurring at a lower altitude, as well as reducing their exercise tolerance at all altitudes in what is a physically demanding sport. Fatigue will set in sooner, endangering the landing. The lack of inflammable fuel in a glider may encourage the delusion that smoking does not compromise aviation safety. It does, markedly.

In our next issue we will wrap up this series on human factors with a look at emergencies and what to do when they occur.

August–October 2018

41

ab-initio ROGER READ YOUTHGLIDE INSTRUCTOR

PRE TAKEOFF CHECKS

Last issue we reintroduced the ab-initio column for new trainees with a look at safety for everyone on and around the airstrip. This time we start to get into the things that are specific for pilots and we are looking at Checks. Checks is a term used to describe a series of actions that check a task is completed, a setting is made or an action is carried out prior to a particular phase of flight. This article looks at the current Pre Takeoff Checks which ensure you and the glider are ready for takeoff.

Martyn Cook, who is developing the new training scheme for GNZ, advises that a new check list will be introduced prior to getting into the glider as some things, for instance ballast, need to be done before you are settled in your seat.

As the new scheme is being trialled at Wellington and Canterbury clubs it is therefore possible that members of

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those clubs will learn things slightly differently and in a different order to what you read here. All these checks however will still need to be done.

We usually complete our checks in a ‘say and do’ manner; that is, we announce the check, state the key word for the check, then carry out the specific check actions.

Let’s look at how to do the Pre Takeoff Checks.

Firstly, make sure you are comfortably strapped into your glider, ready to fly and ready to do the check. Start by saying out loud something like “I will do the Pre Takeoff checks” if dual, or just “Pre Takeoff Checks” if solo. By saying this you let your instructor know you are starting your checks so they can monitor what you are doing. It will also warn any people near you that you are doing them so hopefully they will not disturb/distract you. We have

a mnemonic for these checks: CB SIFT CBE. When learning, you may find it helps to have this written on your hand. Some training gliders have it written on a sticker on the instrument panel … whatever works for you! Eventually, you will learn them so you don’t need such prompts.

Controls. Start the actual checklist by saying out loud “Controls” then smoothly move the control column to fully deflect the elevators up and down, the ailerons fully left and right, and then move the control column around the outer extremities of its possible travel to check that there are no obstructions to full and free movement.

Then move the rudder pedals; fully left, then fully right to check the full range of rudder movement. If you can see the controls, look to see they move in the correct way. Finish the check by saying, “full and free and in the correct sense.”

Trim. Check for full travel in both directions and then set it for takeoff, saying, “Trim: set for takeoff.”

Canopy. Check that it is closed and locked, and push upwards on the frame to check it is actually secured. Check that any jettison lever / handle (if fitted) is in the correct position and check the rear canopy and any sliding window fitted to it is also closed and locked.

Your check is completed by saying, “Canopy: closed, locked and secure front… and back,” as appropriate.

Brakes. Visually check that they open fully and evenly both sides, then close and lock and again, check they are now flush with the wing surface if you can see them. Say, “Brakes: open, even, closed, locked and flush.” as you complete these actions for this check.

Your final check item is Eventualities. When flying with an instructor, we brief the options and responsibilities for action in the event of a Non-Normal situation on takeoff.

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You are now ready to launch and can accept the tow rope or wire being attached for launch. Enjoy your flight.

Next issue we will look at the Pre Landing Checks you will need to run through once you have made the decision to land.

Jean-Marie Clément

Instruments. We check that the ASI is zero or possibly indicating a little of any wind speed at the time, the altimeter is set at QNH and is indicating our height above sea level, the varios are zero and set as appropriate and that other instruments and avionics (including FLARM, barograph, nav systems, GPS and transponder if fitted) are set and functioning. Check that the radio is on with the correct frequency and the volume set. Check also that your slip string is fitted and not obstructed. For this check, you might say, “Instruments: ASI zero, Altimeter set at 1380 feet (this

Flaps are the next item to check. If fitted with flaps, check for full travel in both directions and then set for takeoff.

Say, “Flaps: set for takeoff.” If not fitted you say, “Flaps… not applicable.”

This should include a short discussion about launch failure in the prevailing conditions on the vector in use. You might say something like, “Eventualities: the wind is light and straight down the vector so if I have a launch failure, I will initially try to stop straight ahead. Once past the point where I can’t stop straight ahead, my best option is landing in the paddocks off to the left past the end of the strip. Once high enough, I will consider a turn back towards the strip and I will accept a downwind landing as an option.

Any higher, and I can fly an abbreviated circuit.” If with an instructor you could add this: “I will take the initial actions and fly the glider unless you take control.

Any questions?” This helps ensure you have thought about a plan of actions if we are surprised by a real launch failure and gives us the best chance for successfully dealing with it. If solo, you need to run through these options on your own.

Dancing with the wind

Straps. Check your harness(es) are correctly fastened and adjusted so you can comfortably reach all controls and switches. When training or taking another person in the glider, ask them to check that their straps are also tight and that they are all secure. Here you can say either, “Straps: all secure,” or if dual, “Straps: mine are tight, are yours all secure in the rear?”

is what it will be for flying off the world’s best gliding site…Omarama!) Varios set, Radio ON, volume set and 119.1 set.”

TopFly

Ballast. For this check, you must ensure pilot weight(s) plus ballast are within placarded limits and that any required ballast is fitted and secured. If ballast is not required, confirm it is not fitted.

For this check, you might say, “Ballast: required, fitted and secured,” or if you are heavy enough to not need ballast weights, “Ballast not required and none is fitted.”

Dancing with the wind

Jean-Marie Clément

August–October 2018

43

a question of safety MARTYN COOK National Operationals Officer

No pilot spins into the ground from a 1g wings-level stall (this glider is actually flying at speed and not about to stall).

STALL-SPINS I have finally discovered how even an experienced pilot can be drawn into a stall-spin accident. And it wasn't just from reading accident reports (although I still study these), nor a recent article by a flying guru. It was from reading a book written in 1944 called Stick and Rudder in which the author bemoans the fact that key aspects of piloting an aircraft were not being taught correctly. Maybe they still aren't.

[Stick and Rudder is still in print and PDF versions are also available on the web – Ed] The sequence can be seen clearly in a short You-Tube video called, ‘How not to land a glider’. This shows a Standard Jantar winch launch in Magdeburg, Germany in 2000. The cable broke at 80 metres (260’) and the pilot tried to turn to land downwind with a 12 knot tailwind (see the windsock). Fortunately, the pilot survived with minor abrasions.

Study the first part of the movie.

Everything is going fine until second 4.5 of the video sequence.

The key question is, "Exactly what happened at second 4.5?" If you observe frame by frame you will see the lower wing tip steadily but firmly move down and back. This is also the point at which the pilot would have started to recover from the turn. Most pilots would attempt to lift

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August–October 2018

the low wing with aileron - while keen to keep the turn going with rudder and back stick (to reach a landable area). In a turn the inside wing is slower than the outside wing. A brisk turn from headwind to downwind can cause a temporary sag in airspeed (the inverse of dynamic soaring).

And at 60° of bank, you would be pulling 2g so the stall speed would have gone up by 41%.

So far so good. But when the pilot adds aileron to roll out of the turn, the downgoing aileron on the low wing could push the angle-of-attack of that wing tip into a stall, or at least a mush. Instead of the lower wing gently rising upwards, the lower wing tip is dragged down and back - lift is lost and the drag increases. At this stage the glider is mostly flying - just the lower wingtip is approaching the stall. The outcome depends completely on what the pilot does in the next couple of seconds.

If the pilot instinctively applies a bit more aileron to lift the low wing, and a bit more back stick to lift the dropping nose, this will push the lower wing tip into a deeper stall, and the glider will very quickly enter the uncommanded rollover characteristic of a spin entry. If lower than 200 feet above the ground a vertical arrival is no longer preventable. On the other hand, if the pilot recognises that this is an incipient spin he/she will immediately

reduce the angleof-attack, even if this opens up the turn. It would then be safe enough to use aileron and rudder in a coordinated way to level the wing.

The accident statistics show clearly that opening up the turn and crashing onto the ground (even rough or sloping ground) in a roughly horizontal attitude is often survivable, sometimes without injury, although the aircraft will be damaged. But trying to keep the turn going is invariably fatal.

Stick and Rudder gives a detailed description of how this happens in Chapter 18. It is well worth the read. A module has been added to the draft flight training program called ‘The Hurried Turn,’ in which this scenario is rehearsed at a safe altitude. This exercise can be hard to practice because modern gliders have control surface travel limited to help prevent this occurring, and most wings have a degree of washout. Sometimes a gust, wind gradient or wind shear (as often occurs near the surface) is needed to provide the final tipping point.

Most stall training involves slowing the glider with wings level and then raising the nose. A gentle shudder and a slight feeling of weightlessness. Consider primacy (first learned = first remembered) and then ask yourself whether this is the best way to teach the stall. It may be useful as an exercise in Angle-of-Attack Control but no pilot spins into the ground from a 1g wings-level stall.

We have learnt a helpful list of ‘symptoms of a stall’ which can include high nose attitude, controls feel soft, wind noise is reduced, low-g sensation, high rate of descent. In the above example of a hurried turn none of these so-called associated symptoms are present, which must make it harder for a pilot to recognise the stall-in-a-hurried-turn.

gliding new zealand news STEVE WALLACE GNZ President

I’m very pleased to say that we still have a SoaringNZ so that you can read this column and all the other articles (not to mention the fantastic pictures) that tell the stories, educate, inform and most importantly help bind us together as a national gliding community. Having a strong sense of community and belonging, both within our clubs and nationally, was identified as one of the most important retention factors for our members, as elicited in the analysis of the ‘Voice of the Participant’ survey. To help our clubs do a better job of this, Brian Sharpe, from the Wellington Gliding Club, is now the inaugural chairman of the, forming as we speak, Membership Development Committee. Brian is a man of action, so I have no doubt good things will come from this new committee. As always though, you can lead a horse to water… but it will ultimately be up to you guys, as dedicated club members and enthusiasts of our great sport, to muck in and support your club in its ‘community’ initiatives: BBQs, working

bees, fund raisers, camps, committees, retrieves, coaching, instructing and all those other many and varied activities.

All done voluntarily, precious time given freely, because that’s what makes a club, a club. When we work together, great things happen, histories are forged and of course, we get to go gliding!

So now that I have got way ahead of myself, I’d best go back a bit and introduce myself as not all of you will know me. I’m a member of the Auckland Aviation Sports Club. That’s the gliding club located on the Air Force base at Whenuapai. I’ve been flying gliders since 1989 after soloing on an ATC gliding camp at Hobsonville, back when it was still an airfield and not another suburb of Auckland. I enjoy instructing and competition flying as it has gifted me the opportunity to fly from many of the great sites around New Zealand, Aussie and even Europe. I’m a former club CFI, current Secretary of the Matamata Soaring Centre, former chair of the Sailplane Racing Committee and now

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.

for my many sins, GNZ President. Just to ensure I don’t run out of things to do I also have a young family and business, both of which I enjoy as much as gliding.

What do I hope to achieve during my term as GNZ President? In short, the building of a sustainable membership.

1,000+ is the goal. This can be achieved via smarter, more focused clubs that have a real understanding of what they need to be doing to attract and retain their members. Communities of cooperation brought together by a passion for aviation. I believe this is possible because gliders pilots are a pretty smart group, all of us: members, club committees and your executive committees. We have a goal and a plan to get there and if we all do our bit, I know it is possible.

GNZ awards & certificates

MAY – JULY 2018

EDOUARD DEVENOGES GNZ Awards Officer

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

QGP No Pilot’s Name 3392 Jolyon F. Reeves 3393 Anja Runge

Club Taupo GC Wellington GC

Date Glider 28 5 2018 23 6 2018

SILVER HEIGHT

Anja Runge

Royden Hooker

Wellington GC Piako GC

19 5 2018 DG 100 20 6 2018 Puchacz

Aerial view of Omarama airfield. Photo John McCaw. August–October 2018

45

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

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

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

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

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

Omarama Gliding Club Club Website http://www.omarama.com Club Contact Bruce Graham bruceandstell@xtra.co.nz Ph (03) 358 3251 Base Omarama Flying 7 days a week 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 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 Masterton Soaring Club Club Website www.nzsoaring.solutions Club Contact Michael O’Donnell modp@inspire.net.nz Ph (06) 370 4282 or 021 279 4415 Base Hood Aerodrome, Masterton Flying By arrangement

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August–October 2018

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 Tauranga Gliding Club Club Website www.glidingtauranga.co.nz Club President Adrian Cable adrian.cable@xtra.co.nz 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 Brian Sharpe bwsharpe@xtra.co.nz Ph 027 248 1780 Base Greytown Soaring Centre, Papawai Airfield, 5 km east of Greytown Bookings Ph 027 618 9845 (operations) Flying Weekends and Public Holidays 7 days a week December through to March

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 17 October 2018.

AUCKLAND AVIATION SPORTS CLUB Rain drops keep falling on my head, mainly every weekend. Regrettably the weather has not really been conducive for us soaring gladiators. We have had a period of eight or more weeks not flying. There has been the odd small burst of soaring however you know things are not great when pilots are bragging they got 21 minute flights, including the tow.

Those days when we may have been able to fly were unfortunately scuppered by some Air Force flying activities which kept us grounded.

To keep ourselves busy we brought forward the annual inspections of the fleet. These have now all been completed and nothing untoward was found. That was a relief to the committee, and the treasurer in particular. Of course the derigging and re-rigging of the fleet is quite entertaining as long as you are not the one holding the heavy wings of a stubborn Grob twin that won't click together. After many coarse words and wide ranging helpful advice by members, the sweet spot was finally found and like magic, it all came together. Local physio and chiropractors do well out of club members at this time of the year. I would like to report more, but the weather ain't allowing it at the moment.

Club Skipper

CANTERBURY Autumn and early winter has mostly been kind to Springfield with soarable weekends before the stable or damp weather arrived. A new anemometer installed on the Springfield ridge helps better judge conditions; on a Sunday predicted to be windy at least one wager was won as its peak reading hit 100 knots.

A westerly day in late May saw 500 kilometres flights to Omarama Saddle and back via Mt Cook, some local high flying (17,000 feet overhead), and wave and controlled airspace experience for students.

Kevin Bethwaite enjoyed his first flight in his

CLUB NEWS

Auckland Aviation Sports Club: Geoff Leyland 2 (14-7-18)

recently acquired ASW20. Grant Shaw and Peter Taylor have been out in the electric sustainer Shark (GST!) with surprisingly long flights in weak conditions. No-one will say what contribution the sustainer battery makes.

Training activities continue. We’re hoping a number of newly minted QGPs will emerge soon, with plenty of students building time and skills including Scott Parlane, Sandy Yong, Brett Schroeder, Martin Brill, Ben Carlisle, Yeshe Schepers, Harvey Frizzell, and Rob Kerr. A one-week training course saw four members accelerate their progress with Sandy Yong achieving 1st solo. Many thanks to the several volunteers who abandoned their workaday worlds to instruct, tow, and help.

During June, many attended the club’s mock SAR exercise involving a remotely located SPOT, simulated aerial search and RCC communications, and a willing volunteer awaiting rescue by recovery team. Mike Marra’s SAR plan was put through its paces, with the lessons learned being built into club procedures.

By the time you read this, the first of two Youth Soaring Development mini-camps planned this year will have been held. In July youth glider students will join other club members one evening for an oxygen briefing at a member’s home in Christchurch. August will see the annual awards dinner on the 17th and club AGM on the 29th.

Canterbury: Congratulations to Sandy Yong on her first solo.

Canterbury: Wave over the Torlesse range.

Canterbury: Neil Irwin.

August–October 2018

47

CLUB NEWS

Piako: Club Dinner with President Iggy Wood officiating.

Gliding Hawkes Bay and Waipukurau: Dannevirke from 9,500 feet.

Piako: Piako Club President Iggy Wood with the Piako Prize Winners, David Jensen, The tall and the short.

GLIDING HAWKES BAY AND WAIPUKURAU

Gliding Hawkes Bay and Waipukurau: View from ZK-GHB 17 June 2018

48

August–October 2018

Poor flying weather was the theme for April through June with the club not-flying on six of the Sundays in the period. For the financial year ended 30 June, this gave the club 40% of Sundays as non-flying against the last five years’ average of 33% whilst thermal days at 21% and wave days at 6% were close to the five year average.

There were a number of good days for training and trial flights which enabled students to progress. As part of the club's

CLUB NEWS

Piako: Dave Dennison and Steven Care climbing in easterly wave.

Genny Healey, Tim Bromhead, Tony Davies and Malcom Piggott.

Piako: Ruapehu and Mt Egmont in the distance from Matamata.

youth contingent, thirteen year old Cameron Steed completed his first solo flight in mid-June.

A flying day in May saw a trial flight (to 3,000 feet) get excellent value for money as while the forecast was not great, gentle wave formed which allowed the flight to climb to 10,000 feet and journey south of Waipukurau and return. Members enjoyed the conditions with some junior members experiencing wave for the first time.

In late June, with wave clouds visible but the RASP not great and the sky looking to

decay before launch, both club two-seaters enjoyed good wave flights. James Foreman and newly solo pilot Cameron Steed flew the Twin Astir MX to over 12,000 feet and south to Dannevirke where it was 8/8 cloud.

Meanwhile, Jason and Brian Kelly flew the Grob 103C Twin III SL HB to 9,500 feet and also travelled to Dannevirke and return, reaching ground speeds of over 250 km/h and covering over 300 kilometres in the process.

Figures presented by the club treasurer at a committee meeting showed youth

flying, including grants, had contributed 47% of the tow fee income for the year to date.

With the current sound financial situation of the club, it was moved and approved that subscriptions remain unchanged for the coming financial year.

As always, we look forward to some more great soaring weather.

PIAKO The winter solstice has passed and at Piako we are looking forward to the spring south westerlies and more soaring days.

August–October 2018

49

CLUB NEWS membership is still growing, with two signing up one recent Saturday. As we are fundraising for a new twin, this is great news. Our Annual Club Dinner and Prize Giving held in our Club Rooms on the 30th June was attended by 51 including stalwarts Harold and Mavis Oates, Ian and Shirley Finlayson and Rory Gordon who came down from Auckland.

G&S

TARANAKI The hangar looks as though a fox has been in the hen-house – wings and bodies everywhere. It’s not a fox but Mike Strathern doing annuals on the club gliders and all the privately owned gliders. Some aircraft require more work than others, a repaint for some, patches to some, wings rubbed down (or should it be up?) and polished and I suppose a repair or two. In that Mike has probably been here for a month now, a lot of no flying has been done. Any other possible day has been rained out. Thanks to Dennis Green who has provided his caravan as on-site accommodation Mike’s travel distance to work would be about six or ten paces.

The annual subscription has taken a bit of a quantum leap this year and now totals $500 per annum. To be fair, it has been a while since there has been a shift in subscription and for various reasons there has had to be a shift. Plenty of sunny days in the new season will fix a lot and another successful Youth Soaring Development Camp will be good too.

PJM

Piako: New tail for NI.

TAURANGA

Piako: Steven Care, Royden Hooker, Malcolm Piggott some of Piako’s snowmen. Not present Carl Henderson, David Cleverly, Roger Brown and Sarel Venter.

Piako: Malcolm Piggott masking out for the finishing touches.

We have enjoyed a mix of ridge, wave and weak thermals this winter, with a few flights over three hours. On a particularly good Wednesday easterly wave day new QGP Royden Hooker achieved his Silver Height gain going to 9,500 feet in the Club Puchaz EO. YL went to over 11,000 feet and XP 9,000 feet. Congratulations to Ali Shokry and Patrick Lalor on their first solos.

The Piako Precision Challenge which runs through the winter will finish on the day of our Start of Season Briefing on 29th September.

It comprises precision landing, no instrument exercises and circuit, as well as trailer backing. It is designed to keep us all current

and having some fun on the days with no lift.

Club members are still working on our Grob 102 club single seater NI. With the wings completed last winter the fuselage and tail-plane are now getting their final coats of new paint. Malcom Piggott our chief ‘snowman’ was rewarded for his hard work last winter by achieving 5th place in the Racing Class at the Nationals at Matamata in February flying NI. Tauranga GC generously loaned us PNE when our new tow plane CNC required time out for parts and repairs.

We also filled in with a few winch flying days after winch refresher training.

Despite winter conditions our club

50

August–October 2018

It’s been a frustrating winter with a notable decline in flying time by members due to poor weather – especially (and perversely) in the weekends. However, there has been some none-too-shabby mid-week flying with some reasonable wave and even some thermal flights with climbs to 10,000 feet and two-hour+ flights being not uncommon. It is all good for those that can sneak away from other commitments to do it and one of the bonuses of having a self-launcher to take advantage of the last minute decision to go flying.

Air traffic issues anticipated by some of us after the airspace changes have been largely unfounded – a few frustrations but so far with mid-winter wave flights, access to what we want is generally readily obtained.

The occasional separation issue arises with IFR flights but it is easily managed if in a high performance machine or one with a sustainer. However, recently, it's not been

CLUB NEWS too much of an issue. Summer of course gets busier and the skydive drop zone separation will make it more challenging for pilots remaining closer to the field. As it is with most things, some planning and communication go a long way to smooth the bumps!

Our LAK FES build in Lithuania is ongoing, the wings are now out of the mould and progressing well. It'll be an exciting machine to have access to. The factory sends pictures and progress reports.

The club is looking forward to some better spring weather with our usual (assuming normal weather patterns) wave flying to come and a not-too-difficult jump or tow to the Kaimai ridge to stretch the legs for the willing. We have several initiatives planned for summer to fly in alternative areas for the keen and contest considerations already on the table.

The committee decided to put the ball firmly in the members’ hands to get flying by offering the gliders free of charge - tows only to pay for - for the foreseeable future.

It's seems to have piqued some interest - as it should!

Tauranga: GPZ – not a Con trail.

Tauranga: GSU over Tauranga.

August–October 2018

51

CLUB NEWS WHAT HAS YGNZ BEEN UP TO? YGNZ have had a very busy ‘off’ season.

We had a stall at Warbirds Over Wanaka, held our first Adventure Aviation Raffle, had another Mini-Camp and have set a date for our AGM / Social Weekend.

YGNZ was donated a site at Warbirds which allowed us to generate huge publicity for gliding in general and young people gliding in particular. We were very grateful for the support and to the crew who manned and woman-ned the stall over the weekend, engaging with public in all things gliding.

We also ran our first ever Great Aviation Adventure Raffle. We were pleasantly surprised with the diversity and generosity Photos from the Springfield Mini-Camp.

52

August–October 2018

of support for the raffle and the army of people who helped us sell tickets. The Raffle generated some good funds to support Mini-Camps, the Soaring Development Camp and perhaps larger projects. Watch this space! ….speaking of Mini-Camps, we had our first ever Springfield-based Mini-Camp held from the 16th – 19th of July! Thanks to Karl and the team there for the hard work! The Camp is running at the time of writing and we look forward to hearing how it went!

Finally, our AGM / Social Weekend has been confirmed for the 6th / 7th of October in Auckland. The programme includes a visit to the Air NZ Maintenance and Flight

Operations hangar, Warbirds at Ardmore, a visit to the Air Traffic Control tower and the potential to do some gliding…and an AGM of course! Please get in touch with Uma Tuffnell if you are keen to be involved (uma. tuffnell@gmail.com).

Tim Austen

CLUB NEWS

August–October 2018

53

F OR S A L E • WA N T E D • S E R V IC E S • E V E N T S

We take our classifieds list from the GNZ website and from ads detailed with us personally. Non-commercial classifieds ads in SoaringNZ are free to GNZ members only. To update your ad, please go online or advise our webmaster.

Ads notified to SoaringNZ 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 SILENT IN • Self Launching Sailplane $44K. 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 phone 09 416 7125, email: nswan@xtra.co.nz Std Astir CS77 ZK-GMC • 1820 Hours total time. Recent annual and ARA inspection. New nose hook. Becker AR3201 radio Terra TRT 250 transponder. Good trailer. Can be viewed at the Tauranga Gliding club. May consider a syndicate. $20,000 or make an offer I can’t refuse. Ben Stimpson, email: bstimpson@xtra.co.nz phone 027 555 5485 LS8a • Amazing glider which handles like a dream. PU paint, cobra trailer, carbon panel, LX9000, leather interior and all the bits you would want and race ready. $110,000. Hadleigh Bognuda, email hadleigh@ezyvet.com Taurus 503 VH-NUF • 3 year old Taurus M powered by an air cooled two stroke two cylinder 50 hp Rotax 503 engine. Two seat, side by side, spacious self-launching glider. Only 114 Total hours and only 30 Engine hours. Comes with Pipistrel 5 year extended Warranty. Fitted with every possible extra including a Galaxy Ballistic parachute and a full set of instruments including an LX9000 with ProStick control. Even has an E22 Tost nose release. Beautifully finished with acrylic paint and a very high build quality. Spacious cockpit with leather seats and trim and maximum cockpit load is a generous 190 kg. Large blue tinted canopy with excellent visibility. Includes a dedicated Cobra trailer for long distance travel. Price AU$165,000 negotiable. Grant Rookes/Owen Jones, email grantliz@sekoor.co phone +61 4 0799 8959 +61 8 9332 7382 GMB Grob 102 Astir CS77, Standard 15m • Under 1,000 hours #1768 Price negotiable to right buyers. Seeking potential keen young light-weight owners for delightful to fly Astir. Cockpit weight limit 88kg incl parachute. New ARA inspections & instruments done before handover. Maintenance up to dateGreat Doug Hay custom built trailer in good condition. Easy rigging system, one person’s assistance required for just six minutes, the rest is a one-man rig. Excellent ground handling tow out gear No canopy damage. L/D 37 dry, 38 when ballasted. Borgelt & Winter varios. Terra Transponder + mode C & S mods. Microair 760 VHF Radio. $20,000. Warren Pitcher, email warrenpitcher@xtra.co.nz phone 0274 720 338 Discus 1a. ZK-GYO • Cobra Trailer with spare wheel. 2 sets of winglets.

Cambridge M20 with Winpilot and Ipaq. Flarm system. Becker AR4201 radio.

Borgelt B40 varios. Terra transponder. Mountain High oxygen system. Carbon fibre cylinder. Twin battery system. Gear-up warning. National 360 parachute – rectangular canopy. Tow-out gear (Tail dolly, tow bar, wing wheel, stand).

Factory manuals. Location: Upper Hutt / Wellington. $65,000. Tony Flewett, email tonyflewett@gmail.com, phone 04 526 7882 or 021 253 3057 Ventus 2cT 15/18m • Immaculate 2002 Ventus 2cT, GRY #95 finished in PU paint. Fully equipped including LX Navigation Zeus with Flarm and AHRS. Remote stick, Eos vario, com, Txpdr and EDS 02. Komet trailer. Full set Jaxida outdoor covers. Motivated seller with genuine reason for sale $170,000. Alan Belworthy, email a.belworthy@xtra.co.nz, phone 0274 960 748

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August–October 2018

PW6-U. ZK-GPK • Constructed 2002. s/n 78-03-01. In very good order – cockpit paint re-furbished. Normal instrumentation i.e. 2 x Altimeters and ASI's. Microair 720 Com. Borgelt B40 electric varios front and back seat.

2405 Total Service Hours in service. Full service history with Sailplane Services. Fully hydraulic disc brake Mod. (CAA approved). Currently no transponder or trailer but these can be supplied if required. Ross Gaddes, email ross@sailplaneservices.co.nz, phone 027 4789123 ASW 20 cl in great condition • Piako Gliding Club in pvt Hangar. Price includes new instruments and radio. # 20823, Manf: 1985. TT 1655 hrs with 811 launches. 2 pot finish. Instruments: Ditter KRT2 Com, Terra TXPDR, Flarm. LX Navigation EOS Vario (GPS IGC LOGGER) with Remote Stick Controller. Water bags all good in wings. Mountain High oxygen system.

Homebuilt Trailer. Hangar at Piako by negotiation. $60,000 Contact S Griffin, email oldbuick@hotmail.com, phone 027 595 5191 Schempp-Hirth Standard Cirrus • GHD S/N 62. 1970. 1485hrs 812 flights.

Original gel coat, still in good condition. New Airworthiness and all instruments checked before sale. Braked Trailer. Will require some work, some minor water damage to wooden floor during storm. New logbook, DI book and AD folder. All flying tail. Includes: TRT800H-OLED Mode S Transponder, Naviter Oudie, Cambridge Variometer, King KY97A Radio, Wheel Up Alarm, parachute (I have been unable to get packed in Auckland due to its age), 2 new batteries, Rigging Cradle and wing stand. Currently at Whenuapai. $23,000 ono. Contact Nathan Graves, email gravesn101@gmail.com DG808B 18m self-launch glider 2001 • TT 411 Hrs Engine Solo 2625-01 TT 23 Hrs. Annual and ARA due may 2018. Fully equipped, Winter vario/ASI/Alt, Becker AR4101 radio, Trigg TT22 transponder. LXNAV V7 linked to Oudie 2/ LXNAV Nano. Kanardia Horis mini EFIS – Horizon/ALT/IAS/TAS/Temp/HDG. Solar panels fitted with 2 x 12v 9AH additional batteries for endurance flying.

One-man rigging equipment, Cobra trailer with new tyres, current rego and WOF. Parachutes Australia slim-back emergency chute available separately.

All in excellent condition and ready to fly. $165,000. Contact T Harrison www.sportsaircraftnz.com or timhar@xtra.co.nz, phone 09 423 9494 Schleicher ASH25e, GOA • 1210hrs, Engine 4.04hrs not currently fitted but can be refitted easily, Cambridge LNAV, Cambridge 25 GPS, Sage mechanical vario, T&S, EDS Oxygen, FSG71 radio, Transponder, 26.5m wingtip extensions with winglets, 2 parachutes, tow out gear, Cloud dancer all weather covers, Trailer. $110,000. Contact Jamie Halstead, email halstead. joinery@xtra.co.nz, phone 021 409 933 Homebuilt self launch. 18m • 4 piece wing flapped modern airfoil all glass, disk brakes, 28hp Hirth motor, with trailer. Mostly ready for paint. Ring for more details. Contact Garry Morgan, email gkmorgan54@gmail.com, phone 020 4118 7493 or 03 572 5409 Nimbus 2 GKV • New PU paint on fuselage, double bladed air brakes, trailer. $25,000. Contact Steve Barham phone 021 642 484, email barham@xtra.co.nz Ka6 CR GCN • New Canopy 2017. Transponder, Electronic vario, Oxygen, Parachute. Very good homebuilt trailer now included in the price. (2004 wooden and in good condition + insulated. Estimate value $3000.) Annual done by NZ soaring solutions. $6,000. Contact Emile phone 021 234 7965, email toemile@gmail.com DG 400 • Engine overhaul at Solowings. New 10 year fuel lines carb kits fuel pump membranes all tolerances well within specs. Upper surface refinish, Lnav Mountain high O2. Clam shell trailer covers, tow gear, extra avionics battery as well as engine battery bank under cockpit floor. Spare DG 600 prop goes with the glider. First dibs on Spare engine with Extension/retraction mechanism to purchaser of glider. $75,000. Contact Mark phone 0274 536007, email m.arundal@xtra.co.nz

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

Deadline for receipt of advertising for our November 2018 issue is 26 October 2018.

Nimbus 2 GPA • PU Paint in good condition, tinted canopy, standard panel with microair radio. Optional instruments are a CAI302 &303 along with a Becker transponder (250 Watt). Has O2, Jaxida all weather covers and trailer.

Open to sensible offers. Contact Carl Jackson, email c-jackson@xtra.co.nz SZD-50 Puchacz – 2 Seat Trainer with trailer • Darling Downs Soaring Club (Queensland, Australia) is selling our Puchacz. Price is negotiable, and does not include shipping to NZ. Shipping must be arranged by the buyer. The ‘puch’ has been the workhorse of our fleet, a great trainer and has done a number of 300km XC flights. She’ll be an asset to any club as reliable 2 seat trainer. Excellent condition, Purchased brand new by DDSC in August 1999, Recent interior refurbishment, Functional open trailer, 3725 hours, 7503 landings (as at April 2018), Instruments include: Flarm, Altimeter, Borgelt B50, G-Meter, Becker radio. Repeaters in back seat. Form 2 Due: September 2018. $57,000. Contact Sarah Thompson phone +61 4 0356 9993, email president@ddsc.org.au Ventus 2a • s/n 10 Equipped with LX9050 with Flarm and control column unit. Maughmer winglets – Refinished in 2008. Has a Dittel FSG71M com and Trig TT21 Mode S (ADS-B out capable). Has an Aluminium top Cobra trailer, wing wheel, tail dolly and tow-out bar. Re wired with LiFePo4 batteries. May be purchased as a 1/2 share based in Auckland (or nearby) otherwise we will sell in total. Contact Ross Gaddes phone 64 274 789 123, email rsgaddes@ gmail.com Discus 2cT • 18mtr. In great order – s/n 2. 260 hrs total time. Has LX9000 with Flarm. Tail Dolly – Tow out bar and wing wheel. MH Fibre Oxygen bottle.

Cobra trailer 2008 in immaculate condition. Enquire for more info and cost.

Genuine reason to sell – available immediately. Contact Ross Gaddes phone 64 274 789 123, email ross@sailplaneservices.co.nz

TRAILERS As new trailer, 8m X 2.4. about 1.8m high • Was used to ship my motor glider to NZ. Spare wheel. $3000. Contact Garry Morgan, email gkmorgan54@gmail.com, phone 020 4118 7493

OTHER FOR SALE Tost High Powered Winch • Up for grabs is a high powered winch, on the back of an Izusu truck. Perfect for any club that needs a new winch. Comes with 2 new reels of wire each 1500m long, three new parachute assemblies, cable splices, crimping tool etc. V8 small block engine rated to winch up to 750kg gliders. $45,000 Bruce Drake, email Drakeaviation@hotmail.com phone 03 313 4261 Windsock for your gate, club rooms or control van • Length: 800mm, Inlet Diameter: 250mm. Come with a wire hoop to hold open. Great for assessing wind strength and direction for many activities. Put one at your flying field gate, hanger, clubroom, control van etc. Light enough to take anywhere.

I have sold these to Fishermen, Hunters, Emergency Services (for helicopter rescue) Pilots, Paragliders, Microlights you name it. Great product made from Ripstop Nylon like paragliders are constructed from. $14. Contact Pilot Pete email pete@pilotpetes.nz, phone 0274 559 449 Copies of G Dale's The soaring engine Vol 1 • Ridge thermal flatland mountain and Vol 2 Wave and convergence are available from info@thesoaringengine.co.uk Cost per book is $66 plus $5 postage and packing.

HANGARS

Bernard Eckey, Advanced Soaring Made Easy, 3rd Ed • Hardcover. Excellent condition Get ready for next season with some winter reading. Collection from Christchurch or $6 courier nationwide. $49 or best offer. Contact John email drjmhudson@gmail.com

15m hangar space in Omarama • Eastern hangar, east side, close to runway. $15,000. Contact Svajus. Phone 021 121 7423, email skypociai@ yahoo.com

Personalized Plate • Are you into aerobatics? like ripping up the sky ?, then this is the plate for you, – LOOP IT -, I think its a very reasonable price ($2000.00) for a cool plate. Contact Ash Win phone 021 220 8302, email ashswin556@gmail.com

AVIONICS

WANTED

Becker panel mount radio and WIN handheld • European 8.33 upgrade forces sale. One each panel mount and handheld radio, both in NZ ex UK. Top quality Becker panel mount radio, made in Germany AR4201 in original packing with JAA Form 1, full owners manual and quick reference instructions. Handheld radio WIN 747 including VOR and Scan functions, made in Japan, in storage box with 240V charger and original instructions. NiCad pack in good condition. Both items are in good clean condition, about 15 years old, in full working order, never opened or repaired, with one owner from new. Prefer not to split, $NZ 525 or near offer. Contact Annie Laylee, email annlaylee@aol.com, phone 0 279 436 240

Wanted – Damaged/broken Oudie • Oudie1 (or Oudie2) to use as parts for repair. (cracked screen OK as I have a working screen). Contact Glyn Jackson, email glyn@glynjackson.com, phone 021 0250 4646

Clearnav club vario • Around 3 years old. In new condition. Can be easily updated to a clearnav x/c. Worth around $2550 new. Selling as I have two electric varios in the panel. $1,300. Contact Patrick Driessen phone 0274 866 441, email patdriessen21@gmail.com Cambridge Vario readout • Suit LNAV or SNAV. As new large size readout.

Requires 80mm hole. Never used. $75. Contact Roger Sparks phone 0274 956 560, email r.sparks@xtra.co.nz

Blanik L13 nose cone and front cockpit canopy • in reasonably good condition for a non-flying project. Please make contact if you have any of these available for sale. Mike Packer, email mikelpacker@gmail.com, phone +64 21 059 8648 Towplane Glider Cockpit release lever mechanism • from existing Piper Cub or Pawnee fit. Maybe a modified Hopper Dump lever. Contact Russell Thorne phone 09 2998798, email thorner@xtra.co.nz Instructors Wanted, Omarama • Experienced Instructors required at Omarama from October through March in one of the three following categories: 1. BCat Instructor, 1000 hrs, 500 hrs at OA; 2. BCat Instructor, 1000 hrs, tow rating, 200 hrs tail-wheel; 3. BCat Instructor, 1000 hrs, 500 hrs OA, German speaking. Extensive cross-country coaching as well as basic instruction experience is required. Guy@glideomarama.com 03 4389 555

August–October 2018

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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