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February 2011 Soaring Australia 1

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Is Esfera a new idea or is it an old one?I spoke with Raul Rodriguez, and he told me that he was already experimenting with the ‘anti-Rhythmic’ technique before. The SAT Team named it ‘Esfera’ (or ‘Total SAT’) back in 2005, when Raul discovered the ‘Infinity’ tumble.Why Esfera was impossible in the past and now it is feasible? What’s changed to allow this?It might be an issue of both the pilots and the gliders. When the Infinity came out, acro pilots worked hard to master it, but even nowadays there are not many pilots who mastered it perfectly. However, there are a lot of pilots now able to do the Infinity, but still for most of them, their level is not advanced enough to see the possibilities beyond it. Also, gliders have developed in the meantime.

My current glider, the Thriller, is in my opinion the best I could have and I’m convinced this also helped me realise this new manoeuvre. I love the feeling of it, its dynamic and the amazing stability. The Thriller is the result of a long collabo- ration between designers Ernst Strobl, Gabor Kezi and me. From the beginning, we flew with gliders designed by Ernst, first the G-Force, then the Apco Twister designed by Strobl too, later the Morpheus. Matching together all the experiences from these gliders, we took the best combination and with the genius ideas of Ernst, the Thriller was born.

Beside perfect piloting, the secret of this trick is probably that the glider

must be capable to perform a very stable Rhythmic SAT to be able to go into the anti-Rhythmic and then back into SAT.

Making the first ever Rhythmic SAT to Infinity, Raul Rodriguez already got the idea of coming down from Infinity back into SAT. He told me he had a few attempts to perform it, but it was not easy to do. It is very scary because as soon as you start to come down from the Infinity, the glider starts to move really strange and starts to loose energy. These signs mean that sooner or later you will loose a lot of pressure in the canopy, the movement is still very high and this creates a really dangerous situation where you could easily fall into the lines or the canopy. So, I think all this together created a kind of barrier for pilots to reach the Esfera. How did you work towards it? In the beginning I was very uncertain if it would even be possible. It was hard to imagine it could be a clean manoeuvre. Last year I started practising by going into a Rhythmic SAT and build it up to a high tumbling angle, then try to come back down to SAT again. It worked pretty well, a good sign, but the main problem was still: how to come down from a straight, symmetrical Infinity without messing it all up?

In May, in Oludeniz, I did a couple of attempts, but when I tried to work down the angle from Infinity towards SAT, I got really scared of it, I didn’t feel

good about it and I didn’t think it was possible. I felt like the glider was missing the right stability. However, I was really convinced that the manoeuvre should be possible and came to the conclusion that it required a very special glider.

I spoke with Ernst Strobl about making a prototype with special reinforcements inside, to somehow make it collapse-resistant. At that moment I was sure this development was necessary to execute the Esfera. However, the plans and all little details of this prototype were so complicated that Ernst should have been right there on the production line, supervising the process to make sure the result were what we really wanted – unfortunately this did not yet happen.

Last year in October I went to Oludeniz again. I had my brand new 17m2 Thriller 2k11 edition – the latest model of our wing – basically the same construction we used to perform the Tandem Infinity. I felt good about the wing and started to practice the anti-Rhythmic again. I entered the Infinity and started to correct on one side to see what would happen. That was kind of scary… For a very long time I haven’t had to do any new things in acro, I mean, everything I was doing or practising over the last years I had good confidence with, but now I got the same feeling as when I was training in Organya four years ago to learn all the manoeuvres.

AerobAtics*: MAstering ‘esferA’ Interview with Pal TakatsGiorgio Sabbioni

Hungarian acro star Pal takats finally succeeded, as a World first, to Perform tHe

most advanced acro manoeuvre: tHe esfera (sPanisH for sPHere, Ball). Based on tHe

infinity tumBle, it starts WitH a sat, moves tHrougH rHytHmic sat and into infinity;

and instead of closing tHe rotation WitH a full stall, Pal Was aBle to force tHe glider

Back into a sat again, But turning into tHe oPPosite direction to tHe Beginning.

in tHis manoeuvre, tHe canoPy Will comPlete a Perfect sPHerical rotation around

its Pilot, Hence tHe name.

* Aerobatics described on paragliders or hang gliders are performed by professional pilots with safety precautions in place. The HGFA does not encourage or cover aerobatics.

February 20111 Aerobatics: Mastering ‘Esfera’

Interview with Pal Takats 6 Junior Journal – JoeyGlide 20108 It’s A Pity The Camera Wasn’t Working 10 Craig Worth Open – Forbes 201114 Contrasting Soaring Conditions

This Season18 The Airspeed Indicator20 Para-Kiwi in Pakistan28 Vintage Gliding Corner31 Are You Having Problems Down-

loading Your Logger Onto SeeYou?32 Thinking About Australia’s Sailplane Fleet – Part 334 HGFA News36 HGFA Operations Manager's Report37 Soaring Calendar38 Narromine Cup Week 201041 GFA News42 SMS Implementation

– Residual Effects Of Alcohol44 Contact Addresses 46 Classifieds

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Federation of Australia are members of the Fédération Aéronautique Inter - nationale (FAI) through the Australian Sport Aviation Confederation (ASAC).

CREDITSCover: Forbes 2011 – Moyes records come in hot and fastPhoto: Ricker GoldsboroughDesign: Suzy Gneist, Gneist DesignPrinting: Bluestar Print, Canberra ACTMailing: Bluestar Print, Canberra ACT

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Photo: Jim Crowhurst

2 Soaring Australia February 2011 February 2011 Soaring Australia 3

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Every time you try to learn something new, the possibility to run into an emergency situation is always there. Since I was trying something completely unknown, I was overexcited, in another state of mind; but I just told myself: “Okay, now I have the water, the altitude, I have my rescue chutes… what can go wrong? Just go for it and continue until it collapses, or something goes wrong.” So, I did that, but I didn’t under-stand what was happening, because the way the glider is moving and how I got pushed in my harness is very different compared to the Rhythmic SAT. The feeling was very strange, but I made a video of it and probably watched it a hundred times to try and understand it better.

Over the next couple of days I just tried it over and over again and spent hours watching the videos in the evening. This was really important to the success. When you do it live, everything happens so fast that you don’t have any chance to think about it, you just do it by feeling. As I progressed, I slowly started to believe that it would be possible with my serial Thriller 2k11, even without all the special reinforcements. The glider was surprisingly stable and I could avoid the serious ‘hot’ situations.

Finally, a few flights later, I managed to do the first successful anti-Rhythmic and get down into SAT. It was not very nice, because the wingtip lost pressure, but it did not collapsed. It wasn’t like doing your first ever SAT and then knowing how to do the SAT forever. I did it once, but I couldn’t do it for a second time. I still don’t have the perfect technique, sometimes it works sometimes not, but all together I probably did it 10 or 12 times.

A few days later I completed the very first Esfera, starting in a left SAT, go up to Infinity and exit in a SAT turning to the right.So, are there two new manoeuvres in the Esfera concept?the technique itself to come down from Infinity to SAT is called ‘anti-Rhythmic’.

Esfera (the ‘ball’) is the complete manoeuvre which starts with a SAT, builds up to Infinity and exits in a SAT turning to the opposite direction. I’m sure there is still a special technique to be discovered to make the transition nice and fluent. I probably need a couple of more months work on it.

Was it more difficult for you to reach the Infinity tumble or the Esfera?Interesting question. There is a big difference, when I was learning Infinity, I already knew that it was possible. When I was trying to do the anti-Rhythmic, I didn’t know if it was even possible. So, this uncertainty of course puts it into a new perspective.

Actually, the Infinity is much harder and more dangerous to learn because you have to get the feeling for the perfect timing, how and when to correct it, how to do the Rhythmic, the entry, the exit,…everything is completely new and you have no idea of the limits. By the time you get to the point of learning the Esfera you should have already mastered all that and, most importantly, know when it’s time to stop the manoeuvre. I’m very excited to see Raul, Félix, Horacio, Antoine and all the young talents trying the anti-Rhythmic. Every pilot has a slightly different technique and as soon as other pilots are able to do it, we’ll be able to share our experiences and work on it together. And who knows, maybe it opens further new possibilities!So, you are not protective about it?Not at all. I am open to talk about it in detail, but only to the right pilots, who I’m sure are not likely to kill themselves trying it out. The basic technique is not very difficult and it will not be a secret as in the case of the Infinity five years ago.

When the Infinity appeared, nobody before had believed this manoeuvre could be possible, so it was a very big surprise, something completely new. With the Esfera, the difference is that most of the top pilots already thought about it before. They knew about it, they planned it in their mind. Now I’ve done it, but other pilots with the right glider are ready to follow, because they are advanced enough. I’m not jealous to share this knowledge or my experience with them and I’m happy that I can do something for the sport in this way.

I’m especially interested to see the differences among the gliders during this manoeuvre.You are currently at the top of the acro world, but going back to ‘normal humans’: There are a lot of pilots close to reaching the Infinity, but not yet able to do it. Based on your experience, can you explain what is the hurdle they need to overcome to do it? Nowadays everything is available to learn the Infinity relatively easily. The gliders are good, there are many pilots able to do it and who can help, it’s no more Photos: Giorgio Sabbioni

February 2011 Soaring Australia 3


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necessary to risk your life and learn from your own mistakes. You can discuss it with other pilots and there are a lots of videos from the top pilots where you can watch the technique and see how the pros do it. I don’t think the Infinity is the most difficult manoeuvre to learn, there are more technical things to learn, like helico combinations, but the problem is

that it is the most radical and spectacular manouevre and pilots think that being able to do the Infinity makes you ‘cool’, so pilots start to learn it too early, too fast, before getting familiar with the basics of it.

In acro you have to go slowly, step by step. You cannot jump from one

manoeuvre to the next without having good basics to progress from and to step to the next level. Infinity is not the most difficult manoeuvre, but it is the most dangerous one. The only safe way to learn the Infinity is to master the Rhythmic SAT because only with the Rhythmic are you able to learn the right timing, technique of correcting and how to maintain the movement. But many of the acro gliders are not able to do good Rhythmic SATs, some of them don’t

work at all. The only way for pilots with a glider like this, but wanting to learn the Infinity, is to use the spiral-tumbling entries. This is the worst situation, because you have to spiral to enter the tumble and then a vertical tumble (I don’t call it Infinity because it’s just a vertical tumble). They don’t have any idea on how to make corrections, how it feels when you are in the centre or on the side – they just don’t know anything.

This is just like a Russian roulette. A very dangerous situation because in that moment just a touch on the brake with the wrong timing and you are in deep trouble. Nowadays I see many pilots buying acro gliders and go for the hardcore stuff without knowing how to do a helico, a nice tail-slide, or dynamic full stall… but they want to learn the Infinity. They want to be able to do it and they simply go for it without thinking or progressing properly, and I’m really afraid when I’m watching these pilots. There have already been some bad – sometimes fatal – accidents with pilots falling into the canopy, and this will happen again.

My advice is to first of all go step by step, don’t rush into a new manoeuvre all the time, get good at the basics and, most importantly, get a glider that can do good Rhythmic SATs. Master the Rhythmic SAT first and when you are ready, the Infinity will knock on the door by itself!

Ray Firth and Bruce Wynne at Point Avoid, South Australia, September 2010

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Adam Webb – President Australia Junior Gliding Club

en juniors competed in the seventh annual JoeyGlide competition held in Waikerie from 11 to 17 December last year.

The competition, originally planned for Narromine, looked like being cancelled due to the flooding rains around the NSW central west district earlier in the month. The organiser, Bathurst Soaring Club’s Gus Stewart, displayed great leadership by arranging a change of venue only a week or so before it was due to start. There was initially some hesitation from Queensland, but Gus’s enthusiasm won through and JoeyGlide 2010 went ahead. Well done, Gus!

After the last minute change of venue, we ended up with flying and tasking every day of the comp (including two practice days), a total of eight consecutive flying days. This had never been done before in the seven years of JoeyGlide.

Thanks again to everyone who helped out, especially the people involved in the last minute move. Special mentions go to the Waikerie Gliding Club, led by ‘Super-John’ Hudson, who made everything run smoothly and drove the tug every day; Jean for cooking up a wonderful meal for us every night; Ann Wolfe who sorted us all out with accommodation; all the Waikerie club members who staffed the bar and put up with us invading their clubhouse; Grant Johnson for keeping his watchful eye on us as safety officer; Cath Conway for helping hugely with the move, setting us great tasks (even if I didn’t make it around them all) and coaching in the K21 and Duo; ‘Nifty’ Nev Donald for jumping into a tug with no

warning, and giving us some jolly good tows; Andrew Horton for his continued generosity to the Juniors and helping out coaching; and Derek Spencer, Paul Mander, George Brown and Bernard Eckey for their time in the back seat coaching for the week.

Again huge thanks to Gus Stewart who comp directed the week, who pulled off an awesome comp with everyone: competitors, coachees and anyone else who popped in, having a great time. If he wasn’t shooting off to England f or a few years he’d have a job for life.

We also have to thank our sponsors: Internode once again supported us hugely, without them we wouldn’t have a contest; it was great to see Simon pop

in for an afternoon! Thanks also to OAMPS who help out not only with generous cash sponsorships, but also with insurance. Thanks also to Modelflight, Go Soaring, Maddog Compersites and Bernard Eckey for helping out with prizes.

Winner of the competition was Andrew Maddocks from Boonah, with Matthew Scutter, Adelaide, taking out second place and Nathan Johnson, Wagga Wagga, third. Well done to all competitors.

Now it’s time to start looking forward to next year! At the pilots’ meeting it was decided to move the comp up north to Queens- land next year, and Adam Woolley was nominated competition director. I’m sure we’ll be hearing from him before long!

JoeyGlide is over for another year. Overall I think it was an incredible contest to be a part of and I am very glad that I made it out. The

opportunity to fly with other pilots who are the same age and have a similar level of experience provides young pilots with a fun contest and a good gauge of their abilities. I hope that one day we can have a similar kind of contest in Canada.

The camaraderie between competitors at JoeyGlide is fantastic. In the air everyone flew safely and fairly, giving the safety officer and penalties’ committee an easy job during the contest. The positive atmosphere continued on the ground. Before launches, more experienced pilots were willing to discuss strategic plans and perceptions of the upcoming day. In the evening you could count on the fact that everyone would get together and share tales of the air over a beer; talking about decisions that were made, both good and bad. These stories evoked a lot of laughter, but also some serious learning.

There were many times where you could tell we were at a junior contest. Although some may perceive the radio chatter as unprofessional, it helped make an entertaining and friendly contest. Webbsi Max FM was on the airways all week, providing us with good jokes (Hey Johno, niiiice cirrus!) and quality music (Top Gun theme song!). On the ground many practical jokes were played, including giving some gliders new call signs (MC Hammer and Canada 4) and the furniture from an entire room being moved outside. Although not typical of a gliding contest, these friendly antics created a fun atmosphere that will keep young people coming back for future contests.

JoeyGlide also had a serious side to it. I think everyone who was involved in the coaching clinic greatly benefitted from the knowledge the coaches brought to the contest. Morning briefings also gave new pilots information about strategy and safety.

Through the eight days of flying I learned a lot about myself and about contest flying. One thing I learned is the importance of a good start. It is important to find a balance between flying with the rest of the field on some days, having patience to start when the day is good, and not starting so late that you miss the best part of the day.

Reflecting on each day of flying I can see how I could have improved my start. Another thing I learned about is flying with other pilots and using them to mark thermals, particularly on day three when a large portion of the field flew together for most of the day. Watching other pilots and how far they travel on their straight glides has taught me that this is something I need to improve on. Part of this is being more selective about which climbs I take, which requires discernment. If I am able to improve on this aspect of my flying I will increase my speed. One of the biggest aspects of my flying that I need to improve on is learning how to read the sky, understanding where the good air is, and being aware of the changing weather as the day progresses. I can see that each of the things I have learned and hope to improve on will only improve as I gain more experience and fly more! I am looking forward to it!

I would like to give some huge thanks to several people who helped me during the contest. First of all to Tobi Geiger: thank you so much for being so generous to lend me your glider and all of your equipment! Your glider is definitely the most beautiful glider I have ever had opportunity to fly! I really appreciate your generosity and all of the help you gave me throughout the contest. Thank you also to Swaantje Geyer for lending me your vehicle: without it I would not have been able to get to the contest. Thank you to everyone who sent me notes of

encouragement and constructive criticism during the contest, especially to Chris Gough. Every little bit of information that I can gather will make me a better pilot. Thank you also to Internode and all of the personal sponsors who helped provide funding for JoeyGlide. As a young person with limited money I cannot properly express how much all of the support means to us! I would also like to thank the Australian Junior Gliding Club for being so kind to award a foreigner like myself a scholarship!

Now for a cheesy sentimental moment: thank you to each and every pilot who was at JoeyGlide this year. I had a great time getting to know all of you better and racing around the skies with you. I had a few moments where I looked around the room and thought how incredible it would be if we were all still flying in 40 years and could sit around drinking beer and laughing about the good old times of flying JoeyGlide. Keep enjoying the thrills of the sky!

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JoeyGlide 1981Emilis Prelgauskas

This is the 30th anniversary of an earlier generation of Juniors.

In 1981 they gathered in Mildura at the Sunraysia Gliding Club to fly the early year contest which was run there for decades. This photograph by Don Hein records the contest day where these pilots in pre-1970s sailplanes set out on a 500km set task (Mildura – Balranald – Birchip – Mildura).

The old fox Keith Nolan is included at left as the first time an Olympia (his ‘Yellow Witch’ shown here) had covered that course length.

The Juniors shown are Gary Stevenson, Guy Harley, Graeme Newcombe, Chris Dearden and Graeme Parker. All except Graeme are still active pilots.

Not shown are other pilots attempting the course, notably eight Adelaide Uni-versity students who shared a two-seat sailplane in rotation. They only flew 450km of the course that day.

JoeyGlide 2010 Photo: Simon Hackett

JoeyGlide 2010 placegetters Matt Scutter (2nd), Nathan Johnson (3rd) and Andrew Maddocks (1st)

Photo: Adam Webb

Jun•orJournalJoeyGlide 2010

JoeyGlide 2010 – From a Canadian PersPeCtive

Selena Boyle

Canadian entrant Selena Boyle


Passionate about soaring Performance

HigH Speed [email protected]

www.highspeedflight.com.auMobile 0414 672 709

Po Box 293 Thirroul NSW 2515Australian agent for Schempp-Hirth Gliders and Jaxida Covers

ut first, for me to get there: well it’s in Victoria, somewhere. My plotted course was Gawler, Palmer, Tailem Bend, Bordertown, Horsham, St Anaud, Bendigo, Shepparton, Benalla, Wangarratta, Bright, turn-off at Germantown to Mt Beauty. Got lost in Bendigo, Shepparton, Wangarratta, and on ‘a hill’! (My map doesn’t show contours.) On top of that hill (apparently the highest point between Germantown and Mt Beauty) I asked a couple, “Is this Mt Beauty?” I was told Mt Beauty was “down there”, in the valley, not on a hill. So all the way down the other side of this winding road, I went (it’s a good thing I didn’t have a trailer). The journey took 13 and a quarter hours and 1023km.

I wasn’t wanting to go solo, not into unknown territory in an unknown aircraft, so (24 October) I first flew with Olly Barthelmes in the IS28, VH-WVU, for 19 minutes. “Oooh, those trees and hill are close!” There were pockets of lift, but not expansive ridge soaring, as I imagined; lift was in the convergences of the ridges. Something unique, take-off was always on 34, but landing can be either 34, or 16! The slope/layout is the reverse of Lake Keepit: At Mt Beauty there is a pond/lake and the strip runs downhill from there; whereas, at Lake Keepit the strip runs down to the lake. Thanks Olly.

As MBGC has a new hangar, it is still under construction, I happened to have spare time, so I assisted with a little concreting (Mark the builder set out height level boards for floor levelling) and filled to that level: this Mark’s (there are two Marks) primary task was setting the south end’s door tracks; excess concrete we used to make this floor levelling guide. For this, Mark Bland, also concreting, took me in the ASK21MI

for a four-minute flight, from a winch launch, thanks Mark. Looking around, we flat-landers can’t appreciate there can be so much water and grass – and still quite flyable: it’s green! Our home base Stonefield is normally brown and dusty.

At the end of the day (28 October) Kevin Barnes and I had a seven-minute flight in the IS28; uneventful, it was after 1700. Thanks Kev.

As there was no consistent ridge-soaring for the uninitiated, thermals were used, and they started around 1100. Mark B, knowing the locality, took Kev in the ASK21MI. When they returned, I was next. ‘We’ used the motor on the ASK21MI. As we approached the hills Mark took control; getting lift we struggled for a while, but with the aid of the motor we moved up, along, and over. When we had a safe height I took control – hey, it’s unknown territory to me. I was very conscious of where our escape routes were, just in case. Well, yes, I was totally disoriented, but if necessary I could have got out of the area, and landed; but I wouldn’t know where. We worked thermals, and ridge, to 6000 plus feet, and headed out to another hill, Mt Feathertop!

We ‘buzzed’ a couple who were on top of the mountain – what were we, 200ft higher? When the ground is that close, the altimeter becomes unimportant, just the escape routes constantly identified. A couple of circuits of the summit, a wave to the couple, and onto the next point of lift: I’m glad Mark knew where he was!

The next hill in the distance looked promising, so we worked towards it. On the way a few features were pointed out: hill names, huts, lost pollies; then onto this other hill, Mt Bogong, the highest hill in Victoria; we were well

over 6000ft. Again, huts, and trails, pointed out; no landing sites, only take-off sites for hang gliders. A leisurely fly down the valley with Mark pointing out a couple of lakes; it was a pity my camera wasn’t working. And yes, I was looking back to the airfield, determining whether I could get back, Mark reassured me we had sufficient height; but we did have the iron horse as back-up. We had sufficient height and we landed two hours and two minutes from take-off. Thanks Mark, I would not have the confidence to fly there alone.

My initial intention was to go to Bacchus Marsh for Sunday’s meeting, however, I got caught with ‘food sensitivity problem’ (wine cleared with milk products?), so I decided to go home the easy way. With misleading road signs I got lost, again. Going down the valley to Wodonga was not a problem: locals suggesting the best way, “You go… and…, you can’t miss it.” I ended up in NSW, looking for a road 10km out from Wodonga; 15km later still no road. I eventually found Finley, Deniliquin and Swan Hill. Did you know Swan Hill has a roundabout inside a roundabout; I followed the signpost, and went up the wrong side. And then there’s Pinnaroo: there are two signs in Pinnaroo, one says ‘Ouyen’, and the other says ‘Bordertown’: so where is the road to Adelaide? Ask another local, “Well, yes, you have to take the Bordertown road for a start.” After 12-and-a-quarter hours I was home. I suppose I wasted two-and-a-half hours, and nearly half a tank of fuel, going the wrong way, getting lost, and being very frustrated!

Sub-editor’s note: Hope you received a car GPS for Christmas John!

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It’s A Pity The Camera Wasn’t Working

John Ingram

tHe Barossa valley gliding cluB trouPe visited mount Beauty gliding cluB (mBgc)

– tHree instructors and tWo engineers – from 22 to 29 of octoBer 2010 to fly

‘tHe mountains’. as flat-landers tHe mountains Would ProBaBly Be daunting!

Mt Beauty Photo: Mark Bland


d ay 1The day started off looking good with small clouds popping in front of a slow moving trough line. A 113km task was set to the NE, trying to escape the over-clouding that was moving in from the SW. There are about 65 pilots here and many were off and towing early taking advantage of the blue skies.

The satellite photo showed an embedded cu-nimb 50km away when we got to the airfield at 11am. The forecast was for high temperatures, 38ºC and it was sunny and warm where we were. We starting launching soon after noon. A few pilots headed north-north-west

a bit upwind to wait for the start time. Once on course, some rain was seen and soon there were many more sections of rain. Not long after Vicki sent out an SMS to stop the task. With Jonny Durand in front the task was stopped due to overdevelopment and thunderstorms on the course line.

day 2After checking the weather in the morning it was looking like we were going to have thunderstorms quite early. A re-brief at noon saw us heading out to the field just in case the weather was going to turn good for a late task.

As we arrived at the strip it was clear the weather was not changing in a hurry as another cell moved by us with lightning and rain. The safety committee decided to cancel the day around 1pm.

Most pilots went to Parkes to swim and explore, others hung around the airport and took a flight and some went to the local pub. Ricker spent the afternoon looking for a local charity that CBF could assist.

day 3 – task 1With no chance of thunderstorms and light winds, the task committee called a 165.7km triangle task with a start time

Craig Worth Open Forbes 2011

Compiled from Jonny Durand’s and Ricker Goldsborough’s blogs and the OzReport

aBout 65 Pilots met in forBes for tHe oPen. executive director

of tHe forBes flatlands Hang gliding cHamPionsHiPs Was davis

strauB, tHe task committee included gerolf HeinricHs, Jonny

durand and attila Bertok.Above Forbes launch

Photo: Ricker Goldsborough

Line of storms moving in, cancelling Day 1 task

Photo: Jonny Durand

at 1:30pm. Cloudbase was expected to be at around 8000ft.

Davis: During launch a pilot got his VG line stuck to the cart and crashes. He walks away from it, the ambulance guys and launch director were immediately out to render assistance.

At the next day’s briefing advice was given on ways of how to prevent this from happening again. I subsequently put my VG line in a bungee on my downtube.

It was a long slow climbing tow a couple of kilometres east to the lift, but it was a steady climb to a 5400ft base, quite low for Forbes, but also quite cool.

I took off at the first clock at 1:30pm. A couple of slow climbs, one before Bogan Gate and one just after before I finally got up good after Bogan Gate and got low before Trundle. Ricker and I joined another pilot for a reasonably

fast climb and made our way to Trundle turnpoint.

Two kilometres past the TP, we spotted a pilot going up quickly and came in under him for a 600ft/min to base, now at 7800ft. There was a cloud street to the east toward the Alec Town turnpoint.

With Ricker just below and behind, I emerged from the mist and headed east under the cu’s. I worked weak lift and cursed so much I lost it and soon landed. Ricker made it around the second turnpoint, but landed less than halfway to the third turnpoint at Bogan Field.

Ricker: I launched second and ended up with Davis Straub and Larry Bunner at the start. I took second start and landed just short of turnpoint three at 122km. Larry had a low save and made it in, but Davis landed short too..

Twenty-two pilots made goal.

TASk 1

1 Curt Warren M AUS 9892 Attila Bertok M HUN 9593 Dave Shields M GBR 949

day 4 – task 2Race to Goal 148.8km, Forbes–Grenfell– Eugowra–Cudal.

The CAPE forecast showed thunderstorms to the north of Narromine, quite a way from Forbes. It also showed good lift and cu’s to the east of Forbes with cloudbase at 9000ft. The surface temperature was predicted to be mild at 32ºC. The task committee came up with a local task.

Davis: I hate going south to Grenfell and suggested a five-kilometre radius turnpoint which would allow us to stay on the hill sides before Grenfell. The

Launch line Photo: Jonny Durand

Dragonflys and their pilots worked hard to get everyone in the air Photo: Jonny Durand

Releasing from tow

Photos: Ricker Goldsborough

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Line-up of Dragonflys at the airfield and...

...cars lined up in front of the Vandenberg Hotel headquarters

Day 3 winner Curt Photo: Jonny Durand

Green flatlands Photo: Jonny Durand

Cloudbase Foundation Fundraiser

Almost $2000 of funds were raised for the Cloudbase Foundation [www. thecbf.org] to support their charity projects for children.

Ricker Goldsborough


then work lift from less than 3000ft near Golgoowi back to 8600ft. I find good lift as I make the turnpoint at Gunbar but can’t get over 5000ft. I hear other pilots are getting to 8000ft, but can’t find that and land 50km short of Hay.

Ricker: After seven hours and 50 minutes in the air, I landed 38km short of goal. Three PBs for me: longest distance (180 miles or so), longest time, highest I’ve ever been (over 10 000ft) and I had lunch while flying.

Jonny: I won the day in five hours and five minutes ahead of Curt who was about 17 minutes slower from the first start. I beat Gerolf by 29 minutes.

An amazing 29 pilots make the goal, some landing as late as 8pm. Almost everyone had a Personal Best experience today: longest, highest, furthest,… All report epic conditions on course and over 25 pilots record personal best flights.

TASk 3

1 Jonny Durand M AUS 1000 2 Curt Warren M AUS 878 3 Gerolf Heinrichs M AUT 747

OvERALL

1 Jonny Durand AUS Moyes LS RS 3.5 28272 Curt Warren AUS Moyes LS RS4 26873 Gerolf Heinrichs AUT Moyes LS RS 3.5 26504 Attila Bertok HUN Moyes LS S 5 25095 Steve Blenkinsop AUS Moyes LS S3.5 23716 Carl Wallbank GBR Moyes LS RS 3.5 23477 Trent Brown AUS Moyes LS RS 3.5 22988 Roberto Nichele SUI WW T2C-144 22859 Michael Jackson AUS Moyes LS S 5 226910 Lukas Bader GER Moyes LS RS4 2262

Thanks to the Moyes family and factory. What a special group of people! Molly Moyes and Vicki treated us like family. The sport would not be what it is without Bill Moyes and his family.

Forbes Flatlands HG Competition Part 2, the Steve Hocking Challenge followed this competition. Report will follow in next month’s issue.

suggestion was gratefully accepted by the task committee. We also wanted a five-kilometre turnpoint at Eugowra to keep us near the hills to the east. The last two legs would be downwind.

There was lots of high level cloud causing shading, and there was a cu-nimb to the NE. It looked good to the south and SE, but not so good to the east and NE. The thunderstorm was a lot closer than the forecast had let us believe.

With all the shading, lift was weak in the 10km start cylinder. Despite that, I managed to get to 7400ft just before the 1:30pm start.

Ricker and I took off, but apparently a lot of pilots took the first start time. The first thermal averaged 350ft/min, not strong nor weak. A cu above marked its location and there were plenty of cu’s ahead. The lift improved further south and just before the hills north of Grenfell, I found a core under a cu that really turned ’on’ to over 1000ft/min on the averager. A Wedg-tailed Eagle joined me. He doesn’t attack, just shares the screaming lift. We climb to over 9000ft and it’s cold up there for my fingerless bicycle gloves and two long sleeved shirts.

A quick glide around Grenfell turnpoint and back to the ridgeline I got back to almost 8000ft then headed down the ridge looking for the next strong lift out front and a bit to the west under the good looking clouds. I get to 9400ft and am beginning to shiver.

I head NNE toward Eugowra under a nice cloud street and don’t get below 6600ft as I make the turnpoint and head for the tree covered hills between Eugowra and Cudal.

Over the hills I found a strong thermal to 9300ft 31.5km from goal before heading on final glide. Ahead it was black from the cu-nimb to the north, but goal was still in sunshine, yet north of it the shade reached for miles to the east, west and north.

Almost halfway to goal I left the hills and my L/D went down to 8. The tailwind had turned into a headwind from the cu-nimb which was now shading goal. I started flying at best glide for the last 10km, coming over the goal line at 200ft, turning and landing in thick wet alfalfa.

The day saw 33 pilots in goal

TASk 2

1 Gerolf Heinrichs M AUT 980 2 Jonny Durand M AUS 911 3 Lukas Bader M GER 899

day 5 – task 3This was a huge task for many pilots, 308.3km Forbes–Milby–Hay, and the second longest called task yet in Australia.

The lift is supposed to be good, predicted to only about 6000ft at launch time with cloud cover, but getting to over 9000ft during the task out to the west. The cu’s are supposed to disappear for the last 100km toward Hay. Launch opened at 11:45am with the first start time at 1:15pm.

Davis: At least 20 pilots if not almost all start at 1:15pm. It will take about six hours to complete the task by 7pm and the lift is supposed to be light for the last two hours, so its a good idea to get going.

I start a little below cloudbase, but catch the gaggle at the first thermal. I’m wearing more clothes than the day before and it is cold even at 6000ft. First turnpoint is a 20km circle around Milby to keep us to the north and away from standing water. I work with two or three other pilots, including Tulio from Italy, as we zip down the course and see that ahead we will soon be out of the clouds.

I’m highest as we approach a treed hill 95km from Gunbar and 80km past Milby turnpoint. We are over 5000ft and I can see a nice cloud right over the extensive forest. Other pilots seem a bit shy about the forest, but it looks good to me so I charge ahead. I am rewarded with 475ft/min on the averager. Tulio and another pilot join me, then four or five other pilots come in under us.

Out ahead the clouds thin out and will soon end. I’m on top of the stack and climbing fast. I get near the cloud and stuff the bar to get away from the cloud at 9600ft, the highest I’ve been all day. All my potential friends are now behind me. This is my big mistake for the day, now I have no reference point.

I race out into the sunshine, search for lift and for the first time since leaving the start cylinder have to work weak lift. I find 500ft/min to over 8000ft by myself

H G F A

Day 3 start gaggle Photo: Jonny Durand

An awesome flight! Photo: Ricker Goldsborough

Ricker and Jonny Photo: Vicki Moyes

Photo: Jonny Durand

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Jonas Lobitz Photo: Jonny Durand

Day 5 and Overall winner, Jonny Durand

Cranking up Photo: Jonny Durand

The trophies Photos: Ricker Goldsborough

Craig Worth Open winners: Gerolf Heinrichs, Jonny Durand and Curt Warren


Curt Warren, second overall at the Craig Worth Open



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contrAsting soAring conditions this seAson

narromineFlooding in many parts of New South Wales in December forced a decision to relocate JoeyGlide 2010, the National Junior Gliding Championships, from Narromine to Waikerie in South Australia. Disappointment turned to joy when every day of the event was flyable, the first time this had happened in the seven years of competition. The photo, taken by Shinzo Takizawa on 7 December last year, shows floodwater on the outskirts of Narromine from the swollen Macquarie River. Narromine aerodrome can be seen centre right, and if you look closely you will see a glider in the sky.

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BitterWasserSpectacular soaring conditions prevailed in Namibia this season with the OLC showing 142 one thousand (plus) kilometre flights from 22 November to 29 December 2010 from Bitterwasser alone, along with numerous other flights to 1000km. The photos, courtesy of Hans Georg Raschke who completed 1002km on December 10, show the Namib mountains and desert to the west of Bitterwasser.

dal ByPoor weather conditions disrupted the Multi-class National Gliding Championships held at Dalby in October 2010 with only five days flown out of the proposed 12. A photo taken by Terry Cubley shows gliders surrounded by water in the tie-down area, and another, taken by Paul Mander, of Sandy Mander retrieving GO’s tie-down equipment. Wet weather also resulted in postponement of the NSW State Gliding Championships which were due to be held at Lake Keepit from 27 November to 4 December 2010. These will now be held at Lake Keepit from 26 March to 2 April this year.

Western australiaWhile weather conditions in parts of NSW and Queensland brought no joy to glider pilots, those in Western Australia were experiencing superb soaring during December. In these photos John Welsh, flying VH-GMY, is shown sucking on Mountain High oxygen in a nice 9.2-knot thermal coming up to 10000ft, then enjoying the view from 145000ft during a 600(+) kilometre flight from Beverley.


JondaryanNo Christmas day joy for pilots of the Darling Downs Soaring Club when torrential rain throughout Queensland resulted in flooding of the Jondaryan airfield including the trailer tie-down area and caravan site, as shown in the photos taken by Bob Flood.

l as H a mThey say “mad dogs and Englishmen go out in the midday sun”, well they also go out in zero-degree weather by the look of these photos taken by Paul Haliday at Lasham Gliding Club site in Hampshire, England, on Boxing Day 2010. Now that’s dedication to the sport of gliding!

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Wind, rain, temperature, humidity, barometer, plus more…

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contrAsting

soAring

conditions

this seAson


As a matter of interest, at that height for an IAS of 100kt the TAS is 122 TAS. So it is fair to say that the higher the IAS at any given height the greater the TAS difference.

We need to base our navigational calculations on some realistic figures if they are to be useable. The tables shown with this article might be considered an average range for many glider types.

a irs Peed i ndic atorYou might ask how it is possible to use a table such as this when a glider is

constantly thermalling. On any given day I am sure that there is a band of preferred altitudes that you wish to fly in, for example, suppose that lift is predicted with an upper limit of 10 000ft. It would be reasonable to assume that the middle top of the band would be in the region of 7500ft and that is the figure I would base my calculations on.

How we use true airspeed in the real world of navigation and calculate the results is the subject of the next article.

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the AirsPeed indicAtorMathew Cameron

tHis instrument is anotHer tHat is not, in my oPinion, fully understood By glider

Pilots. similar to otHer instruments tHat We rely on eitHer to fly safely or navigate By

tHere are some cHaracteristics tHat We need to knoW aBout to use tHe instrument to

its utmost caPacity.

n its most basic form the instrument is connected to a pitot tube which is aligned with the airflow. Air under pressure from the forward movement of the glider is connected by tubing (usually plastic) into the body of the instrument which contains a metallic diaphragm that is able to expand due to the increased air pressure. This expansion is magnified and the resultant movement is indicated on the face of the instrument, in Australia it is calibrated in knots per hour or simply knots. The case of the instrument is sealed and connected via plastic tubing to the static vent.

This vent allows the air outside the metallic diaphragm to have the same pressure as the air surrounding the glider. If this vent becomes blocked the instrument will read incorrectly. Thus as the glider speeds up the air pressure increases within the pitot tube and the diaphragm, the resultant extra speed is indicated on the dial, when the glider reduces speed the reverse occurs.

It is important to note that the expansion of the diaphragm is directly proportional to the speed of the glider plus the air density, which is a direct result of the temperature and pressure of the surrounding air. Of course there has to be a basis for what we are relating to and in the case of temperature and pressure it is the International standard atmosphere.

This standard has the following basic parameters:• A sea level pressure of 1013 millibars• A sea level temperature

of plus 15 degrees Celsius• A temperature lapse rate of 1.98ºC

per 1000ft of altitude to a height of 36 090ft, thereafter the temperature is assumed to remain constant at -56.5ºC.Using this standard, airspeed indica-

tors are calibrated at sea level, and providing the above standard is adhered

to indicated airspeed is the same as true airspeed at sea level under these conditions. This is all very well but as glider pilots we want to be as far away from sea level as possible, how then does altitude affect the instrument reading? What we have to consider is the effect of the air density on the air that is forced into the pitot tube by the forward motion of the glider. Because air pressure and density both reduce with altitude the number of molecules of air in each cubic centimetre becomes less, thus to attain the same indicated airspeed as the glider at sea level the true airspeed of the glider is in fact greater than that indicated.

tHe airsPeed indic atorNote that we have two airspeeds: indicated airspeed that we read off the dial of the instrument and true airspeed which we are able to calculate in reference to altitude and the actual temperature at that altitude. So we have an error that becomes greater with altitude to the point that at 36 000ft the true airspeed is almost, but not quite, double the indicated airspeed value.

As pilots we relate all our airspeeds to indicated speed; that which we can read on the dial of the instrument, this includes stalling speed, thermalling and approach speeds. You might well ask the question, ‘Why do we need to know this relationship between indicated and true airspeed?’ The reasons are two, one operational and one navigational. The Vne (never exceed speed) of a particular glider as specified by the manufacturer in the operations’ manual and on the limitations’ placard in the cockpit relates to a true airspeed, you will note that the indicated airspeed for Vne on the placard reduces with height.

This is straight forward, the navigational requirement becomes more complicated for several reasons. A power

pilot setting out on a cross-country flight will calculate his true airspeed and base his navigational calculations on that particular figure and a constant altitude. In the real world of gliding we have several problems. The first is the need to thermal to stay aloft, hence for any given indicated airspeed our true airspeed is going to vary with height. We will also have a different indicated airspeed between thermals and this is where true airspeed can be important, particularly when high.

Power pilots calculate true airspeed (TAS) using a pilots’ navigational computer. The settings on the instrument are initially pressure altitude and the actual temperature at that height, very simple and straightforward. Let us assume for the sake of the argument that your speed between thermals is an IAS of 75kt, a speed suitable for an ‘X’ type of glider on a particular day.

If our cross-country glider pilot is at 5000ft what is the TAS? As the temperature reduces by 1.98, say two degrees Celsius per 1000ft, the temperature in the standard atmosphere would be 15º minus 5 x 2 = 10º, ie + 5ºC, the resultant TAS is 81kt.

You might well argue that such a difference in not all that great and you would of course be correct. However, you will note that we have used standard atmospheric conditions, not very relevant on a plus 40ºC day in outback Australia.

If we redo the calculation based on a ground temperature of 40ºC and a resultant temperature at 5000ft of 30ºC what is the result? The answer is 84kt TAS. Let’s take it a step further, under the same conditions what is the TAS at 10 000ft? Thus 10 x 2 = -20ºC. Therefore actual temperature at 10 000ft is +20ºC, the resultant TAS for an IAS of 75kt is 91kt, a considerable difference.

i

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75kT IAS

TAS TAS TAS

Surface Temperature Plus 20 76 Plus 30 77 Plus 40 785000ft Plus 10 81 Plus 20 83 Plus 30 8410 000ft Zero 88 Plus 10 89 Plus 20 103

85kT IAS

TAS TAS TAS

Surface Temperature Plus 20 86 Plus 30 87 Plus 40 885000ft Plus 10 92 Plus 20 94 Plus 30 9610 000ft Zero 100 Plus 10 102 Plus 20 10315 000ft Minus 10 108 Zero 110 Plus 10 115

95kT IAS

TAS TAS TAS

Surface Temperature Plus 20 96 Plus 30 97 Plus 40 995000ft Plus 10 103 Plus 20 105 Plus 30 10710 000ft Zero 112 Plus 10 113 Plus 20 11515 000ft Minus 10 121 Zero 123 Plus 10 125


nfortunately my passport was lost by the courier on the return trip from the Pakistani consulate and when I got a new one sorted, I got an eye infection just prior to my departure. Pakistan was not to be that year. Too bad, since the guys I was going to meet there had a ball, had amazing flights and broke all kinds of records.

Fast forward two years through some more visa requirements, this time to become a permanent resident, and some money making exercises and we get to 2010. Pakistan is not known for its safety and stability. Whenever it is in the news there are bombs exploding in the capital and the western frontier where al-Qaeda or one of the many other fighting groups wreak havoc. The south-west of the country has no law enforcement at all and the big metropolis of Karachi holds

daily religious killings. However, the country is big and it is easy to avoid those hotspots, more so as the areas of interest are far away from the unrest.

Before I started organising my trip, I had my reservations about the sanity of the idea and asked Pakistan veteran Brad Sanders for his advice. He sort of put my mind at ease by saying how wonderful the people are and telling me about his own experiences.

The picture of Pakistan we get dished up through the western media is highly exaggerated and doesn’t do it justice. Don’t get me wrong, the violence is real and the government is the most corrupt in the world. However, as a tourist with a bit of commonsense, you can have a most enlightening experience revealing a very different Pakistan, not to mention the amazing flying.

I spent days online to get as much information as possible, looking at track logs from people who had been there, GPS coordinates of important points in the landscape, transport, accommodation, local contacts, airline tickets; the list went on and on. I spent hours on Google Earth to study the lay of the land and the possible routes. It was all part of the fun though and if I got frustrated with something I found myself going to YouTube to watch some of the awesome video footage of flying in the Himalayas.

Although I usually prefer to travel by myself, I felt that this trip warranted the inconvenience of a travel companion to share the load, a load in the literal sense of the word as we were travelling with a lot of gear. Grey Hamilton turned out to be the almost perfect candidate; he doesn’t snore, his farts smell as bad as mine, he is always upbeat and he can put up with my bad sense of humour.

With the original date of departure set for the beginning of May, we soon ran out of time. Grey wanted to buy a house before leaving and I had some difficulty getting my oxygen system from the US. Getting the visa for Pakistan wasn’t straightforward either, with more than a few emails and phone calls needed to satisfy the authorities. In the end Grey got his house and his visa a week before departure and I got my oxygen system the day before departure which had been rescheduled for 25 May.

Our plan was to spend two months in Pakistan, then travel overland to India to shelter from the monsoon in the far north and end up in Nepal in October to do some tandem work in Pokhara. It meant

H G F A H G F A

that we had far more luggage than the 30kg allowed on our Emirates flight and ended up sending 30kg by airfreight. The day of our departure it rained cats and dogs and it felt good to leave the approaching winter behind.

We had a 16-hour layover in Dubai, with hotel and food paid for by the airline, so we had the time to go into the city and see the outrageous use of steel, glass and concrete to build the most extravagant structures. The money, energy and materials wasted on creating a totally artificial living environment is concerning and makes a joke of our efforts to save energy. However, it is there and interesting to look at and; we flew

there in a gas guzzling jet so I should just let it go.

We arrived in Islamabad at three in the morning so we hung out at the airport till daylight. Then we dropped our stuff at the hotel and went in search of our local contact who runs a travel agency and is the president of the Pakistani Association for Free Flight. The reception was amazing. Everything was organised for us. In one day we had our extra luggage cleared from the airport, tickets for our onward flight, sim cards for our mobiles, our money exchanged and we got to meet lots of local pilots at an evening BBQ. The next day our flight got cancelled so we ended up taking the bus, which was organised for us as well.

Our first destination lay in the north-west of Pakistan in the province of Chitral, a one-hour flight from Islamabad or as we did it, a gruelling 17-hour bus ride. Once there, we installed ourselves in a little hotel where we would stay for the next 30 days. Our local contact; Farhad, son of the former king of Chitral and a pilot himself, visited us in the evening and filled us in on the local dos and don’ts.

The take-off is a 40-minute drive to what once was the summer residence of the royals. The grassy slopes around the remnants of the summer palace lay at 1600m above the valley floor which runs north-south. To the north-west the view is dominated by the bulk of the 7708m high Tirich Mir, a complex ensemble of peaks and glaciers. The main valley runs further north to Booni and Mastuj, where the main road veers of to the east.

Our first morning was spent putting our flying kit together and Farhad helped

us find a place to fill our oxygen bottles. The day was flyable so in the afternoon we went for our first flight.

With the take-off at 2700m and cloudbase at over 5500m, the pre-flight prepa- rations are a bit different than for a flight in NZ. Although the temperature on take-off is a balmy 25ºC, we have to dress for temperatures below freezing. By the time I’d put on my long johns, fleece pants, pants, flight suit, two down jackets, balaclava and wind stopper gloves I was dripping with sweat. It took a few flights to get into the right routine to get everything on and hooked up in the right order. When acclimatised properly, you won’t really need extra oxygen till you reach 6000m, but I found it gives instant relief for cold hands and feet when you turn it on.

Our first flight was about three hours long and took us up to 5500m. At that altitude the horizon is a long way away and left us with a vista of mountains after mountains after mountains. Tirich Mir looked only a glide away, although the distance is about 40km. To think that we flew a good 1500m higher then the

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PArA-Kiwi in PAKistAnRobert van den Ham, reprinted from Airborn NZ magazine

in sePtemBer 2007 i Was all set to go to Pakistan, i tHougHt.

tHe Previous year, WHilst in Bir in tHe nortH of india, i Had

made contact WitH some PeoPle tHat Had Been to Pakistan

and tHeir stories aBout Big mountains made me Want to

Have a look for myself.

Rob in the air

Rob getting all his gear on

View of Chitral Valley

Ridge soaring Hunza at 6000m


ripping through and the sky fills rapidly with puffies. It is Saturday so we have spectators. Dimitry gets dragged on launch and ends up in Mukrim’s glider, doing some damage to his competition lines. We all take off and get hovered up to 5000m in no time. I don’t get time to put my feet in the stirrup till I get to cloudbase.

I’m in a hurry so I lead the way cross- ing the Chitral Valley. The first part of the flight is going to be a repeat of the flight of two days ago, so I fly straight to the thermal points I remember. The clouds are forming on the mountain range, one valley back from our previous flight, so I cross over into the next valley and fly from thermal to thermal, not bothering to climb to cloudbase. The thermals are very strong and entering them is like rid- ing a wild bull. Several times my glider collapses and opens with a bang so loud, I have to look up to see if it hasn’t exploded. I get 8m/sec sustained climbs and Grey goes two better with 10m/sec, averaged out over 10 seconds. On the glides I get time to adjust my gloves and to take in the scenery, but overall it is rather intense flying.

The views are spectacular. From our vantage point it is hard to get a grip on the scale of things. The valleys are at 1500 to 2000m altitude and when we get below 4000m we feel that we are getting low. The valley we fly up is about 40km long and ends in a glaciated saddle at an altitude of about 5500m, We fly over the saddle into another valley that runs east for about 20km. At this stage I’m flying with Dimitry, Grey is about 10km behind

us and Mukrim has gone down to land in Chitral to repair his broken line. I cross the saddle with 150m to spare and have to choose between the left and the right side of the valley. I choose left and get totally drilled. I drop like a brick and see a premature end to my flight looming together with a monster walk out through this desolate rock strewn desert. I manage to cross over to the south side and soar some little ridges on the 40km plus wind that is blowing down the valley. I jump from ridge to ridge flying backwards in dynamic air mixed with the occa- sional thermal. Then the valley floor drops away sharply where it connects with the next valley system. I stay very close to the true right hand side of the valley and find the life saving thermal that takes me all the way to 6200m and safety.

Dimitry came over the saddle and chose the right side and flew straight into a thermal that kept him well above 4500m. He joined me in my life saving

top of Mt Cook gives an idea of the scale of things.

The landing was an adventure in itself. To avoid the expected crowds, I didn’t land on the polo grounds in the middle of town, but on a small field next to the castle, some distance from the centre of town. I had been spotted though and within minutes of landing a crowd of hundreds of kids and adults came crashing through the bushes and orchards and surrounded me. That gave me the first lesson in crowd control. In future landings I would pick out an English speaker in the crowd to keep the people away from my gear till I packed up and then I would pull out a packet of biscuits to share with them. Not that I ever had to worry about things getting stolen, which not even seemed to cross their minds. A few times I forgot an item, but it would get picked up and returned to me.

Walking back to our little hotel, we bumped into Mukrim, a pilot from Canada who had arrived in the Chitral area a few days before us. In the following week Dimitry, from the Ukraine, joined us which made the four of us the only foreign pilots in the area this year.

This first flight left us totally wanting more. The sight of Tirich Mir and the mountains further north was irresistible. I came to Pakistan with a plan, aiming high. The record flight to beat is the 260km from Booni to Karimabad, a flight due east along an east-west running valley for most of the way, which can be extended on both ends. Starting from Chitral adds a few kilometres and on the other end it is possible to fly further east towards Skardu.

In the next three weeks we acclimatised, got used to the scale of the landscape, the size and strength of the thermals and figured out a way to connect Chitral with the existing route east. However, although we had epic flying, the conditions were not conducive to long flights for which one needs a higher cloudbase and less cloud development. The one shot we took at it was well-timed and made for one of the most memorable flights. Here is an extract of my blog for that day:

12 JuneBlue sky again and the taxi driver is late picking us up. Once on the launch site it is clear that we have wasted a few hours of flying time. The thermals are

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6700m cloudbase

I give biscuits, you carry my glider, Hunza

Chitral looking north towards Booni. Iron ore rich deposits in the foreground

Attabad group Hunza

Kalash girl Chitral and a centenarian, 111 years old

Flying above Karimabad Hunza


H G F A

thermal and together we spiralled upwards. Then he glides of towards Mastuj with bad stomach cramps and ends his flight there. Now I look down on the Shandur Pass and into the Ghizer Valley that runs all the way to Gilgit.

For the first time I get an impression of the scale of the landscape. I’m at 6200m, some 2000m higher than Mt Blanc, but here I’m soaring around the summits. The snow-covered peaks domi- nate the view in all directions as far as the eye can see and the valleys, far below, are coloured by a patchwork of bright green irrigated fields surrounded by endless acres of barren rock. It is about 3pm and I should have another four hours to fly the 200km to Gilgit.

I try to raise Grey on the radio, but get no reply. I don’t know if he made it over the pass, so now it is each for himself. With a light tailwind I’m doing 45 to 50km/h and make good progress. The sky ahead is over-developing, but there is still enough sunshine on the ground to provide a climb every 10km or so.

Then Grey comes through on the radio. He had a similar experience to me coming over the pass and is some 30km behind me. The kilometres tick away and I’m getting in a rhythm of sorts, climbing, gliding, climbing, gliding. Every time I get over 5000m I turn on my oxygen system to get a little squirt of gas with every breath. Its effect is almost instant and most noticeable in the fact that my hands and feet warm up again. At the 120km point the cloud cover increases and the climbs become more difficult.

Grey comes back on the radio saying he is going to land. I push on another 10km and then I fly into a headwind and strong sink. All of a sudden the ridges have rotor and I sink below 3500m. Ahead the valley becomes narrow and it looks like potential landing spots are far and few between. I try to get Grey on the radio to tell him that I’m turning back to join him, but I get no reply. At 130km I turn around and soar the cliffs in the valley breeze to maximise my return distance. I can see the poplar trees slowly swaying in the wind and my GPS indicates a 15km/h tailwind. I line up a nice green field and hover upwind for several minutes to check for gusts and powerlines. It’s a real spiderweb down there, but the wind is constant. My hovering has attracted the attention of everyone in the village and I land on the road in front of the usual crowd.

I pack up quickly with the help of the English-speaking local and I’m ready just as a jeep drives up. I get a ride on the roof and leave the stunned villagers behind. I hope Grey has kept his radio on so I will not drive past him. Every few minutes I try to raise him, but get no reply. Then I come around a corner in the valley and my radio jumps to life. I tell Grey I’m on a jeep and instantly he says that he can see me. I expect to see him on the ground, but he is nowhere to be seen. He urges me to stop the car so I do. The car leaves and I’m in front of a little shop on an empty road in the middle of nowhere. Grey is not answering my calls anymore and for a moment I start to question my sanity. Did I really talk to him? Why is he not answering?

I climb the ladder that’s standing against the shop wall and try again. A flustered Grey comes on the radio. He has just landed flying backwards and has taken a tumble. He was still flying when I came around the corner and he saw me on the roof of the jeep. All is well and after a few minutes I walk into his welcoming crowd.

While Grey packs his gear I stop every vehicle that’s going back up the valley to get a ride to the nearest place to spend the night. Not that there is a lot of traffic though. The third car is a taxi, actually going in the opposite direction, but for the price of a bus ticket from Islamabad to Chitral he will take us 10km up the road. We are tired and don’t fancy getting stuck where we are, so we pay the 500 rupees. The Lake View Hotel in Phander is just perfect for us. Situated on a high point above the lake we have a great view over the valley. The public bus passes the next day at 2 o’clock to take us on the five-hour ride to Mastuj where we spent another night and then take a taxi Jeep back to our hotel in Chitral the next morning. Cross-country flying here is a test of endurance. We decide our next flights are going to be triangles or out-and-returns to cut out the retrieve drive.

From Chitral we moved to the Yasin valley, about 200km east of Chitral, a two-day trip by bus and jeep. In the past month we had all been sick at some point and the lack of a complete diet started to make itself felt. Our bums got fairly skinny so that the long bus rides were becoming painful on our backsides.

Via our royal connection we got in touch with the remnants of the royals in Yasin. Our host, the chief justice of Gilgit, put us up in his summer house where servants looked after us with food and drinks. This valley was uncharted terrain for us so we had to find a suitable take-off and had to learn the lay of the land. It turned out to be a magic spot with potential for many days of flying up the main valley and the many side valleys that feed into it. The highest peaks are over 6000m and the cloudbase was high enough to allow us to fly over the tops. The enormous glaciers looked like highways snaking down into the valleys and the summits where caked with fluted snow. While Grey and Mukrim went of to the annual polo competition at Chandur Pass I had the most fantastic flight around one of the highest mountains in the area. Again an extract from my blog.

6 JulyThis morning I’m going it alone. Grey and Mukrim are leaving for Chandur at lunch- time, so I take the taxi to the bottom of the hill by myself. The conditions look great and again we start walking too late. I think this site is on early in the morning and a good launch time would be 10:30am. When we walk up, yes I’m using a porter again, the thermals come through strong, but by the time I’m ready to take off the sun has gone to the side of the hill and thermals are less frequent. It is so bad that I almost bomb out and

have to pull all the tricks out of the bag to stay in the air. The house thermal is not working and it is not soarable. I try my luck further away from the hill and find something to get me back to take-off height, but then I lose it. I go for drastic measures and fly across a valley onto some scree slopes baking in the sun. It is still not convincing and it takes a lot of manoeuvring to work my way up high enough to cross the main valley and finally hit the good stuff. When you only get one shot at the day and you have to walk two hours to get to the launch site, it’s a good incentive to try a bit harder.

From then on it all becomes easy and the next hour to reach the head of the valley is a walk in the park. It looks very feasible to fly close up to those awesome glaciers we saw yesterday during our excursion by road. Now I just have to make the right choice; do I go wide and

Frozen passenger after reaching 7455m

Take off above Karimabad, Hunza

Top: Paraglider over Baltit Ford, Hunza

Tracklog on Google Earth; Yasin, Mt Twy, from the north

Interested crowds

Rakaposhi 7788m, Hunza

for the complete motorised experience

www.poliglide.com


is an imposing sight with glaciers running of its slopes to all sides. Behind the village the 4922m ‘Lady’s Finger’ stands out with its red coloured rock and right next to it is a whole cluster of 6000 and 7000m high glacier-capped giants.

The first two days I was by myself as Grey and Mukrim were still at the polo festival. My first flight was a bit of an anti-climax. Surrounded by all those giants I only managed a glide down to the valley. The second day was better and I was able to climb up to the Lady’s Finger and fly around the summit of the 6100m high Hunza peak. The sight of the glaciers in the valley over the back is hard to describe, freeways of ice filling the valley floors and so many peaks with near vertical faces plunging down thousands of metres. Flying along those walls, almost brushing the snow with my wingtip, playing with my shadow on the snow for the best pictures, I really felt privileged to be there. Those flights were of great intensity and it was only after looking at the video footage afterwards that I could fully appreciate the full scale of the experience. When I look at the video now I can’t suppress a huge smile while I still get butterflies in my stomach.

The flying conditions were challeng- ing with stable, hot weather making it hard to get away from the take-off. We all had to deal with the frustration of a top to bottom at some stage which was particularly frustrating on one day, when base was high and Grey had a spectacular five-hour flight to Rakaposhe while I was on the ground within 20 minutes.

What has made our trip to Pakistan so memorable, apart from the outrageous flying, is the interaction with the people. The people are genuine in their desire to help and it was rare that I felt taken advantage of. Never did I feel threatened or unsafe, whether during the day or in the dark walking back to the hotel during a power cut, something I can’t say I feel comfortable doing anywhere else I have been. In no other country, including NZ, have I ever felt so safe.

Every time we landed after some XC flight we would be welcomed by a crowd and invited to stay the night. Never were we hassled or targeted for our money and seldom did we end up paying a ‘tourist’ rate. People would spontaneously come up to us to offer their help and that not for monetary gain. It may be a behaviour that is imposed by their religion, but it certainly felt genuine.

Here’s a few statistics of the time spent

in Pakistan. We spent roughly 63 days in Pakistan. Of these, 25 were flyable and on 23 of them we actually flew – so we flew on roughly every third day. It rained or was not flyable on 21 days which makes for 30% of our time in Pakistan. We lost four days to travel time back from our XC flights and used seven days to get to the different flying sites, not including our return to Islamabad. Finally, I was sick on five days. Our total expenses once in Pakistan were US$1000, about US$15 per day.

We had very few days with a cloudbase exceeding 6000m, something you need in this area to be able to fly big cross-country distances. The prevailing upper level wind direction was west to south-west, rarely exceeding 50km/h.

STATISTICS

Longest flight 140km Longest time in the air 7 hours Fastest climb 11.7m/sec / 2300ft/min Highest altitude 7544m / 24 750ft Total flying time 75 hours

History hasn’t been very kind to this part of the world, it has been a playground for the big powers to play their great game. On top of that, as I write this, 14 million people in Pakistan are dealing with one of the biggest natural disasters the world has seen. The monsoon rains are destroying everything; infrastructure, crops, houses, food stores and livestock. It takes a fair bit of resil- ience to deal with so much drama. It is a country with a hopeless political situation where corruption is everywhere, but also a country with the most beautiful mountains and an exceptional playground for paragliding pilots. I hope it will stay accessible for foreigners in the years to

come both for the benefit of the Pakistanis and the visitors.

If you are interested in reading my blog [Parakiwi.blogspot.com]You can find most of our tracks on Leonardo and I have a slideshow with a selection of our photos on Facebook.

follow the sunny sides of the mountains or straight across onto these massive walls of ice and hope for some dynamic lift? Small thermal clouds are actually forming on the shady side of the mountain and I decide for the direct route.

From 6000m I glide over the main valley, onto a shoulder and soar my way up close to an enormous wall of ice. What a totally awesome spectacle. There is no way to describe this. I’m flying over miles and miles of ice and I’m thermaling up on some lift generated by the few rocks that are not covered by snow. I glide along the entire north face of this mountain towards a saddle which I reach just a bit too low to see what’s on the other side. I have not the faintest idea of the lay of the land on the other side and have to make up my route while I’m there.

I find some lift at the far end of the saddle and get enough height to glide back and get a look over to the other side. I have two seconds to make up my mind whether to go across this pass or not. In those two seconds I see a massive wall of ice, a glacier at the bottom of the valley and a rock face at the sunny side and way down a river that seems to flow to the south. I pop over and immediately regret it. The sunny rocks are not that high above the glacier and the lift generated by them is very broken. The bag of tricks is being called upon for the second time today and the prospect of a three-day walk out keeps me fighting. It works and the reward for this is a flight to the summit of this 6500m high monster of ice and rock called Twy Mountain. I get to the sunny side which has more exposed rock and easily thermal to the top.

From this altitude the topography of the area is clear and I can see my way back home. It is only 2:30pm and I have a ‘What now?’ moment. What do you do after such a spectacle? I decide to put the

Chandur Pass into the ‘Go To’ on my GPS and find that it is only 82km away. I make good progress for the first 15km, but then it gets more cloudy ahead. With many more mountains to cross and a totally unknown lay of the land, I decide that I have pushed my luck enough for the day and head for home. I only have to fly out of this one valley for 15km and I will be home where the cherries and green tea are waiting for me.

I can’t figure out what is going on with the air. As soon as I decide to turn around, I find massive sink and headwind, then get propelled up in erratic thermals to fall out of the sky again with a tailwind. The prospect of a landing in this narrow valley looms and the walk out would be a total bummer. I skim the mountain side to catch as many bubbles as I can and slowly get to the mouth of the valley with a sigh of relief. I go on final glide, clear the last powerlines with one metre to spare and touch down

at the far end of the landing field. My approach was so low that nobody saw me coming and for the first time there are no hordes of kids to deal with. What a totally awesome day!

There was so much more flying to be done in Yasin, but time was ticking away and we wanted to see at least one other flying site.

Karimabad is situated in the Hunza valley, running from the Chinese border in the north to Gilgit, 250km to the south. The valley is part of the ancient silk route now better known for the Karakoram highway that connects China with Islamabad. This is part of the Karakoram Range, with the greatest concentration of the world’s highest peaks, 14 summits over 8000m.

I was already blown away by the size and beauty of the mountains I had seen so far, words fail to describe them around Karimabad. The highest in the valley is Rakaposhe, only just short of 8000m; it

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Two amigos at Mastuj after 100km and seven hours flying

Twy Mountain, Yasin

Yasin; mountains after mountains after mountains


Avisit to Mal Bennett’s workshop in Mordialloc on 8 November 2010, revealed that Mal continues to make good progress with the

Minimoa he is building for Fernando Salazar.The fuselage is having the control

circuits and fuselage fittings made and installed, the ply for covering has already been fabricated. The canopy frame is almost complete, and the rudder, elevators and horizontal stabilizer have been fabricated ready for fittings and covering.

The laminated wing spars have been completed and shortly the long process of building approximately 120 wing ribs will commence, each taking around 75 minutes.

Mal does not like to estimate a completion date, preferring to say that the Minimoa will be finished when all the building processes are completed!

However, as the photos show, it is certainly well on the way.

The Minimoa was developed from the 20-metre span Moatzagotl. It has a 17m span cantilever wing, and for cloud flying the structure was stressed for a

load factor of 10 instead of the more usual eight. The first prototype flew in 1935, and three were built before a substantial redesign included lowering the wings. Wolf Hirth and Martin Schempp built 110, commencing production in 1936, until production stopped in late 1939. Four Minimoas are still flying: two in Germany, one in Japan and one in the UK.

Winter Wander

Jenne Goldsmith – Vintage Times 120

David and I were enjoying mostly circuits and some blown out, washed out weekends when we had

an irresistible invitation from many leagues north.

John McCorquodale was planning to attend a wave/ridge soaring camp at Gloucester, north-west of Newcastle, with his syndicate K7, VH-GPG, and asked if we would be interested in joining them for a bit of winter fun.

Justifying a trip to the warmer north by tying in overdue visits to family and friends, we thought for about a milli- second before agreeing to hook the trailer carrying Ka6E, VH-GEA, onto ‘Fred’ Fiat for a very pleasant winter wander.

We arrived in the Hunter Valley on the last day of July to overnight with my brother and family. Our drive up to Gloucester on the first day of August was positively tropical: 21ºC! I started to worry about not having suitable clothing for all this heat. The sun was shining brightly and the wind was light. A call to John revealed, however, that all was not as bright as it seemed.

Gloucester had received deluges of rain the previous week, and the dairy farm on which the airstrip was located (home of the Gloucester Aero Club) was a quagmire. John had succeeded in towing PG into the airstrip with his four wheel drive, over the same track that 480 cows walk twice a day to be milked, but recommended that we not do the same. The thought of all that deep, wet cow manure got our instant agreement. John’s graphic description of the new ‘paint’ job on the trailer (plumes of chocolate manure to roof height) belonging to one other of the party after he had decided that some speed was necessary to nego- tiate the bog, was also very persuasive.

We towed our trailer to the Gloucester Caravan Park to meet up with the other ridge/wave hopefuls camping there for a very pleasant social evening.

The next morning dawned bright and clear. We took a ride with John out to the airstrip for the 9:00am briefing. The weather was perfect, the scenery glorious and a very inviting wind blew directly onto the ridge. However, after taking a squelchy walk up and down the field, it was sadly agreed by all attending that the pudding that was usually an airstrip

was not going to dry out quickly enough to allow operations to take place before the week was out, especially as there was an expectation of some showers as a front passed through over the next day or so.

Spirits were not to remain soggy for long, however. A new plan was made! Lake Keepit was, after all, only a few hundred kilometres over the wild New England Ranges away. The seven-day- a-week operation there could easily cope with a few refugees from the Gloucester bog.

So it was that three gliders in trailers set off for Lake Keepit, the Goldsmith’s via Armidale to visit friends and relatives as the front passed through. Gloucester had the last laugh however, with ‘Fred’ Fiat having to be ignominiously towed backwards out of a bog in the caravan park by the park tractor before we could attach trailer and get on the road.

Lake Keepit airfield proved to be agreeably dry and we were warmly welcomed by mid-week manager and CFI, Ian Downes. It is an extraordinarily picturesque place to fly, with the lake, ranges and plains adding much variety and interest. The fertile Liverpool Plains to the south were, however, pooled with water, indicating that an outlanding anywhere maybe fraught with more than a little difficulty, therefore best avoided.

This had not prevented the refugees who preceded us from Gloucester – Arie van Spronssen and Phil Endicott – doing some good cross-country flying on the Wednesday while we were travelling down from Armidale.

intage gliding cornerV

[www.vintageglidersaustralia.org.au]

Front cockpit activity – the canopy frame is in place and will be ply covered when the nose is covered

Mal Bennett and Jenne Goldsmith with the horizontal stabiliser and elevators, spanning three metres

Mal and Jenne in the workshop Photos: Dave Goldsmith

The fuselage turtledeck ply removed to reveal the fuselage interior and elevator pushrod

australia’s first minimoa takes sHaPe

Dave Goldsmith – Vintage Times 120

The canopy frame held adjacent to the main bulkhead, with the wing fittings clearly visible

The rudder is installed for fabricating fittings, the tailplane attach bolts clearly visible. The rudder is removed via quick release fittings so that the tailplane can also be removed for trailering

This photo was given to Andrew Fullarton several years ago by Lindsay Porter. It shows Lindsay’s (late) uncle, Don Williams, seated in what appears to be a Rhon Ranger at Berwick.

At Gloucester, the gumboots say it all!

Rigging in front of the Lake Keepit clubhouse

Photos: Dave Goldsmith


On Thursday the Cu flourished and gave climbs to about 3500ft agl. The light wind on the ground made conditions very pleasant while a stronger westerly upstairs encouraged some streeting. David enjoyed almost an hour before coming down for me to have another 42 minutes of pleasant exploration.

Friday brought higher cloudbases and reliable climbs encouraged going further afield to have a look at Carroll and mooch along the Carroll Range. Some strong Cu over the range gave climbs to 5600ft above Keepit, and an eagle showed me a good climb over the valley on the way home, not long after I had been assessing the paddocks for their outlanding potential (wet!). It was a thoroughly enjoyable tour of almost three hours, a lovely treat in mid-winter!

On Saturday we had the pleasure of being launched by Harry Medlicott’s

dyneema cabled winch (previous launches had all been by aerotow). It delivered very smooth, powerful launches to about 1900/2000ft agl in the light wind conditions that prevailed on the day. David enjoyed a flight of one hour 16 minutes with climbs up to 3700ft agl before he handed VH-GEA over to me to indulge in a last flight of 25 minutes before landing to de-rig for the trip home.

The sky on Sunday looked pretty good as we drove south and we mused over whether we had done the right thing to de-rig. An attempt to fly as far as possible would have been fun… but then… it was a bit wet around the place. There is always next year. We had a great time, the company was fantastic, the weather definitely warmer than at home, and we had all that wonderful soaring to boot!

Anyone interested in a 2011 winter wander?

JaPanese vintage

glider museum

Planned

Ken Ueyama

Lake Keeping: an extraordinarily picturesque place to fly

intage gliding cornerV

attended the inaugural meeting of the Vintage Glider Restoration Project towards the end of last year in a meeting room of the Japan Aeronautic Association in Tokyo.

It was planned by Messrs Ikeda and Higuchi of Takikawa Skypark. The main topic was Mr Honda’s 12 vintage gliders which they have acquired. The Long-wing Kookaburra and Kingfisher are also included in this transition. All of the former Condor 4 restoration project members, and Mr Maeda from Kyushu were there.

They are trying to establish a Vintage Glider Museum in Takikawa with the restoration shop within the same building. They are asking everyone to contribute in many ways. I took your magazines and committee reports to show how Vintage Gliders Australia is operated for their reference.

We are a long way from what you have now but we must start somewhere and go forward step by step, otherwise many of the precious vintage gliders in Japan will be disregarded and their history forgotten. I will try to act as go between for both organisations. I believe they will need a lot of help from Vintage Gliders Australia.

i

Are You Having Problems Down- loading Your Logger Onto SeeYou?James Cooper

G F A

I have noted that a lot of people have an issue downloading their logger onto SeeYou when they have a USB cable. The problem

is relatively easily fixed.When the USB cable is installed onto

the computer it makes a virtual COM port and gives it a number; no need to know what that means other than it gets a number.

The problem is that SeeYou sometimes looks for the wrong number and ‘automatic’ does not help. To find the COM port we need to search the computer.

I have used the screen shots on XP. If the instructions say ‘click’ then it means ‘LEFT click’ except when otherwise stated.

Plug in your USB cable to your logger. Click on Start. RIGHT click ‘My Computer’ and click ‘Properties’.

Select the ‘Hardware tab’ then select ‘Device Manager’. You will then be given a list of Device Managers. Click on the ‘+’ next to ‘Ports’. Look for the Serial on USB Port, in the case illustrated there is only one port showing. Take a note of its number, ‘5’ in this case. It will tend to stay the same so you should not need to keep looking it up.

Now it is time to open SeeYou. Click on ‘File/Connection Wizard’. In the area that selects the interface, click the drop down on the right of the selection window. If the COM port is not the same as the

number we found earlier, select the incorrect port, COM3 in this case. Change the name to the com port that is available; COM5 in our case (see below).

You will now be free to upload your logger files. Don’t forget the COM port as you will need to keep selecting it each time you download your flights.


overvie WThis series continues to review the sport’s characteristics reflected by its airframes. Having put the cat amongst the aviators during the earlier notes, it is time to expand a little more about the thinking that informs the propositions being put in this series.

generations WitHin tHe fleetThe gross numbers about the Australian sailplane fleet were put up in the pie charts in the first note. Now in the chart shown with this article, these numbers have been reverse-applied over the decades; so that the rate at which the units have accumulated to form today’s fleet can be appreciated.

That is, airframes that have come and gone are generally ignored in the review.

The short term bumps in the numbers are smoothed, and the resultant diagram becomes:

The purpose of graphing this way is to get a sense of periods in the sport’s existence where similar things are occur- ring. These have already been termed ‘eras’ in the commentaries of these notes.

The primary glider era can be seen dotted at left. Airframes were added and also removed.

The follow-on period sees gradual growth in airframe numbers then represents the mutual help period of airframes club-built and then increasingly manufactured.

Airframe preservation practices developed then result in significant numbers still in existence in the overall fleet today.

This is followed by the rapid growth in adding airframe numbers characterised by the strong Australian buying power for imported metal and FRP airframes during the sport’s ‘golden period’. A sizeable portion of these are still in the overall fleet, but with potential to be removed by life limitation or absence of interest by a custodian fraternity.

The most current period at the right of the chart shows a modest rate in adding new airframe numbers. The underlying reasons and drivers are quite different now from previous eras.

The sport at the beginning of the chart has a few hundreds of participants. The mid-period sees arguably 4000 to 5000 participants. The end of the chart sees 2000 participants.

These numbers impact the pilot airframe ratios. In the early period, pilot/airframe numbers began at 30:1 and moved toward 12:1 as new airframes were added in growing numbers and pilot numbers grew steadily.

With large numbers of new airframes in the mid-period, pilot numbers for each new airframe added per annum could be in the range between 30 and 12:1.

At the right-hand end of the chart, while pilot numbers/airframe in the fleet as a whole might be 2:1, the ratios pilots/airframe in the categories defined in earlier notes can be categorised as:• new airframes entering

Australia each year now 110.0:1• vintage airframes as a portion

of the pilot population 1.5:1

• existing airframes 20 to 40 years across the pilot population 3.0:1These numbers are illustrative of the

little effect present new airframe arrivals are having on the sport renewing itself in the present period because of the existing airframe numbers available to the current pilot population.

However, airframes are not equal. When operated primarily by clubs for local flying, the emphasis was on simple, cheap, lightweight possible by single wing configurations; characterised by the ES series from type51 to type59.

With solo cross-country and contest flying as the goal, then airframes limited in span suiting two-person rig came to the fore; characterised by Standard, 15m, Racing ‘Classes’.

With easy consumer flying and motorised launch/retrieve, larger airframes become more appealing. Thus, irrespec- tive of their presence in the fleet, at particular times some airframes have little appeal, lack a custodian advocate group, and are considered disposable. This has an important impact on the real capacity of gliding to serve its customers.

The motorglider contribution is 74% of total new airframes (pure and motorised) inflow over the last 20 years; being 37% of all motorgliders flying in Australia today.

To both, those organisations wishing to appeal to modern customers, and the individual wishing to be independent, this is good news.

Thinking about Australia’s Sailplane Fleet – Part 3Emilis Prelgauskas

In concert with this comes increasing load on the sport’s volunteer and paid qualified people to service these more specialised airframes. With particular emphasis in the emerging divide between the operating entity, its limited in-house expertise or willingness to be hands-on, and increasing reliance on external support.

The associated move toward flying as ‘boring holes in the sky’ brings entry to (motorised) sailplanes closer to the ever-easier power join-the-dots style flying learning schedule.

Because the really hard bits in traditional gliding are:• following another aircraft in

formation while attached by string, • climbing nose up while attached

to a ground base reel, and • having to find your own thermal

once off such launch.Avoiding all this makes the sport

much more customer friendly.For those who find the positive

challenges of the sport to be in the tough bits, this moves these pilots ever more to another segment away from the easy flying sport, as has already been outlined in these notes.

The result is that the emergent ‘new’ sport is likely to be quite different to what has been familiar to pilots flying older (20 to 40-year-old) sailplane types, particularly where usually flown off winch launch.

The divergent gliding forms might be separated as:• easy consumer flying made possible

by motorised launch, touring and retrieve

• embedded in a good performance, but easy-to-fly airframe

• the more traditional pure sailplane operation separating into » simple customer friendly hire and fly » fully specialised performance offerings

» fly-by-the-numbers hierarchy » independent operation

Where qualifications in one of these sport forms will have little meaning in any of the others on the list.

Where enjoyment captured in the one will be of quite a different character to that in the other.

The challenge for the easy-flying segment to make it the dominant form and characterise the new gliding will be to introduce sufficient numbers of new powered sailplanes, not only to build that fleet (both to meet current pilot numbers in clubs and in private owner fleet) but

to replace the oldest current airframes, notably Motorfalkes.

This type, based on pre-WWII design, is a substantial baseline to current powered sailplane activities, but it lacks the customer appeal of modern sleek plastic. This suggests an expectation for 200 new airframes in the short term, and 100 further units in the medium term; a re-equipment in the order of $30m.

The current evidence from the public ‘for sale’ material is that there isn’t that level of take-up in either new or second-hand markets; attributable in the new to the absence of asset value or investment funds toward that transition and in the secondhand, the mismatch between older airframe and consumer expectation. The need is for an entrepreneur at the finance end, rather than buyer or seller levels, and this seems to be the missing link in making this expectation a reality.

Some linkage between old pure airframes and the move to powered sailplanes can occur through innovation, such as emergent potential using jet and electric motors to retrofit to existing airframes.

This is to be applauded. However, the likely conversion numbers compared to fleet-need are small, the airframes are still old, and it does little to address either getting new airframes into the sport, or types aligned to full certification for use in a rigid regulated sport structure.

r etaining cor Porate knoWledgeThe earlier note in this series talked about specialist operators as a success path. The most obvious of these are the youth-specific clubs.

Clubs have in the past been formed for Air League, Scout, Air Cadet, tertiary education and juniors’ levels.

There was a hope by some of their founders that both this specialisation and the target audience would permit these clubs to be a ‘feeder’ baseline of knowledgeable people in later decades to other clubs from which the next generations of contributors and holders of the sport’s corporate knowledge would arise.

This thinking presumed that:• the members’ contribution ethic in

those club operations was the base of the club culture

• the members having left the club and sport in their career pursuit and family life stages, would return later to a new club of their choice when ready to re-enter the sport

• having at that time a foundation and background ready to make a contribution more broadly to the sportThere is a whole strategy about

‘paying it forward’ which underpins the original investments into forming these targeted clubs.

This category of clubs, however, have in recent years been subject to new societal imposts which have interrupted that hoped-for chain of feeding focused, committed and succession capable people toward gliding. Economic rationalist policy has meant not only removal of external funding underpinning but also decline of contribution by members of the overarching institution to its allied social bodies.

More complex equipment, notably motorgliders, also gets in the way for retaining contribution across the membership, particularly newer members.

The potential for pay-for-use and personal goals focus trends away from building corporate knowledge and commitment.

As the sport moves toward easy-customer-friendly flying as the leading paradigm, this results in:• further obstacle to schooling

succession capable people• further embeds reliance on external

and paid support• further places reliance on prescrip-

tive rules as substitutes to good safe practices

• further alienates all the other smaller expressions of gliding forms identified in this series of notes.In summary, gliding is fractured into

discordant parts with little in common between sectors. The federation in servicing one segment, which it hopes is the dominant one, actually fails to serve clubs and pilots with pressures in other areas.

The elephant in the room is the asset decline and scale of renewal for the sport to be viable. Where there is, for the first time in the sport’s history, no overarching grand idea for enthusiasts to gather around. And the needed venture entrepreneurs are yet to be identified.

Emilis Prelgauskas has over four decades been founding member of several gliding club structures and flying sites. His contribution has been and continues in skills, resources and innovation.

G F A G F A

Emilis Prelgaukas

Numbers

Decades

SELF HELPEra of Primary Gliders

Manufactured SailplanesMUTUAL HELP

Home BuiltAustralian Manufacture

Imported Sailplanes

THIRD

PARTY RELIA

NCE

Motor G

liders

Consumers

Vintage Sector

Performance Sector


HGFA News • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

Red Bull X-Alps 2011Thirty top athletes from 23 nations have been chosen out of the world’s top paragliding and endurance elite.

Every application was assessed by the Race Committee and selection was made on the strength of each applica-tion, the applicant’s flying skills and endurance ability.

Swiss athletes have won all previous Red Bull X-Alps and after 2009’s cracking performance, defending champion Christian ‘Chrigel’ Maurer, will start as favourite and is therefore given the coveted SUI1 (Switzerland 1) team code. Chasing hard will be two-time winner Alex Hofer (SUI2) and Martin Müller (SUI3).

Among the returnees on the start line in Salzburg on 17 July 2011 for the 864km race will be Heli Eichholzer (AUT1) and Christian Amon (AUT2), keen to make amends after disappointment in 2009. Eichholzer was disqualified after entering a no-fly zone while Amon dropped out after twisting his ankle on day one.

They will be joined by Red Bull X-Alps rookie ‘Mad’ Mike Küng (AUT3). Better known as an acrobatics pilot, Küng, 42, says he is taking the event ‘seriously,’ but is ‘not afraid of it.’

France also fields three strong athletes in 2011. Vincent Sprüngli (FRA1) returning after competing in 2007 and 2009 is joined by newcomers Philippe Barnier (FRA2) and Clement Latour (FRA3), two extremely accomplished paragliders and endurance athletes.

RED BULL X-ALPS 2011 ATHLETES

‘Running Man’ Toma Coconea (ROM) is back for his fifth X-Alps, as is another five-timer, Andy Frötscher (ITA). Other athletes who notched up top 10 placings in 2009 and returning in 2011 are Honza Rejmanek (USA), Evgenii Griaznov (RUS), Michael Gebert (GER), Jouni Makkonen (FIN), Ramon Morillas (ESP) and Thomas de Dorlodot (BEL). Further rookies include Martin Romero (ARG), Steve Nash (GBR), Ferdinand van Schleven (NED), Ivar Sand- stå (NOR), Pawel Faron (POL), Nuno Virgilio (POR) and Richard Pethigal (BRA).

Full profiles for all 30 athletes are viewable on [www.redbullalps.com]. Check out [www.facebook.com/redbullxalps] and [www.twitter.com/redbullxalps].

Nick Warren, Zooom productions

N E W P R O D U C T SSkywalk’s Fun Cruiser Mescal3

The Mescal3 now has LTF09:A and EN:A certification in five sizes from XS to XL.

The Mescal3 spoils budding pilots and hobby pilots with an extraordinary mix: • Super easy launch performance allows

pilots to experience success quickly and once in the air, the Mescal3 impresses with great handling and very good climb.

• Jet Flap Technology ‘at its best’ creates room to play even when over-braking; the Mescal3 has enormous safety reserves.

• Colour-coded risers and a five-point-check provide for clear conditions right from launch and the Mescal3 will continue to impress over the years with its robust material selection. Compared to the predecessor, the Mescal3 has grown from 39 to 44

cells, thereby extending product life considerably by better performance. Once pilots gain in experience, the

Mescal3 is even more fun to fly.For more information or a test flight

please contact Ralf Gittfried at Skywalk Team Australi, ph: 0466 566288 or <[email protected]> or visit [www.skywalk.info].

Ralf Gittfried, Skywalk

Parjet Launch First Fixed Point Ignition Two-stroke

What do pilots want from a two-stroke engine? Reliability, low weight, efficiency and power. The Team at Parajet believes they have cracked all four.

Parajet’s original engine was good but a little heavy. It was wrongly assumed to be a copy of the Cors Air Black Devil, which could not be further from the truth.

The engine was originally designed by Gilo Cardozo as a V twin-cylinder to follow on from the popular DK Whisper twin. Gilo then realised the weight and complexity of a twin was more hassle than it was worth and opted for a single-cylinder option from the same crank case design, which happened to be a good layout for paramotors.

Parajet now announces an updated version of this original two-stroke with some noticeable differences. The first two are the ignition system and weight which has been reduced by almost 3kg, including exhaust, starter mechanism and carburettor (see stats). What we felt was more important though was reliability. Our research showed that the largest cause of failure in paramotor and ultra-light aircraft engines was the coil ignition system. This is the industry standard and can be very reliable. Unfortunately one in 100 (or less) coil ignition systems will cause pre-detonation (the most common cause of holes in the top of pistons) due to the coil heating up, which causes the timing to change. The new Parajet 172 XT engine is the first to have fixed ignition. It is lighter, more efficient and cannot suffer from pre-detonation, which equals a more reliable two-stroke.

The whole engine is designed on CAD in house and tested to destruction in our military approved testing facility.

Other changes include:Crankcase and prop-bracket – the most visible change to the

engine is that the prop-bracket and crankcase have been combined into one component and all unnecessary material has been removed, but with strengthening fillets added to the critical areas. Fixing screws have been reduced in length without compromising strength. Gas flow within the crankcase has been improved and the overall volume reduced both of which enhance performance. Oil-ways to the crankshaft bearings have been modified to improve lubrication. Greatly increased surface area of the crankcase has also improved cooling and efficiency.

Starter motor and bracket – the existing starter motor has been retained, but has been moved closer to the carburettor to make the overall unit more compact. The bracket at the back of the starter has also been changed to reduce weight and improve support. It is mounted to the crankcase and not to the back-plate which simplifies mounting and dismounting of the engine. This change of design has added strength while reducing weight.

Propeller shaft – the eccentric propeller shaft is now made from stainless steel and is considerably lighter. The clamping bolt has been enlarged from 8 to 10mm and now engages in a groove on the shaft to prevent it from sliding in the clamp. This has eliminated the need for the retaining washer and screw which have always been awkward to fit.

In summary, the new Parajet 172 XT, is powerful, light, efficient and most importantly reliable.

We are offering an upgrade service to this engine. The engine coupled with a new ebox, lipo batter and backplate should reduce the weight of current Parajet paramotors from 3.5kg to 4.2kg depending on model and age. For Parajet customers looking to upgrade the engine, battery and backplate is £1750 including VAT (fitting is free).

Parajet are also offering this engine as a stand-alone package for non-Parajet customers (backplates can be made for most chassis) and to manufacturers, RRP £1799 incl. VAT for engine not including ancillary components, manufacturer discounts to be arranged.

STATISTICS

Engine Type Single cylinder 2 strokeCylinder Volume 172ccCooling Air cooledPower 22hp @ 7,800 rpmWeight 9.64kgCarburettor WalbroStarter ElectricExhaust (sold separately) Tuned 2 stroke exhaust 3.08kg (including muffler)Engine mount (sold separately) Aluminium 2.1kg

XC Shop: Flying Rags For Glory and Playgravity2We have two great new products at XCShop.com:

‘Flying Rags For Glory – the A-Z of Competition Paragliding’ is a 200-page softback book by Mads Syndergaard that covers all the skills, techniques and knowledge you need to fly well in competitions. Mads has over 17 years experience in top-end competitions so writes the book from a position of authority. The book also documents the history of competition paragliding.

‘Playgravity2’ is the sequel to the award-winning Playgravity film of 2008 and studies a group of top-end extreme sports people, looking at what they do and why. Like its predecessor the film is brilliantly shot and produced and has already won the top prize at the 2010 Coupe Icare.

More information can be found via [www.xcshop.com].Bob Drury, Cross Country

Editor’s Note: Look out for product reviews in coming issues.

1 Martin Romero (ARG)2. Lloyd Pennicuik (AUS)3. Heli Eichholzer AUT1)4. Christian Amon (AUT2)5. Mike Küng (AUT3)6. Thomas de

Dorlodot (BEL)7. Richard Pethigal (BRA)8. Max Fanderl (CAN)9. Jan Skrabalek (CZE)10. Jouni Makkonen (FIN)11. Vincent Sprüngli (FRA1)12. Philippe Barnier (FRA2)13. Clement Latour (FRA3)14. Steve Nash (GBR)15. Michael Gebert (GER)16. Andy Frötscher (ITA)

17. Masayuki Matsubara (JPN1)18. Kaoru Ogisawa (JPN2)19. Ferdinand van

Schleven (NED)20. Ivar Sandstå (NOR)21. Pawel Faron (POL)22. Nuno Virgilio (POR)23. Toma Coconea (ROM)24. Evgeny Griaznov (RUS)25. Pierre Carter (RSA)26. Ramon Morillas (ESP)27. Alex Hofer (SUI1)28. Christian Maurer (SUI2)29. Martin Müller (SUI3)30. Honza Rejmanek (USA)


Soaring CalendarA U S T R A L I A

Manilla XC Camp 201124 January to 3 February 2011

Mt Borah, NSW. Free event for XC pilots of all classes instead of XC Open event this year. The 11-day XC Camp will provide online scoring and some day and final prizes in various categories. The event will attract many international and local pilots seeking points for the worldwide OLC XC contest and provide an excellent opportunity for new XC pilots to watch and learn. Come for as many days as you like, share the skies and stories as you fly for distance each day. Designed to bring out a pilot’s PB. Full day briefings by Godfrey Wenness, camp fire discussion, live music and alternate activities. Camping or cabins at Mt Borah offer great value and now there is a swimming pool. Borah Basher service will run as always. Two retrieve buses are available for those without teams. Contact Godfrey: <[email protected]> or see the website [www.xcopen.org].

Horsham Week 20115 to 12 February 2011

Horsham aerodrome, VIC. Entries are rolling in, maximum of 40 gliders, fee only $100. Visit the event page [www.horshamweek.org.au] for official entry form, turnpoints and competition local rules. Flarm is mandatory. Note: To ensure your place, email the competition director well beforehand indicating your intention to attend. Contact: David Cleland 03 93333638, 0417 766208 or <[email protected]>. The competition will be preceded by the VSA Cross-Country Coaching Week featuring seminars, pre-flight briefings and post-flight analyses and will now include two streams for novice cross-country and advanced soaring pilots. Coaching contacts: Ian Grant 03 98771463, 0418 271767 or <[email protected]> and David Wilson 0407 825706 or <[email protected]>.

2011 Bright Paragliding Open5 to 12 February 2011

The 2011 Open aims to focus on pilot development and encourage new/intermediate pilots to improve their flying through learning from the most experienced pilots in Australia. Daily lectures from Brian Webb, Craig Collings, Andrew Horchner and others on flying safely and with greater confidence; a men- toring program pilots can sign up for; a general focus to assist int pilots to get the most they can from each flying day. Competition structure: two separate tasks each day, one AAA and one Serial task. The AAA task will be set at the highest level for maximum ladder points, the Serial task will be shorter, more easily achieved to improve skills, get to goal or simply have fun. At registration, pilots must choose between Serial or AAA task as each will be scored separately and trophies awarded according to each task. Both comps launch together and tasks will be set in the same general area so pilots from both groups will be flying together. Register at [www.brightopen.org]. Enquiries to <[email protected]>.

Lake keepit Regatta 20 to 26 February 2011

Maximum of 30 gliders, on a first come basis; limited on-site accommodation available. Entry fee of $100 per aircraft. Further details [www.keepitsoaring.com], <[email protected]> or phone Tim Carr on 0414 405544.

Ozone Corryong Open & Australian Nationals

26 February to 5 March 2011Corryong, VIC. CAT2/AAA sanction. Organiser: Peter Bowyer 0412 486114 or <[email protected]>. Website: [www.corryongopen.com.au].

Wylie Classic27 February to 5 March 2011

A fun cross-country competition for pilots of all ratings held at Wyalkatchem in Western Australia. Practice day and registration on Saturday 26 February. Enquiries to Richard Breyley 0417 986896, <[email protected]>. Web: [www.goldfieldsdustdevils.com/2011-wa-comps.html].

victorian State Gliding Comp6 to 13 March 2011

Ararat Airfield, VIC. Maximum 40 entries. Further information in a future Soaring Australia and on the VSA website [home.vicnet.net.au/~vicsoari/events/events.htm]. Contact Maurice Little on 03 93510964.

Women With Wings II 7 to 11 March 2011

Bright, VIC. A fun, inspiring skills clinic for Aussie women HG and PG pilots of all experience levels, registration on the evening of Sunday 6th. Mentors include Brian Webb, Andrew Horchner, Tove Heaney, Craig Collings, Tony Barton and Olli Bathemeles. Flying in the Ovens and Kiewa Valleys. Cost: $95 earlybird registration; $120 late. Information, payments and registration [http://womenwithwings clinic.blogspot.com/] or contact Helen McKerral on <[email protected]> or 0427 656545.

Australian Qualifying Grand Prix

19 to 25 March 2011Lake Keepit, NSW. Further details from Ross Mclean <[email protected]>.

2010 NSW State Gliding Championships

Rescheduled: 26 March to 2 April 2011 Lake Keepit Soaring Club, NSW. All classes including Club Class. For further information see [www.keepitsoaring.com].

Dalby Big Air 201110 to 16 April 2011

Dalby Airport, QLD. It is on again! Conducted from the luxurious Dalby Hang Gliding Club hangar. Practice day Saturday 9 April, comp days Sunday 10th to Saturday 16th (seven-day comp). Entry fee: $150, tow fees (including practice day) $200 – total $350. AA Rated, Category 2 Civil Rating. What do you get? A free presentation dinner under the stars and the legendary “Barfly” T-shirt; big cu’s, big distances, “Big Air Time” and a permanent smile on your dial; the opportunity to improve your flying with terrific blokes in a fun environment. It is important for you to register by 30 March, do so via <[email protected]>, all entrants will be notified and updated with the pilots list prior to the comp. Our website is presently down. Anyone just turning up on the day without prior registering by 30 March will tow at the end of the line all week. You must be a member of the HGFA, hold your aerotow endorsement and currency, ie, if you have not towed in three months, please make yourself known to the organisers, so we can assist and assess. Contact: Comp Director, the lovely Annie Crerar, email <[email protected]>, assistant Daron ‘Boof’ Hodder <[email protected]>, phone 0431 240610.

GQ Easter Competition 201116 to 23 April 2011

Hosted by the Caboolture Gliding Club at Dalby, this traditional event caters for Sports and Club Class entries in a friendly comp for pilots at all levels. Entry fee is $250 until March 16, then $300 for late starters. Details, including expressions of interest and entry forms, at [www.glidingcaboolture.org.au/Easter11].

Paragliding State of Origin22 to 24 April 2011 (Easter)

Mt Borah, NSW. A great way to get into comp and XC flying in a fun and safe way. The comp is based on flying five pilot teams: one adv, two nov pilots and two other pilots, so get your crew together. Handicapping is used for scoring. C-grade (pending). Reserve, UHF radio and at least three hours XC are required. XC course recommended. Comp fee $20. Register at Oz Comps. Contact: James Thompson on 02 49468680 or <[email protected]>, [www.hunterskysailors.org.au/soo] for info and pilot pack.

NZ vs Australia PPG Championship

22 to 25 April 2011 (Easter)This comp alternates yearly between Australia and NZ. Trophies: Best NZ and Best Australian Pilot. The winning country takes home the Anzac trophy. The comp will also serve as the National Championships for each country. Information: [www.ppgaustralia.com/AussieVKiwi/Aust_V_NZ_PPG.htm]. Only members of the NZHGPA & HGFA/PICO may compete in sanctioned events. Tasks: foot drag, cloverleaf, slow/fast, take-off, power off landing, power on touch & go landing, kite war, bomb drop, ball scoop & drop, beam walk, efficiency, economy race. Contact: Brett Coupland 0409 162616.

Gawler Easter Regatta – A Fun Flying Regatta

22 April to 26 April 2011 (Easter – five days – Anzac Day inclusive)Adelaide Soaring Club, Gawler Airfield. Club and airfield information at [www.adelaidesoaring.on.net/]. Good accommodation is available in Gawler township and some camping is available on the airfield. Catering and entertainment will be provided! Contact Andrew Wright on 08 83034648, 0427 976779 or <[email protected]>.

2011 Flatter than the Flatlands22 to 26 April 2011 (Easter)

Birchip, VIC. Hang glider pilots are invited to the 19th Flatter than the Flatlands cross-country towing competition. The event will be conducted over the four-day Easter long weekend and Anzac Day. Entry fee is $80 and includes map, daily prizes, presentation BBQ, scoring, goal beers and lots of fun. GPS and parachute required. Discount available for teams with a first time pilot. Contact: Wesley Hill on 0408 305943 or <[email protected]>.

O v E R S E A S

International events can be found at [http://events.fai.org/].

• • • • • • • • • • • • • • • • • • • • • • •

Call for HGFA Soaring Australia Contributions

Written and cover photo contributions to YOUR magazine

are dropping off again. Please send in any items you

find worthy of sharing

We all have had experiences and adventures worth sharing, no matter how many hours we have in the log-book, so get writing and send

articles and a few pictures to your editor:

<[email protected]>

My IntroductionThe week before Christmas I started as the new HGFA Operations Manager. This seemed to conclude a relatively tumultuous year for the office as a result of some unavoidable and personal sadness on behalf of my predecessors.

From an aviation perspective I come from a GA and GFA background and in late 2009 took up hang gliding (leaving the best for last!). In business I have had 13 years in self-employment and a recent stint in a publically listed corporation. I am looking forward to 2011 and working with all HGFA stakeholders.

Wheeled Powered Operations – Important AnnouncementThere has been recent internal debate and correspondence regarding the lega- lity of wheeled motorised/powered operations within HGFA operational control. This was also the topic of discussion and scrutiny during the first meeting I had with CASA.

With the exception of a small number of exemptions given to specific pilots by

Operation Managers in the past, wheeled powered operations are illegal under HGFA exemptions given by CASA. Under current CAO 95.8, 95.10 and 95.32 there is no provision for wheeled HGFA operation, CAO 95.8 foot-launched powered operation under 70kg is permitted, CAO 95.10 applies to RAA certified aircraft and CAO 95.32 permits powered weightshift aeroplane operations under 450kg and specifically does not include HGFA powered parachute operation over 70kg and under 300kg.

It is acknowledged by both HGFA and CASA that this is a regulatory oversight that requires timely amendment. From a HGFA perspective a sub-committee will be formed to structure appropriated certification, training and operational guidelines. In the mean time CASA will work closely with the HGFA to develop the legal instrument required to ensure powered wheeled activities are legal.

I appreciate this is an exciting and developing aspect of HGFA flying activity, however, it is the duty of the HGFA to remind pilots engaged in this activity their conduct is currently illegal and exposes operators to the possibility of serious personal consequences and reputational damage to our sport in the unfortunate likelihood of an incident.

CASA is in the process of establishing the correct legal framework and the HGFA is developing the operational framework to support the legal instrument and I hope this current oversight will be rectified within the next couple

Mick Cotts of months. In the meantime wheeled powered operations under HGFA governance are illegal and all such activities should cease immediately until the legal gap is closed.

Operations Manual Over the closing months of 2010 committee members Chris Drake and Greg Lowey, assisted by John Twomey who stood in at the time as acting Operations Manager, amended the Operations Manual in response to a mid-year CASA audit. Further amendments are required to comply with contemporary governance and assurance measures, however, as it currently stands there will be little change in our underlying daily and operational activity. I hope to have the revised Manual submitted for CASA assessment very soon.

Weightshift Micolights (WSM) WSMs have the option of registering with the HGFA or RA-Aus. Over time training and maintenance standards have changed and these have also not been captured in the HGFA Operations Manual. As part of the Manual amendment process, the HGFA will work with RA-Aus to ensure alignment of training, maintenance and other required standards exist across both organisations.

Important Housekeeping…Membership RenewalsMany HGFA members renewing their membership online have missed entering their hours flown during the previous 12 months. The office has attempted to email, write or phone everybody for the missing information we desperately need, but we still have many incomplete applications on hand.

If you have renewed online and have not yet received your card, this is quite possibly the reason. Please contact Trene or Millicent in the office ASAP with your hours so your cards can be sent out. The online form will soon be amended to make this a compulsory field.

Late Note – FatalitySadly there has been a recent fatality at Forresters Beach on the NSW Central Coast. Our condolences go to the pilot’s family and friends. An accident report will follow soon.

John Olliff

HGFA Operations Manager’s Report • •

HGFA OPERATIONS MANAGER

John Olliff<[email protected]>

Mobile: 0417 644633

Cliffhanger: The pilot in this incident at Bar Beach near Newcastle was shaken, but was rescued uninjuredPhoto: Mick Cotts


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developing clouds proved to work well, offering good climbs from 5000 to 8000ft at up to eight knots. Heading into Parkes there was a nice series of clouds aligned close enough to track to provide some excellent dolphining.Focal Points:• Was there a pattern to the lift

location under the cloud?• What was the optimal lift band?• Sample the lift (do not turn), if less

than 4.5kt, move on• Ground conditions variable (wet/dry)• Core quickly and stay in it still it

softens, then get out

Leg 2: Parkes – West WyalongAfter turning Parkes, the sky towards the west and south was just picture perfect and punching West Wyalong into the PDA gave me that 450km task back to Narromine, which is what I was looking for. It was such an attractive sky that it just had to be flown. I was partially mindful of the potential early shut off, but being rather optimistic considering I was here to practice for the Club Class Nationals in January, I was driven to complete the task at hand.

This leg was great in the first two-thirds. The best was a solid 6.5kt VarT to 9000ft as predicted. Around the twin lakes near Boongarry, there was change in conditions and I was only getting climbs to around 6000ft at which point they started to fade off and get very broken. I realised later that there was sizable wind shift around 6000ft and it was simply that I was not making the appropriate corrections and allowing myself to fall out the core. This meant I was leaving the lift too early and wasting time with unnecessary centring in additional thermals. There were plenty of cus around and ground wind was very light and variable. This was clearly indicated by the squirrelly wind patterns on the lakes. Inter thermal cruise was 80kt. One of the nicest thermals of the day, although only about five knots, was incredibly broad and silky smooth. Maybe the fact that is was near to smack in the centre of the lake could have been the reason.

Slowing down to traverse a blue hole after the lakes (to a 65kt cruise), I turned at West Wyalong and lined up a set of promising clouds that were on heading to Forbes. It was on this leg that I looked at the wind info stored on the Oudie PDA in SeeYou and discovered an obvious wind change at 6000ft. This time, when I felt the lift weaken around

6000ft, I straightened up and pushed out for about three seconds (yes, I counted just to be sure). This did the trick, but I had to keep extending the turn in this manner every time (two seconds seemed to be an optimal extend time right up to cloud base). It was also unusual that the strength kept increasing all the way up. Peaking at about seven knots before departure was mandated. This allowed me to get the block speed back up to 80kts and make good time to Forbes.Focal Points:• Why was the lift getting weak at

6000ft when the cloud were 8000+• Remember to slow down to cross a

hole and stay in the ‘comfort’ zone• Use the tools at hand

Leg 3: Forbes – Happy ValleyIt was predicted that the day to the west and north-west could overdevelop. The effect of this would be to put much of my final track in shadow and turn off the oven rather early in the day. Unfortu- nately this is exactly what happened.

Turning towards Forbes airport to take track to Narromine, the sky still looked rather consistent with the day so far, except that at the very far reaches of vision it was observable that the sky was darkening and the clouds were starting to take a different form.

At about 100km south of Narromine it was very clear that things had changed

etting the right flight plan and timing in place made a big difference that week as it was not without its challenges. Shown are my OLC scores for the week: quite a few kilometres over a few days. All done in a dry Mozzie. A number of the folks were flying with water, but as Paul Mander and I discussed, it was conditions where flying dry and making use of the small strong cores made good sense.

d ay 1 – sunday 21 novemBerResults – 443km flown, landed out at Happy Valley airstrip some 30km from Narromine. This was more a matter of not getting to the briefing on time (due to the drive up from Sydney) and being a bit optimistic on the forecast I reviewed.

Task: Narromine – Parkes – West Wyalong – Forbes – Narromine (approximately 450km)WeatherWind: North to north-east < 10ktSky: Classic cu’s to 9000ftCover: 3/8th +Strength: Six knots +End of Lift: 17:30 (possible earlier

overdevelopment moving in from north-west)

AircraftType: Mosquito, dryGuidance: Oudie PDAPlanFly south, then maybe west before heading home before lift died. Try and put in 450km.

Leg 1: Narromine – ParkesFor reasons of a late morning arrival from Sydney and rigging, I was at the back of the grid and didn’t depart Narromine until 1330. The run to Parkes was fairly soft, 3.5 to 5kt climbs with a restricted working band showing a distinct softening around 5500ft. Three-quarters of the way on track there were some stronger looking clouds developing towards Parkes. After traversing a bit of a blue hole and getting down to 2500ft agl, but now over higher ground, these

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nArroMine cUP weeK 2010Richard Frawley

desPite tHe ratHer diffi-

cult WeatHer tHis year,

We Were very lucky to

Have several good flying

days during tHe 2010

narromine cuP Week

Held in novemBer. BotH

tHe Week Before and tHe

Week after tHe cuP Were

WasHouts. in addition,

every day Had cus; an

aPParently rare five day

event so i am told.

g

Richard at the instructional week at Lake Keepit

Photo: Arie Van Sprossen

Richard photographed at Narromine Cup Week 2010 Photo: Anne Elliott


GFA Presence at Avalon Airshow 2011The GFA Marketing & Development department has approval to attend the 2011 Avalon airshow on the GFA’s behalf with an exhibit comprising an aircraft as a static display, the GFA simulator and various display and marketing merchan- dising. Key to this exhibit will be the use of, and sale for, time spent in the GFA simulator and the running of a contest to capture and harvest any interested public who can be both measured and directed to a participating club.

Details of the promotion, contest, exhibit and equipment are being developed now. Part of that process is the identification and securing of both equipment glider(s) and personnel who may be available to contribute two half days effort to staff the exhibit between the 4 and 7 March 2011.

To help contain costs to the GFA, we are seeking volunteers in the first instance from the Melbourne catchment who may have a vehicle and can both assist with daily staffing, but also transport logistics.

All VSA clubs are being approached to assist the process by directly soliciting and canvassing their members who may be able to donate their time in exchange for two free half days for airshow viewing during the period.

The project is being managed by a dedicated coordinator Daryl Connell and interested members are directed to contact Daryl in the first instance to lodge their willingness and availability. Daryl’s contact details are <ipp@ sec.gfa.org.au> or 0418 207107.

Maurice Little, GFA Chairman of the Marketing & Development Department

Positions Available in NSW GlidingNSW Gliding is still looking for a Regional Development Officer for NSW. This role represents NSW on the GFA Marketing and Development Committee. You will be working with Clubs across NSW to implement GFA marketing initiatives, collaborate and share programs between clubs and offer feedback to GFA on future plans.

NSW Gliding also has an opening for a person to look after the equipment that NSW owns and lends to Clubs across NSW.If you are interested give Dave Boulter a call on 0417 705 997 or email <[email protected]>.

Dave Boulter

Member Protection PolicyAll clubs are reminded of the need to comply with their respective state and territory legislation regarding working with children. The GFA Member Protection Policy (MPP) provides details on the matter. The MPP also gives guidance on codes of conduct and dealing with discrimination or harassment issues should they arise. Many difficult situations can be avoided if an initial problem is dealt with sensitively and fairly. The MPP provides a framework within which difficulties can be resolved.

Tug Pilot QualificationsClubs utilising aerotow launching are advised to ensure they have arrangements in place to satisfy themselves that any tug pilots they use have a current licence, a current medical certificate, a glider towing permit and meet recency requirements. CASA delegates who are checking a pilot for the issue of an aerotow permit should be aware that they are required to confirm that the applicant is appro- priately qualified at the time they are assessing the candidate. It is expected that the delegate will actually sight the relevant documents. This reminder is the result of a couple of recent incidents where CASA has raised concerns with us about tug pilots reportedly operating without valid documentation. The implications for a club if an accident occurs involving an unlicensed tug pilot should be obvious.

Maximum Cockpit WeightsMany members will be aware that this issue arose at a recent National competition. The issue of responsibility for complying with the rules on this matter had been raised due to legitimate concerns by the contest director and the safety officer about their responsibilities in this regard. The matter was resolved on the understanding that the pilot is responsible for complying with all rules and that a person supervising an event is entitled to accept the normal pre-competition written undertaking from a pilot that they will comply with all relevant rules. What should be understood, however, is that the rules about maximum cockpit weights have not changed and all pilots are responsible

for complying with the placard weight for their aircraft. Notwithstanding an entitlement to expect all pilots to comply with the rules, should a person with supervisory responsibilities determine that a breach has occurred, or is likely to occur, they are entitled to investigate and take appropriate action to address the matter.

Blanik GroundingThe worldwide grounding of all Blaniks continues to be a problem for many Australian gliding clubs, as it is interna- tionally. The Type Certificate holder is working on a fix which in all probability will be an inspection regime focussing on possible cracks in the wing structure. The only information available at this time is that something may be available early in 2011. GFA has been working with both CASA and Dafydd Llewelyn, the holder of the STC for the modification of Blaniks to L13A1, what is generally known as the ‘Llewellyn mod’. The possibility of a CASA approved exclusion from the worldwide AD for aircraft which have had the full conversion to L13A1 is being considered but more work is required and if it comes to fruition initially it will be limited to a very few specific aircraft. Blanik owners will be advised of any developments.

Phil McCann

for the worse. Although there were many clouds still about, the lift underneath was dying rapidly. Much of the ground was now in shadow; the last reasonable climb I had took me to a pleasant 9000ft. That cloud softened significantly towards the top, dropping off quite a bit in the last 1500ft. Looking ahead however, I figured it was worthwhile to take every last foot of height on offer and so I took it all the way to cloud base. Looking ahead I knew it was going to be a tough call to get back to Narromine. The sky ahead was breaking up and blueing out quickly. The cu line, or what was left of it, was also moving quickly westwards. The wind at altitude was still the same direction it had been all day, but careful observation showed that the ground level wind had swung to ENE and was increasing as indicated by the patterns on the dams and the harvester dust blowing along the at ground level. There was no doubt in my mind that the wind was also providing additional cooling effect.

Determined to get as close to home as possible, I did manage to find a number of small climbs, no more than 2.5kt and tending to break up and dissipate rather quickly. Having realised that landing out was now high probability, the Oudie PDA

again came to the forefront by providing visible land out options and potential reachability (calculated L/D). The first option was to land at Peak Hill (showing green in Seeyou), however another option though, currently in the yellow zone, was to reach out for Happy Valley.

Getting down to 5000ft in the blue I began searching for thermals by following ‘gravel’ clues and flying upwind. There were still a few cu whiffs appearing over some of the higher ground, but they were very short-lived. The base had also dropped rapidly to around 6000ft. By diverting to some slightly higher ground where a couple of whiffs appeared and following a gravel line upwind, I was rewarded by a 1000ft climb to cloudbase. It was, however, getting darker every moment with the spreading overdevelopment blocking out any remaining potential for the day. With that extra 1000ft, I was now on a slightly over marginal glide to Happy Valley. I was keen to get there if possible as this would put me in a tug retrieve position rather than trailer out. On track I did manage to find a couple of small energy lines that helped stretch the glide. Getting lower, I could see that the wind had shifted further to the east and I now had about 10kt on the nose. I was still not certain that I would make it to Happy Valley, and there were still some sink areas playing with the L/D. With plenty of cropped wheat paddocks on track, land out options did not place too much of a concern.

Keeping a close lookout (and preserving that ‘don’t give up’ attitude), I did notice just to the left of track a large flat wheat paddock being cropped by several harvesters. The paddock also ended in a creek line and trees. I took a punt that this, if anywhere, could be a good place for some lift to happen. If it didn’t, then there was a great paddock with plenty of people around and easy access to the road. The decision to investigate paid off; the small diversion gave me an extra 50ft of altitude and also a small energy line on exit, enough height to reach Happy Valley. The problem with this thermal was it was quite weak at only two knots. Coupled with the wind drift, this meant it was only just over a negative equation, and therefore not enough to get me to Narromine, so once I had safe glide indication on the PDA, I headed off to Happy Valley.

Arriving at Happy Valley with 900ft agl at hand, the approach and subsequent landing were straight forward. The wind

sock indicated a wind that was straight down the runway (It’s a big X) and at 10 to 15kt, making for a nice approach. The runway did have some grass as well as denuded areas. Favouring the red-brown dirt prevented any wing drag as it was a little hard to see how tall the grass actually was. That was a good decision, as on inspection it was probably tall enough to cause a problem if one wing was to drop into it on the landing run.

Due to unavailability of the tug that evening, the plane was safely accommo- dated on the runway overnight and a successful tug retrieve was achieved early the next day. Thanks to Dave Boulter for his assistance in picking me up and dropping me back in the morning. Retrieves are always a good time for a chat.

As a side point, I was surprised at how early lift can work. I arrived back at Narromine at 9:30am the following morning. So just for fun and having plenty of height I decided to explore the local area for lift. There was in fact plenty in the area. It was topping out at about 2800ft agl, but was already showing a VarT at 2.5kt. Focal Points:• Get landing options selected early • Keep searching and keep looking out• Try and find whatever energy is left,

at minimum sink speed, even small bits extend the glide surprisinglyI would like to thank Paul Mander

and his crew for a great instructional week at Lake Keepit earlier on in the year. Much of what I learnt then was put to good use during Narromine Cup Week. Anyone considering amping up their cross-country skills should definitely consider participating in this instructional week when it is next run. I would also like to thank Mike (Wombat) Cleaver at Temora for affording me my independent ops rating a few months back and Craig and Eugene Blunt for providing the Mozzie to use for a few months. As such, I have been able to add some 40 plus hours of solid cross-country to the logbook early in the season. Thanks also to Bryan Hayhow [www.highspeedflight.com.au/] and Arie Van Sprossen for their encouragement and assistance along the way.

Hopefully, if we get a break in weather, the National club class competition will run in Benalla in January 2011 and I can enjoy another awesome experience in the great company of fellow gliders. I hope you are doing plenty of ‘dust dances’ Mr Shirley.

G F A

F R O M T H E G FA P R E S I D E N T ’ S D E S k

GLIDING FEDERATION OF AUSTRALIA INCAirworthiness Inspection

FORM 2 AND C OF A NOTICE

■ A Form 2 inspection is due. $165* payment

is enclosed

■ The C of A requires renewal. $42* payment

is enclosed and the existing C of A document

is returned

■ Initial registration package is required.

$400* payment is enclosed

* Fees include GST

Payment method:

■ Cheque ■ Credit Card ■ Direct DepositFor internet payments, deposit into: BSB: 013-442 Account No: 304729562

A) DOCUMENTATION REqUEST■ Please send me a transfer of ownership document

■ Please send me a change of registered

operator document

Aircraft Type ...............................................................................

Registration marks VH – ...........................................................

Address to which documents are to be sent is:

Name .........................................................................................

Address ......................................................................................

....................................................................................................

State. .....................................................Postcode.......................

Forward to: GFA Airworthiness Secretary,Level 1/34 Somerton Road, Somerton vIC 3062.

Email: <[email protected]> Fax: 03 9303 7960

GFA News• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

Phil McCann


SMS Implementation – Residual Effects Of Alcohol Reprinted from Back 2 Basics Flying Safely

he effects of alcohol can be demonstrated long after any trace is detectable in the blood.

The alcohol you con- sume in beer and mixed drinks is simple ethyl alcohol – a central nervous system depressant. From a medical point of view it acts upon your body much like a general anaesthetic, although its effect is milder and slower acting.

You have undoubtedly heard time and time again that alcohol is a depressant and not a stimulant. Yet after one or two drinks you certainly feel stimulated. This sensation is misleading and occurs because part of the depressant action of alcohol working on the brain brings about a release from the usual psychological restraints and inhibition.

You may enjoy feelings of security, wellbeing, confidence, and freedom from pressure. In reality; however, your thinking has become sluggish, you respond to urgent situations less efficiently, and your ability to perform simple tasks with speed and accuracy is diminished. If in addition, you happen to be tired, hungry or under stress, these handicaps will be compounded.

The effect of alcohol is greatly multi- plied when a person is exposed to altitude. Two drinks on the ground are equivalent to three or four at altitude. This is because alcohol interferes with the body’s ability to utilise oxygen. The effects are rapid because alcohol passes into the bloodstream and the brain is a highly vascular organ immediately sensitive to changes in the blood’s composition. For the pilot then, the lower oxygen availability at altitude, along with the lower capability of the brain (under the influence of alcohol) to use what oxygen is there, adds up to a deadly combination.

HoW long is Perfor- m ance affected? The approach to alcohol and flying by Australian pilots generally seems very

mature, and there are few recorded examples of people

trying to pilot an aircraft while suffering from

the immediate effects of alcohol. However, many people do not

appreciate that the deleterious con-

sequences of drinking can adversely affect perfor-

mance for up to 48 hours. This was clearly illustrated in

a series of experiments conducted in the US, the results of which were

reported in the US Army Aviation Digest. Tests were conducted in a flight simulator on volunteers, using a blood level of 0.08%. Almost without exception the subjects exhibited very serious errors of omission.

Had the aircraft been real, these errors could have resulted in fatal accidents, or at least would have resulted in placing the aircraft and its occupants in potentially dangerous attitudes and situations. The most interesting finding overall was that the effects of the alcohol were greatest on those pilots who, on non- alcohol flights, had shown themselves to be the calmest and most co-ordinated under pressure. If they were relaxed when they mounted the flight simulator, this condition was drastically changed by the alcohol, and performance deteriorated accordingly.

Behaviour such as dumping fuel, inadvertently putting the landing gear down at high speeds, placing the aircraft in irrecoverable attitudes, and attempting to land at 10 780ft rather than 780ft (the local field elevation) were but a few examples. So that these findings could not be attributed to chance, the experiments were repeated using different subjects, with basically the same results.

A follow-on study then examined the effects of alcohol on errors of omission, for example, forgetting an important function or overlooking an important detail. For this study, emphasis was placed on how accurately subjects could follow a 78-item pre-flight checklist that each

subject took on every flight. The task in this experiment was basically the same as that of any pilot; to sequentially perform each function listed until all items were completed.

Prior to all flights, the experiments, were preset with several errors without the knowledge of the subjects: • the landing gear handle was

put in the ‘up’ position; • the brakes were placed in the

‘off’ position; • the altimeter was adjusted to

1000ft agl. Close adherence to the checklist

should have caught all of the pre-set errors. Each subject flew two test flights, one without alcohol and about one month later one with alcohol (0.08% blood alcohol level).

The results showed that under the no-alcohol conditions 11% of all subjects failed to correct at least one major pre-set error but under the influence of alcohol, 79% of all subjects failed to correct at least one major error. These pilots, it should be remembered, were considered legally sober and capable of driving a car in most states of the US.

Most of the experiments were conducted in the late afternoon or early evening. It was noticed that some of the subjects complained in class the following morning that they still felt lousy because of the previous day’s flight.

A check of the literature showed that the amounts of alcohol ingested normally should have metabolised easily within 10 hours after drinking. In addition, from perusal of airline publications and military aviation journals, it also was noted that the general rule-of-thumb for social drinking recommended to pilots was to allow eight to 12 hours between ‘bottle and throttle’. It was thought, at the time, that although there was no longer any detectable alcohol in the blood, hangover effects might still produce a decrease in performance of complex tasks such as the psychomotor response required in flying.

A recent study followed this line of reasoning as tests were commenced on the so-called hangover residual effects

G F A G F A

t

of alcohol. The results are presented in abbreviated form here.

The subjects already were familiar with pre-flight, in-flight and post-flight checklist responses and the basics of flying before the experiment proper. A six-by-nine inch card containing a detailed checklist was given to each subject and all subjects were told to adhere to it religiously.

This was followed by an actual hands-on simulated flight consisting of take-off, climb-out, levelling at altitude, and full-stop landings. When the subjects reached the point where they could successfully handle these checklist flights at least three times consecutively without the slightest error, the experiment proper was begun.

After this pre-training, but before the first test flight (non-alcohol), the following errors were pre-set by the experimenters:• the brakes were placed in the

‘off’ position;• the landing gear handle was

put in the ‘up’ position; • the fuel select switch was placed

on auxiliary tanks; • the flaps were set at 50%; • the altimeter was adjusted

to 1000ft agl. At the pre-flight briefing, each subject

was told to take off, climb to 6000ft and maintain that altitude for five minutes. When requested, the subject was to prepare for a landing and complete the landing at their discretion.

The only essential difference between the flights described above and the second test flight (alcohol) was that 30 minutes before the alcohol flights, each subject was given enough 80% vodka mixed with an equal amount of ginger ale to attain a blood alcohol level of 0.1%. Finally, a third test flight was given 14 hours after the alcohol flight.

The results were interesting to say the least. During the first test flight (non-alcohol) 10% of all subjects overlooked at least one of the major pre-set errors. For the alcohol flight, 89% of all subjects made at least one oversight error.

Fourteen hours after alcohol intake 68% of all subjects still overlooked at least one pre-set error. It is apparent that performance 14 hours after alcohol intake was more like that 30 minutes after intake than that of the first non-alcohol flight The evidence suggests that although most, if not all, of the alcohol

had been processed through the body during the 14 hours following intake, the residual effects were contributing to this performance deterioration.

All pilots should be aware of this residual effect and should rethink and possibly recalculate the margin of safety implicit in the old rule-of-thumb of eight to 12 hours between bottle and throttle.

WHat are tHe c auses of tHe residual effects? Alcohol consumption temporarily dehy- drates your body by stimulating the kidneys to produce an abnormal volume of diluted urine, so that the body loses more fluid than it takes in. This dehydra- tion produces a concentration of all the solutes normally found in body fluids, causing weakness, fatigue, and irrationality.

Another element in the making of a hangover is the assortment of organic im- purities found in all alcoholic beverages.

These aldehydes, ketones and other substances are metabolised in complex ways and may remain in the bloodstream long after the alcohol itself is gone. As long as these substances are present they produce untoward side effects.

tH at s Pinning feeling Finally, some of you may have noticed that after a heavy night’s drinking, you need to wait for the bed to go past before you can jump onto it, and that things get even worse when you lie down. This happens because of the relationship between vestibular (inner ear) stimulation and eye movements.

The semicircular inner ear canals are best regarded as angular accelerometers. Each one is a fluid-filled tube with a watertight swing door across it. The fluid tries to stay still because of its inertia and deflects the door one way or the other, depending on the direction of the head’s angular acceleration, whether produced by voluntary head movement or by some external motion such as aircraft yaw, pitch, or roll.

Head movements detected by this system are used to stabilise the visual world on the retina by the elicitation of eye movements, that is, eye movements are made to compensate for head movements in order that the world does not appear to fly about on the retina. You can check that this happens by nodding while reading this article, you should still be able to read it. If, however, you wave

the magazine up and down instead of nodding, then you cannot read the text.

Pan 1 and Pan 2 In order for this system to work, the watertight door must be unaffected by linear accelerations such as gravity and, to be so unaffected, the door must have the same specific gravity as the fluid. Alcohol in the system disturbs this specific gravity balance. The flap tends to float and the deflection is interpreted as a head movement and a compensatory eye movement is made. However, as no real head movement was made, the eye movement is inappropriate and the subject perceives the world as moving.

This effect follows closely on the consumption of alcohol and is known as Positional Alcohol Nystagmus (PAN) 1. a phase where there is an absence of abnormal eye movements as the fluid and flap come into alcohol imbalance. This is followed by a second phase (PAN 2), which is caused by an imbalance of specific gravity between the fluid and the door as the system loses alcohol. (Alcohol remains in this system well after the blood levels have become negligible.)

With increased G-forces the imbalance is effectively amplified. The upshot of all this is that abnormal eye movements that are evidence of vestibular problems, can be produced up to two days after drinking the equivalent of only a couple of schooners of beer if the subject is exposed to 2 to 3G. This effect can be demonstrated long after no alcohol is detectable in the blood. The precise significance of this as far as flying is concerned is difficult to determine, but it can safely be said that if you find yourself in an unusual attitude and being subjected to unusual accelerations, the effects discussed above may well lead to you becoming disorientated when you might otherwise not have been and, once disorientated, make it more difficult for you to recover the situation.

s umming it u P The prevention of the short-term and long-term hangover effects of alcohol is simple: don’t drink. The cure for a hangover is also simple: wait, and before taking to the air, you may need to wait 48 hours. Remember, alcohol can kill beyond the time of the blood reducing to zero alcohol level.


G FAAustralian Gliding Museum2 Bicton St, Mt Waverley VIC 3149, 03 98021098.

Gliding QueenslandC/- Treasurer, 67 Glenora St, Wynnum QLD 4178, 07 38348311, 0417 762621.NSW Gliding AssociationThe Secretary, 44 Yanko Ave, Wentworth Falls NSW 2782, 02 68892733, 02 68891250, Trs: 0407 459581.South Australian Gliding AssociationPO Box 65, Millicent SA 5280, 08 8733421, 0427 977218.Victorian Soaring Association4/139 Roberts St, Essendon VIC 3040, 03 83835340, 03 93355364.Vintage Gliders Australia22 Eyre St, Balwyn VIC 3103, 03 98175362.WA Gliding Association Inc.59 Wellington Pde, Yokine WA 6060, 08 93282511, 08 94449505.

NSW Gliding Association (NSWGA)

327 (Gliding) Flight, AustraliaC/- R Sheehan, 176 Macquarie Grove Rd, Camden NSW 2570, 0427 977127, 02 46553171.Bathurst Soaring ClubPO Box 1682, Bathurst NSW 2795, 02 63371180 (weekend), 0427 470001.Byron Gliding Club IncorporatedPO Box 815, Byron Bay NSW 2481, 02 66847627.Canberra Gliding ClubGPO Box 1130, Canberra ACT 2601, 02 64523994, 0428 523994.Central Coast Soaring ClubPO Box 1323, Gosford South NSW 2250, 02 43639111, 02 43844074, 0412 844074.Cudgegong Soaring Pty LtdC/- Matthews Folbigg, Level 7, 10-4 Smith St, Parramatta NSW 2150, 02 96357966, 02 96357966.Grafton Gliding Club16 Fuller St, Mullaway NSW 2456, 02 66541638, 0403 088551.Hunter Valley Gliding Club Co-op LtdPO Box 794, Singleton NSW 2330.Lake Keepit Soaring Club234 Keepit Dam Rd, Lake Keepit NSW 2340, 02 67697514.Leeton Gliding ClubPO Box 607, Leeton NSW 2705, 02 69533825.Narromine Gliding Club Inc.PO Box 240, Narromine NSW 2821, 02 68892733, 0418 270182.Orana Soaring Club Inc.PO Box 240, Narromine NSW 2821, 02 68897373, 0418 270182.RAAF Richmond Gliding ClubRAAF Base, Richmond NSW 2755, 02 45873214.RAAF Williamtown Gliding ClubC/O Mr G R Lee, 10 Federation Dr, Medowie NSW 2318, 02 49829334.Scout Association NSW GlidingC/- Bob G Balfour, 80 Malvern St, Panania NSW 2213, 02 96951100.Soar Narromine Pty LtdPO Box 56, Narromine NSW 2821, 02 68891856, 0419 992396.

Southern Cross Gliding ClubPO Box 132, Camden NSW 2570, 02 46558882, 0417 705997 (emergency).Southern Tablelands Gliding Club57 Munro Rd, Queanbeyan NSW 2620, 02 62973504.South West Slope Soaring P/L181 Fishers La, Bendick Murrell NSW 2803, 0488 531216.Sydney Gliding IncorporatedPO Box 633, Camden NSW 2570, 0412 145144.Temora Gliding ClubPO Box 206, Temora NSW 2666, 02 69772733.

Gliding Queensland2 Wing AAFC School of Aviation Inc.201 Squadron Air Force Cadets, PO Box 647Archerfield QLD 4108, 07 38791980, 0415 150965.Barambah District Gliding Club2 Yellow Gully Rd, Wolvi QLD 4570, 07 54867247, 0412 719797.Boonah Gliding Club Incorporated164 Depot Rd, Boonah QLD 4310, 07 54632630, 0408 016164.Bundaberg Gliding IncorporatedPO Box 211, Bundaberg QLD 4670, 07 41579558, 0417 071157.Caboolture Gliding ClubPO Box 920, Caboolture QLD 4510, 0418 713903.Central queensland Gliding ClubPO Box 953, Rockhampton QLD 4700, 07 49331178.Darling Downs Soaring ClubLevel 1, 1 Swann Rd, Taringa QLD 4068, 07 46637140, 0409 507847.Gympie Gliding ClubPO Box 722, Cooroy QLD 4563, 07 54835380.Kingaroy Soaring ClubPO Box 91, Kingaroy QLD 4610, 07 41622191, 0438 179163.Moura Gliding ClubPO Box 92, Moura QLD 4718, 07 49973265, 0428 360144.North queensland Soaring CentrePO Box 3835, Hermit Park QLD 4812.Pacific SoaringPO Box 259, Caboolture QLD 4510, 07 54994997, 07 54994805.Southern Downs Aero & SoaringPO Box 144, Warwick QLD 4370, 07 38348311.

SA Gliding Association (SAGA)Adelaide Soaring Club Inc.PO Box 94, Gawler SA 5118, 08 85221877.Adelaide Uni Gliding Club IncorporatedAdelaide Uni Sports Assoc, The University of Adelaide SA 5005, 08 88262203, 0412 870963.Air Cadet Gliding ClubPO Box 2000, Salisbury SA 5108, 08 83805137, 0429 805137.Alice Springs Gliding ClubPO Box 356, Alice Springs NT 0871, 08 89526384, 0417 530345.Australian Junior Gliding Club67A Balfour St, Nailsworth SA 5083, 0417 421650.Balaklava Gliding ClubPO Box 257, Balaklava SA 5461, 08 88645062.

Barossa Valley Gliding ClubPO Box 123, Stonefield via Truro SA 5356, 08 85640240, 0488 841373.Bordertown Keith Gliding ClubPO Box 377, Bordertown SA 5268, 08 87521321, 0409 693027.Millicent Gliding ClubPO Box 194, Millicent SA 5280, 08 87333421, 0427 977218.Murray Bridge Gliding ClubPO Box 1509, Victor Harbor SA 5211, 08 85543543, 0409 677677.Northern Australian Gliding ClubPO Box 38889, Winnellie NT 0821, 08 89412512.Renmark Gliding ClubPO Box 450, Renmark SA 5341, 08 85951422, 0417 890215.Scout Gliding Club22 Burford Crescent, Redwood Park SA 5097, 08 82895085, 0418 815618.Waikerie Gliding ClubPO Box 320, Waikerie SA 5330, 08 85412644.Whyalla Gliding ClubPO Box 556, Whyalla SA 5600, 08 86452619, 0413 127825.

victorian Soaring Association (vSA)Albury Corowa Gliding ClubPO Box 620, Wodonga VIC 3689.Beaufort Gliding Club41 Ruby St, Essendon VIC 3040, 0431 702175.Bendigo Gliding ClubPO Box 846, Bendigo VIC 3550, 03 54423459.Bothwell Gliding ClubPO Box 288, Sandy Bay TAS 7005, 03 62267615.Corangamite Soaring ClubKurweeton, Kurweeton Rd, Derrinallum VIC 3325, 03 55939277.Geelong Gliding ClubPO Box 197, Bacchus Marsh VIC 3340, 03 93385925, 0409 212527.Gliding Club Of VictoriaPO Box 46, Benalla VIC 3671, 03 57621058, 0429 950580.Grampians Soaring ClubPO Box 468, Ararat VIC 3377, 03 53525710, 0417 514438.Horsham Flying ClubPO Box 158, Horsham VIC 3402, 03 53823491, 0427 315845.Latrobe Valley Gliding ClubPO Box 625, Morwell VIC 3840, 03 51221081, 0407 839238.Mangalore Gliding ClubPO Box 208 Nagambie VIC 3608, 03 57985512, 0428 635717.Melbourne Motor Gliding ClubPO Box 278, Dingley Village VIC 3172, 0418 511557. Mount Beauty Gliding ClubBox 486, Mt Beauty VIC 3699, 02 60591417, 0402 075131.Murray Valley Soaring Club LtdPO Box 403, Corowa NSW 2646, 02 60335036, 0400 244578.Soaring Club Of Tasmania34 Clinton Rd, Geilston Bay TAS 7015, 03 62437508.South Gippsland Gliding ClubPO Box 475, Leongatha VIC 3953, 0437 454986.Southern Riverina Gliding ClubPO Box 32, Tocumwal, NSW 2714, 03 58743052, 03 58742914.SportAviation Pty LtdGate 10, Babingtons Rd, Tocumwal Airport, Tocumwal NSW 2714, 03 58742734, 0427 534122.Sunraysia Gliding ClubPO Box 647, Mildura VIC 3500, 03 50257335, 0448 293927.Swan Hill Gliding ClubPO Box 160, Nyah VIC 3594, 03 50376688.Tumbarumba Gliding ClubC/- Judds Engineering P/L, PO Box 5283, Wagga NSW 2650, 02 69251642, 0428 251642.VMFGGPO Box 1096, Melbourne VIC 3001, 0402 281928 or 03 98486473 (h).

Wagga Wagga Soaring Club Inc.PO Box 613, Wagga Marketplace, Wagga Wagga NSW 2650, 0427 205624.

WA Gliding Association (WAGA)716 Flight Australia Air Force Cadets7 Wing HQ, RAAF Base Pearce Bullsbrook WA 6084, 08 95717800.Beverley Soaring SocietyPO Box 136, Beverley WA 6304, 08 94595719, 0437 377744.Gliding Club of Western AustraliaPO Box 6231, East Perth WA 6892, 08 92212164, 0417 992806 (weekends).Morawa Gliding ClubPO Box 276, Morawa WA 6623, 08 99723022.Narrogin Gliding ClubPO Box 232, Narrogin WA 6312, 08 98811795 (weekends), 0407 088314.Stirlings Gliding ClubC/- Peter Hardy-Atkins, 8 Parker St, Lockyer, Albany WA 6330, 08 98428816, 0408 842616.

H G FAAll correspondence, including changes of address, mem bership renewals, short term memberships, rating forms and other administrative matters should be sent to:HGFA National Office

4a-60 Keilor Park Drive, Keilor Park VIC 3042, ph: 03 93367155, fax: 03 93367177, <[email protected]>, [www.hgfa.asn.au].

HGFA Operations Manager

John Olliff 0417 644633 <[email protected]>.Information about site ratings, sites and other local matters, contact the appro pri ate State asso ciations, region or club.Board Members 2008 to 2010

Pres: Alex Jones 08 97344531 <[email protected]>, 34 McAvoy Rd, Allanson WA 6225. V-Pres: Rob Woodward 0408 808436 <[email protected]>, 38 Addison Rd, Black Forest SA 5035.Sec: Martin Halford 0434 427500 <[email protected]>.Board Members:Chris Drake 0466 005967 <[email protected]>, PO Box 988, Noosa QLD 4567.Benn KovcoGreg LowryLee PattersonBrian WebbStates, Regions & Special Interest Groups

ACTHPALPO Box 8339, ANU, Acton ACT 0200; [www.acthpa.org]. Pres: Matthew Smith <[email protected]> 0402 905554; V-Pres: Nic Welbourn <[email protected]> 0422 783763; Trs: Kristina Smith <[email protected]> 0407 905554; Sec: Nic Siefken <[email protected]> 0418 421683; Committee: Miguel Cruz <[email protected]> 0432 987819, Andrew Luton <[email protected]> 0404 254922; Public Officer: Barry Oliver <[email protected]> 0407 825819; Meetings: 1st Thu/month 7.30pm Yamba Sports Club.Hang Gliding Association of WA Inc.PO Box 146, Midland, WA 6936 <[email protected]>. Pres: Peter South <[email protected]>; V-Pres: Alex Jones <[email protected]>; Trs: Greg Lowry <[email protected]>; Sec: Mirek Generowicz <[email protected]>; Trs: Colin Brown 0407 700378, <[email protected]>.NSW HG and PG AssociationPO Box 3106, Bateau Bay NSW 2261, [www.nswhpa.org]. Pres: Bruce Wynne 0417 467695, <[email protected]>; V-Pres: Brett Coupland <[email protected]>; Sec: Ray Firth <[email protected]>; Trs: Graeme Cran 0414 668424, <[email protected]>; Committee: <[email protected]>

Contact Addresses

G FA M E M B E R S H I P F E E S 2 0 1 0 - 2 0 1 1Membership: Normal FamilyNSW $225 $183 Victoria $230 $188 South Australia $232 $190Queensland $230 $188 Western Australia $230 $188

Student membership: Full FamilyNSW $136 $94Victoria $141 $99South Australia $143 $101 Queensland $141 $99 Western Australia $141 $99

Short-term membership: 1 Month* 3 Month*Queensland/Victoria $62 $79 New South Wales $67 $84 South Australia $74 $91 Western Australia $72 $89 *Note: Once only purchase to Australian residents, thereafter 12 months membership to be purchased.

International postage for Soaring Australia to be added to membership fees:

Zone Country Price1 New Zealand $512 Singapore $513 Japan, Hong Kong, India $514 USA, Canada, Middle East $745 UK, Europe, South America, South Africa $74

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

Nir Eshed, Tony Sandeberg, Andrew Polidano, Tony Dennis and Curt Warren.

North queensland HG AssociationPO Box 608, Kuranda QLD 4881. Pres: Bob Hayes 0418 963796 <[email protected]>; V-Pres: Daniel Keech <[email protected]>; Sec/Trs: Tracey Hayes, PO Box 608, Kuranda QLD 4881, 0418 963796 <[email protected]>.

queensland HG AssociationPres: Greg Hollands <[email protected]>, PO Box 61, Canungra QLD 4275 07 38448566.

South Australian HG/PG/ML AssociationSAHGA Inc, c/O PO Box 6260, Hallifax St, Adelaide SA. All email: <[email protected]>. Pres: Stuart McClure 0428 100796; Sec/Trs: Rob Woodward 0408 808436.

Tasmanian HG & PG Association[www.thpa.org.au]. Pres: Stephen Clark 0419 997550, <[email protected]>; V-Pres: Pete Steane 0407 887310, <[email protected]>; Sec/Trs: Simon Allen 0438 086322, <[email protected]>. Northern TAS info: Richard Long (Burnie PG pilot), 0438 593998, <[email protected]>.

Victorian HG and PG AssociationPO Box 157, Northcote VIC 3070, [www.vhpa.org.au]. Pres: Phil Campbell 0438 428569 <[email protected]>; Sec: Nick Abicare 0418 104506 <[email protected]>; Trs: Stephen Leake 0409 553401 <sleak75@gmail. com>; SO: Kevin Grosser 0419 022225 <lite [email protected]>; Sites: Mark Pike 0408 801356 <[email protected]>; Com- mittee: Hugh Alexander 0417 355578 <hugh [email protected]>, Jan Bennewitz 0423 139923 <[email protected]>, Tony Hughes 0417 379847 <thughes@gordon tafe.edu.au>, Anthony Meechan 0407 163796 <[email protected]>.

The Pico Club (National Paramotor Club)Pres: Brett Coupland 0409 162616; V-Pres: Rob Van Riswick 0428 290462; Sec: Grant Cassar 0416 269894 <[email protected]>, 59 Empress Terrace Bardon QLD 4065; Trs: Chris Drake 0414 505452.

NEW SOUTH WALESBlue Mountains HG Club Inc.[www.bmhgc.org.au]. Pres: Kacper Jankowski <[email protected]>; V-Pres: Gregor Forbes 0421 376680 <forbesy@virgin broadband.com.au>; Sec: Alexander Drew 0423 696677 <[email protected]>; Trs: Allan Bush (HG SSO) <[email protected]>, 0407 814524; Comps: Mark Stewart (PG SO) <[email protected]>, 0421 596345, Comp: 2nd and last Sunday of each month. Meetings: Contact committee.Central Coast Sky Surfers PO Box 3106, Bateau Bay NSW 2261, [www. centralcoastskysurfers.com]. Pres: Frank Warwick 0409 468337, <president@centralcoastskysur fers.com>; V-Pres: Anthony Scurrah 0427 000410 <[email protected]>; Sec: Philip Wheen 0414 357928, <[email protected]>; Trs: Geoff Bednal 0418 468065, <treasurer@centralcoastskysur fers.com>, SSOs: Paul Cox 0417 355897, Javier Alvarez 0418 116681. Meetings: 1st Thu/month, 7:30pm, Erina Leagues Club, Ilya Ave, Erina.Dusty Demons Hang Gliding Club6 Miago Court, Ngunnawal, ACT 2913. Pres: Trent Brown 0427 557486, <[email protected]>; Sec: Peter Dall 0428 813746, <[email protected]>; Trs: Michael Porter 0415 920444; SSO: Peter Dall 0428 813746.Hunter Skysailors Paragliding ClubPres: Bob Lane 0422 744285, <[email protected]>; V-Pres: Brent Leggett 0408 826455, <[email protected]>; Sec: Albert Hart 0421 647013, <[email protected]>. Meetings: Last Tue/month, 7pm, Hexham Bowling Club.Illawarra Hang Gliding Club Inc.27a Paterson Rd, Coalcliff NSW 2508. Pres: Frank Chetcuti 0418 252221 <[email protected]>; Sec: John Parsons; SSO: Tim Causer 0418 433665 <[email protected]>.Kosciusko Alpine Paragliding Club[www.homestead.com/kapc]; Pres: Michael Porter 0415 920444 <[email protected]>; V-Pres/SSO: James Ryrie 0417 491150 <[email protected]>; Sec: Mark Elston 0428 480820 <[email protected]>.

Manilla SkySailors Club Inc.PO Box 1, Manilla NSW 2346, [www.mss. org.au]. Pres/SSO (PG): Godfrey Wenness 02 67856545, <[email protected]>, V-Pres: Matt Morton <[email protected]>, Sec: Suzi Smith <[email protected]>, Trs: Bob Smith <[email protected]>, SSO (HG) Patrick Lenders 02 67783484 <[email protected]>, SSO (WM): Willi Ewig 02 67697771 <[email protected]>.Mid North Coast HG and PG ClubPres: Nigel Lelean 0419 442597; SSO: Lee Scott 0429 844961.Newcastle Hang Gliding ClubPO Box 64 Broadmeadow NSW 2292; [www.nhgc.asn.au]. Pres: Dawson Brown 0429 675475 <[email protected]>; V-Pres: Gary Herman 0401 772289 <[email protected]>; Sec: Don Bremner 0421 346997, <[email protected]>; Trs: Allan McMillan 0400 637070 <[email protected]>; SOs: Coastal – Tony Barton 0412 607815, Inland – Scott Barrett 0425 847208, John O’Donohue 02 49549084, PG – James Thompson 02 49468680; News letter: David Stafford 02 49215832 <[email protected]>. Meetings: Last Wed/month 7:30pm South Newcastle RLC, Llewellyn St, Merewether.Northern Rivers HG and PG ClubPO Box 126, Byron Bay NSW 2481; [www.nrghpgc.net]. Pres: Jan Smith 0438 876926 <[email protected]>; V-Pres: Brian Rushton 0427 615950 <[email protected]>; Sec: Marco Veronesi 0405 151515 <[email protected]>; Trs: Paul Gray 0407 738658 <[email protected]>; PR: Cedar Anderson 0429 070380 <[email protected]>; Sites: Peter Wagner 0431 120942, Col Rushton 0428 751379 <[email protected]>; SSO (PG): Lindsay Wooten 0427 210993 <[email protected]>; SSO (HG): Andrew Polidano 0428 666843 <[email protected]>. Meetings: 2nd Wed/month, 7pm, Byron Services Club.Stanwell Park HG and PG ClubPO Box 258 Helensburgh NSW 2508; Pres/ Trs: Peter Ffrench 0403 076149 <[email protected]> <[email protected]>; Sec: Johnathon Kinred 0457 299893 <[email protected]>; Committee: Fred Smeaton 0402 808031 <[email protected]>; SSO: Mark Mitsos 0408 864083, <SSO @flystanwell.com>.Sydney Hang Gliding ClubPres: Dean Tooker <[email protected]>; V-Pres: Martin Wielecki <[email protected]>; Trs: John Selby 02 93447932 <[email protected]>; Sec: Bruce Wynne 0417 467695 <[email protected]> or <[email protected]>; Dev/Train: Owen Wormald 02 94667963 <[email protected]>; SO: Bill Moyes <[email protected]>, Doug Sole, Ken Stothard; Web: Glen Kimpton; Comps: Vicki Cain; Training: Shannon Black. Meetings: 3rd Wed/month, 7:30pm Botany RSL, Botany.Sydney Paragliding & Hang Gliding ClubPO Box 840, Mona Vale NSW 2103 [www.flysydney.org]. Pres: Peter Rundle <[email protected]>; V-Pres: Brett Coupland 0409 162616, <[email protected]>; Sec: Kirsten Seeto 0405 887857 <[email protected]>; Social Sec: Shanta Wallace 0416 938227 <[email protected]>; Committee: Graeme Cran <[email protected]>, Sandy Thomson <[email protected]>, Jeff Woodhall <[email protected]>. Meeting: The Mascot RSL,1271 Botany Rd Mascot every 3rd Wed/month at 7:30pm.

NORTHERN TERRITORYAlice Springs HG and PG ClubPres: Ricky Jones 0406 098354, <redcentre [email protected]>, contact for para- motoring, PG ridge soaring and thermal flying.

QUEENSLANDCaboolture Microlight Club50 Oak Place, Mackenzie QLD 4156. Pres: Derek Tremain 07 33957563, <[email protected]>; Sec: John Cresswell 07 34203254, <[email protected]>; SO: Graham Roberts 07 32676662, <[email protected]>Cairns Hang Gliding ClubPO Box 6468, Cairns QLD 4870. Pres: Bob Hayes 0438 710882 <[email protected]>; V-Pres/SO: Brett Collier 0431 151150 <[email protected]>; Sec: Lance

Keough, 31 Holm St, Atherton QLD 4883, 07 40912117; Trs: Nev Akers 07 40532586.Canungra Hang Gliding Club Inc.PO Box 41, Canungra QLD 4275; [www.chgc.asn.au]. Pres: Phil McIntyre <[email protected]>; V-Pres: Lee Patterson <[email protected]>; Sec: Mark Kropp <[email protected]>; Trs: Brandon O’Donnell <[email protected]>; Ed: Cameron McNeill 0419 706326; Gen-Exec: Greg Hollands <[email protected]>; SSO PG:Phil Hystek 07 55434000 (h), 0418 155317 <[email protected]>; SSO HG: Lee Patterson 0417 025732 <[email protected]>.Central queensland Skyriders Club Inc.‘The Lagoons’ Comet River Rd, Comet QLD 4702. Pres: Alister Dixon (instructor) 0438 845119, <[email protected]>; Sec: James Lowe 0418 963315, <[email protected]>; Trs: Adrienne Wall 07 49362699, <[email protected]>; Events: Jon Wall 0427 177237, <jonathon.a.wall@team. telstra.com>; SSO: Bob Pizzey 0439 740187, 07 49387607. Towing Biloela: Paul Barry 07 49922865, <[email protected]>.Conondale Cross-Country Club[www.conondaleflyers.asn.au/] Pres: Denis Davis 0428 130375; V-Pres: Paul Underwood 0407 177793; Sec: Andrew Dobinson <[email protected]>; Trs: Steve Stocker 0411 226733. Dalby Hang Gliding Club17 Mizzen St, Manly West QLD 4179. Pres: Daron ‘Boof’ Hodder 0431 240610, <[email protected]>; Sec/Trs: Annie Crerar 0418 711821, <[email protected]>; SSO: Jason ‘Yoda’ Reid 0424 293922, <[email protected]>.Fly Killarney Inc.Pres/SSO: Lindsay Wootten 0427 210993, <[email protected]>; V-Pres: Alistair Gibb 0414 577232, <[email protected]>; Sec/Trs: Sonya Fardell 0415 156256, <[email protected]>.Sunshine Coast Hang Gliding ClubPO Box 227, Rainbow Beach QLD 4581; <[email protected]>. Pres: Geoffrey Cole 0408 420808, 07 5455 4661; V-Pres & SSO (HG): David Cookman 0427 498753; V-Pres (PG): Tex Beck 0407 238017; Trs: Gary Allen 0417 756878; Sec: Chris Ferreira 0420 980572 <[email protected]>; (HG): David Cookman 0427 498573, 07 54498573; SSO (PG): Jean-Luc Lejaille 0418 754157, 07 54863048.Wicked Wings ClubPres: Peter Schwenderling 0427 461347 <[email protected]>; Trs: Craig Dunn <[email protected]>, Sec: Sonya Fardell 0415 156256, <[email protected]> Sonya Fardell, 260 Postman’s Ridge Rd, Helidon Spa QLD 4344.Whitsundays HG ClubSec/Trs: Ron Huxhagen 07 49552913, fax: 07 49555122, <[email protected]>.

TASMANIA (see States & Regions)

VICTORIADynasoarers Hang Gliding Club<[email protected]>; Pres: Dale Apple- ton 0408 382635; SSO: Rob van der Klooster 0408 335559. Meetings: 1st Fri/month, venue see [www.dynasoarers.vhpa.org.au].Melbourne Hang Gliding Club Inc.PO Box 5278, South Melbourne VIC 3205 [www.melbourne.vhpa.org.au]. Pres: Gabriel Toniolo 0407 544511, <[email protected]>; Sec: Scott Rawlings 0409 675408, <[email protected] >; Trs: Noel Bear 0425 801813, <[email protected]>; SSO: Peter Holloway 0408 526805, <[email protected]>, Committee: Glen Bachelor & Peter Cass. Meetings: 3rd Wed/month, Tower Hotel, 686 Burwood Road, Hawthorn East VIC 3123. North East Victoria Hang Gliding ClubPres: John Chapman 0412 159472 <chappo [email protected]>; Sec: Bill Oates 0466 440 049 <[email protected]>; Trs/M/ship: Greg Javis 0407 047797; Committee: Barb

Scott 0408 844224, Bill Brooks 0409 411791; SSO: Karl Texler 0428 385144; Meetings: [www.nevhgc.net/].Sky High Paragliding Club[www.skyhighparagliding.org]; Pres: Steve Leak <[email protected]>, 0409 553 401; V-Pres: Alister Johnson 0418 323692 <[email protected]>; Trs: Phil Lyng 0421 135894 <[email protected]>; Sec: Frank Adler 0408 264615 <sec@skyhighparaglid ing.org.au>; M’ship: Loz Pozzani 0421 389839 <[email protected]>; Nov Rep: Mike Armstrong 0412 329442 <nov@skyhigh paragliding.org.au>; Web: Frank Adler 0408 264 615 <[email protected]>; Safety: Hamish Barker 0437 137893 <safety@skyhigh paragliding.org.au>; Committee: Dave Freche- ville. Meetings: 1st Wed/month 8pm Retreat Hotel, 226 Nicholson St, Abbotsford.Southern Microlight Club[http://home.vicnet.net.au/~stclub/]. Pres: Mark Howard 0419 855850 <[email protected]>; V-Pres: Ken Jelleff <[email protected]>; Sec/Ed: Kelvin Glare 0421 060706 <[email protected]>; Trs: Dean Marriott <[email protected]>. Meet ings: 2nd Tue/month 8pm Manning -ham Club, 1 Thompsons Rd, Bulleen.Western Victorian Hang GIiding ClubPO Box 92, Beaufort VIC 3373, [www.wvhgc.org]. Pres: Anthony Meechan 0407 163796, <[email protected]>; V-Pres: Greg Beglehole 0419 889153, <[email protected]>; Sec: Zhenshi Van Der Klooster <[email protected]>; Trs: Richard Carstairs 0409 066860, <[email protected]>; SSO: Rohan Holtkamp 0408 678734 <[email protected]>. Meet ings: Last Sat/month, The Golden Age Hotel, Beaufort, 7pm.

WESTERN AUSTRALIAAlbany HG & PG ClubSSO: Simon Shuttleworth 0427 950556; Sec: John Middleweek 08 98412096, fax: 08 98412096.Cloudbase Paragliding Club Inc.Secretary, 12 Hillside Crs, Maylands WA 6051. Pres: Colin Brown 0407 700378 <[email protected]>; V-Pres: Eric Metrot 0407 003059<[email protected]>; Trs: Colin Brown 0407 700378 <[email protected]>; Committee: Shelly Heinrich 0428 935462 <[email protected]>, Rod Merigan 0439 967971 <[email protected]>, Clive Salvidge 0402 240038 <[email protected]>, Julien Menager 0423 829346 <[email protected]>; SOs: John Carman, Nigel Sparg, Colin Brown, Mark Wild. Meetings: Last Tues/month, 7:30pm, Osborne Park Bowling Club, Park St, Tuart Hill.Goldfields Dust Devils Inc.[www.dustdevils.itaustralia.org]. Kalgoorlie: Pres: Toby Houldsworth <[email protected]>, 0428 739956; Trs/SSO: Murray Wood <[email protected]>, 08 90215771; Sec/SO: Richard Breyley <[email protected]>, 0417 986896. Perth: SSO: Mark Stokoe <[email protected]>, 0414 932461.Hill Flyers Club Inc.<[email protected]>. Pres/SSO: Rick Williams 0427 057961; Sec/SSO: Gary Bennet 0412 611680; SSO: Gavin Nicholls 0417 690386, Mike Ipkendanz 08 92551397, Dave Longman 08 93859469. Meetings held on site during club fly-ins at York, Toodyay.Western Microlight Club Inc.Pres: Brian Watts 0407 552362; V-Pres: Keith Mell 08 97971269; Sec: Paul Coffey 0428 504285; CFI: Brendan Watts: 0408 949004.Western Soarers PO Box 483, Mt Hawthorn WA 6915; [www.westernsoarers.com]. Pres: Michael Duffy <[email protected]>; V-Pres: Jason Kath <[email protected]>; Sec: Cyril Eliopulos <[email protected]>; Trs: Greg Lowry <[email protected]>; SSOs: Shaun Wallace, Gavin Nicholls, Matty Coull, Rick Williams, Michael Duffy. Meetings: See [http://au.groups.yahoo.com/group/western_soarers/].

ALL CLUBS PLEASE CHECK DETAILS IN THIS SECTION CAREFULLYCould all Clubs please ensure they maintain the correct and current details of their Executive Committees and contacts here in the magazine. Specific attention is directed to the listing of SSOs and SOs for the Clubs. Please ALL CLUBS and nominated Senior SOs and SOs confirm ALL SSO and SO appointments with the HGFA Office <[email protected]> to ensure that those holding these appointments have it listed on the Membership Database and can receive notices and correspondence as required. Appointment of these officers is required to be endorsed by Clubs in writing on the appropriate forms. Sometime in the future if confirmation is not received, those listed in the Database where no current forms or confirmation is held, the appointment will be taken as having expired. General Manager, HGFA


should always be inspected by an indepen-dent person, an Instructor wherever possi ble. Advice should be sought as to the con di tion, airworthiness & suitability of the aircraft. It should include examination of mainte-nance logs for the aircraft. It is unethical & a legally volatile situation for individuals to provide aircraft which are unsuitable for the skill level of the pilot, or aircraft that are unairworthy in any way.

Hang Gliders & EquipmentNEW SOUTH WALES

Aeros Topless 119ft2. Very few hrs, looks like new, Stealth II with Combat L sail cloth, carbon battens, etc, 29kg. Its ability to glide truly amazing. Great buy for small pilot. Ph: Maggie 02 66858768 or <[email protected]>.

Sting 3 154 ‘Like new’ 17 flights/27 hrs. Bought it new in February 2010. Includes spare DT & all-weather bag, asking $5100. Located in Newcastle. Ph: 0429 039006.

Paragliders & EquipmentNEW SOUTH WALES

UP Ascent 2 (XS) suit pilot 60-75kg. Backpack, stuff bag, speedbar (like new, 1-hr flight), Apco Integral 2 Chairbag harness, 2.6kg, reversible backpack. = Apco Mayday 16 Light reserve [http://db.tt/8ygk7LA], $3500. Ph: Nigel 0406 752850 or <[email protected]>.

Microlights & EquipmentvICTORIA

Trike Trailer custom-built tilt, VIC Reg, two jerry can holders, wing holder, very good condition; Hepworths Green All-In-One Freezer suit & hood, Size XL $60 VGC; Punkin bar gloves $60 VGC; Com-munica helmet, headsets & visor x 2 with interface box, PTT, $1100, VGC; Garmin GPS 90 communication & navigaion, in box, never used, $200. Ph: Steve Romer 03 97968978, 0407 337226 or <[email protected]>.

GeneralCONCERTINA BAG

PARA SUPPLY / Cocoon3 concertina bag, PARA SUPPLY / Cocoon3 concertina bag, PARA SUPPLY / Cocoon3 concertina bag, PARA SUPPLY / Cocoon3 concertina bag,

www.parasupply.comPOLIGLIDE

Classifieds are free of charge to HGFA members up to a maximum of 40 words. One classified

per person per issue will be accepted.Classifieds are to be delivered to the HGFA office

for membership verification/payment by email <[email protected]>, fax: 03 93362177 or post:

4a/60 Keilor Park Drive, Keilor Park VIC 3042. The deadline is 25th of the month, for pub li cation

five weeks hence. Submitted classifieds will run for one issue. For con secutive publication, re-sub mission of the classified must be made, no advance bookings.

When submitting a classified remember to include your contact details (for prospective buyers),

your HGFA membership number (for verifi ca tion) and the State under which you would like the

classified placed. (Note that the above does not apply to com mer cial operators. Instructors may

place multiple classified entries, but will be charged at usual advertising rates.)

G FA

Single-seater SailplanesASW 17 VH-YKL. Complete enclosed trailer & instruments now in Australia, $35000. Ph: Brad Edwards 0427 202535 or 02 67711733.

Cirrus 75 VH-GQT, 2550 hrs, 1220 landings. Wing tip extensions, new canopy, good trailer, Form 2 completed Aug. $19000. Ph: Tony 07 46614090.

Hornet GEY with winglets, basic instruments, B20, 720ch radio & U/C warning. Trailer & tow-out gear are included. This aircraft has been professionally refinished & will be sold with a fresh Form 2 including the 6000-hr inspection. Price $20000 ono. Ph: Bruce 0407 795412.

Jantar Std 2 VH-IZT 1850 hrs, 1100 landings. Good clean condition. Microair radio, Borgelt instru- mentation, canopy hinge. Well thought out trailer & all tow-out gear. Competitive Standard Class performance, price negotiable. Ph: Paul 0404 851876.

Kestrel 17 VH-GXC in excellent order, 42:1 glide ratio, 3600 hrs, complete with, enclosed dual axle weather-proof trailer, wing & canopy covers, parachute, tinted canopy, tow-out gear, Cambridge data- logger, S-Nav Glide computer, current Form 2 (Nov 2011). Delight to fly, no vices, will go the distance. More details [www.brookmanonline.com]. $23000. Ph: 08 87565019 or <[email protected]>.

Libelle 201B VH-GCJ, serial number 454. 2900 hrs, new canopy, new panel with Borgelt vario, LX20 GPS logger, radio & Flarm. New water bags & comes with tow-out gear & a good trailer. Wing covers & fresh Form 2, $16000. Ph: 02 66243999.

LS8-18/15 + Cobra XL Std & 15m Nationals winner. Fully equipped/optioned. Price flexible $120 to $135K depending on equipment Ph: Miles Gore-Brown 0755789904 or <[email protected]>.

Pik 20B VH-GVF, good condition, winglets, fibre-glass factory trailer, oxy, many Pik spares, recently completed Form 2 & ready for the soaring season with all tow-out gear. $23000. Integrated L-Nav is available (neg). T-hangar available at Bathurst if required (neg). Ph: Geoff 02 48614284 <[email protected]> or Andrew 0419 479392.

Std Cirrus GOX excellent condition. New gelcoat, winglets, Flarm, Microair radio, tow-out gear, VG enclosed trailer. $20000 ono. Ph: 03 97437605 or <[email protected]>.

Ventus 2cx 18m NNA – sell aircraft, including trailer, available for inspection at Warwick airfield Qld. Very low hrs, asking price $139500. Ph: 0438 371145 to discuss further.

Self-Launching/Motor GlidersGrob Twin III 103 Self-launcher. Very low hrs, refinished; delight to fly. $125000 fly away. $135000 with trailer tow away. Ph: Dave 0428 716807 or <[email protected]>.

SF25 B Scheibe Jabiru 2200 Motor Falke VH-HNO, TT 2275 hrs, engine 215 hrs before top overhaul, 32-litre tank plus 10-litre long range tank. Basic instruments, Microair radio, new tyres, spare prop, etc. 187kg cockpit load. $38000. Ph: 03 9551 0965 or <[email protected]>.

Ventus cM Self-launcher $15000 PRICE DROP! Be Quick! First to see will buy! 17.6m, ~800 hrs TT. Engine 5 hrs, Altair, Vega, Dittel, Flarm.Cobra trailer. Refinished 2008. Fresh Form 2, perfect, beautiful. Just fly it. Now only $95K GST incl. (& possibly negotiable). Ph: 07 38793005 <info(at)spe.com.au>.

Ventus bT 16.6 1700 hrs, engine 20 hrs. Enclosed trailer, tow-out gear, MH oxygen, new canopy, Cambridge & OzFlarm. Current Form 2. Outstanding condition. Polyurethane finish. Based at Bunyan (Canberra). Sale due to owner moving overseas. $59000. Ph: 02 61284548 b/h, or 02 62425630 a/h.

Silent TARGA Fuel Inject

[www.alisport.com]Highly optioned new demo unit, < six launches & test hours for CofA only. 1 man self-rig package (20 min), steerable tail wheel, super COBRA trailer. Pure fun & independence. Price negotiabele. Ph: Greg 0400 114747 or <[email protected]>.

Gliding PublicationsAirborne Magazine: Covering all facets of Australian & New Zealand modelling. The best value modelling magazine. Now $60pa for six issues. Plans & other special books available. PO Box 30, Tullamarine, VIC 3043.Free Flight: Quarterly journal of the Soaring Asso-

ciation of Canada. A lively record of the Canadian soaring scene & relevant international news & articles. $US26 for one year, $47 for two years, $65 for three years. 107-1025 Richmond Rd Ottawa, Ontario K2B 8G8 Canada, email: <[email protected]>.Gliding International: The new international gliding magazine edited by John Roake. Specialising in being first with news from every corner of the soaring globe. A$60 p.a. Personal cheques or credit cards accepted. Contact: Gliding International, 79 Fifth Avenue, Tauranga, New Zealand. Email: <[email protected]>.Sailplane & Gliding: The only authoritative British magazine devoted entirely to gliding. 52 A4 pages of fascinating material & pictures with colour. Available from the British Gliding Asso ci ation, Kimberley House, Vaughan Way, Leicester, England. Annual subscription for six copies £17.50.Sailplane Builder: Monthly magazine of the Sail-plane Homebuilders Association. $US29 (airmail $US46) to SHA, c/o Murry Rozansky, 23165 Smith Road, Chatsworth, CA 91311 USA.Soaring: Official monthly journal of the Soaring Society of America Inc. PO Box 2100, Hobbs,nm 88241 USA. Foreign subscription rates (annu ally): $US43 surface delivery; $US68 premium delivery.Technical Soaring/OSTIV: Quarterly publi ca tionof SSA containing OSTIV & other technical papers. c/o T U Delft, Fac Aerospace engineering, Kluyerweg 1, NL-2629 HS DELFT, The Netherlands.Vintage Times: Official newsletter of Vintage Gliders Australia, edited by David & Jenne Goldsmith, PO Box 577, Gisborne VIC 3437, Mem ber ship $20 pa.

H G FAAll aircraft should be suitable for the intend-ed use; this includes the skill level required for the specific aircraft being reflective of the pilot’s actual rating & experience. All members must adhere to the mainte nance requirements as contained in Section 9 of the Operations Manual & as provided by manufacturers. Secondhand equipment

HGFA Schools

PARAGLIDING CENTREWe are based in Bright, NE Victoria, widely renowned as Australia’s best flying region. Bright has been host to numerous Australian & international competitions.

Feel confident that you are learning with the best, our CFI Fred Gungl (six times Australian Paragliding Champion) has been involved in paragliding since 1990 & instructing for over 10 years.

Courses• Introductory&HGFAlicencecourse• Thermal&XCclinicsforalllevels• SIVcourses• Towcourses• XCtandemflights• EquipmentSales

We are now conducting SIV courses.See website for details.

Dealer for all major glider manufacturers, Charly reserves, Insider helmets & various accessories.

Active Flight Fred Gungl, ph: 0428 854455

www.activeflight.com.au

vICTORIA vICTORIA

• • • • • • • • • • • • •

established 1988

Why come to North-east victoria to learn with Eagle School?

• Apart from being fortunate enough to have the most consistently reliable weather for training in Australia…

• Australia’s longest running Microlight school.• Our person centred approach means that we

value feedback and individually tailor our training methods to suit the student’s needs.

• We specialise in remedial training when you get stuck in your present learning environment.

• We are interested in seeing you achieve your goals and make your dreams a reality.

• You will receive ongoing support after your licence

• We aim to shape you into a safe and confident pilot by encouraging you to challenge yourself in a safe and supportive environment.

• If you are already a Hang Glider, Paraglider or Glider pilot you’ll learn for half price!

We look forward to assisting you to master a new set of skills which will take you

to new heights in every respect.NO PRESSURE SALES!!! BUY IN YOUR OWN TIME

Feel free to contact us, we are happy to chat with you.

STEPHEN RUFFELS CFIMail address: 16 Hargreaves Road, Bright, 3741

(03) 5750 1174 or (0428) 570 168email <[email protected]>

Look up our website: [www.eagleschool.com.au]

download our’Learn to Fly’ brochure for what’s involved, plus costs.

Classifieds • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

NOTICE TO ALL GFA ADVERTISERS

All advertisements and payment can be sent to:The Gliding Federation of Australia Inc/Advertising

Level 1/34 Somerton Road, Somerton VIC 3062.Ph: 03 9303 7805, Fax: 03 9303 7960Email: <[email protected]>

Advertisements may be emailed in high resolution (300dpi at 100% size) using TIF or EPS formats.

Photo graphs may be pro vided in either photo print or slides. Low resolution digitals are not suitable.

Photo graphs, slides or disks may be returned. Please include a self-addressed and stamped envelope

for the return of any promotional material.All GFA advertisements must be paid for prior to publication. (Payment by cheque, money order or

credit card). Don’t forget Classifieds deadline is the 25th of the month, for publication five weeks hence.

For current advertising fees, go to [www.gfa.org.au].

kANGOOkThe latest range of Kangook paramotors, Dudek Reflex paragliders, trikes, flight decks, spares & your reserve parachute equipment all on our website for your inspection with prices. Ph: Ben 0418 753220.

PRESS TO TALk SYSTEM

PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys, PARA SUPPLY / PTT sys,

www.parasupply.com

48 Soaring Australia February 2011

NEW SOUTH WALES

HGFA Schools • • • • • • • • • • • • • • • • • • • • • • • • • •

NEW SOUTH WALES

Australia Wide Services HGFA Approved Paraglider

Testing & Repairs

• Comprehensivetestingandrepairs to all paragliders

• Fullyequippedserviceandrepair agents for:

Advance, Aerodyne, Airwave, Bio-Air, Gin, Gradient, Mac Para, Niviuk, Nova, Ozone, Paratech, Sky, Swing, UP

• Fullwrittenreport• Harnessrepairandmodifications• CertifiedAustralasianGradientRepairCentre• Parachuterepacking• OrderstakenfromanywhereinAustralia,

New Zealand and Asia• Promptturnaround

Paragliding Repair Centre93 Princess Ave, Torndirrup, Albany WA 6330

Mob: 0417 776550 Email: <[email protected]> Web: [www.waparagliding.com]

PARAGLIDINGREPAIRCENTRE

WESTERN AUSTRALIA

RAINBOW PARAGLIDING APCO AUSTRALIA

Offering the full range of APCO equipment

APCO Aviation three years/250 hours warranty for porosity. Gliders that are made to last unique

in the industry. Customer service and 100% satisfaction guarantee.

Test centre for APCO gliders [www.apcoaviation.com].

APCO Australia and PWC winner of the Serial Class 2000

Established since 1996, Rainbow Paragliding is based on the Sunshine Coast and Hinterland. The school has access to 25 sites and holds a permit to operate in the Cooloola National Park including Teewah and world famous Rain-bow Beach. In the Sunshine State, we fly all year round, 60km cross-country flights have been achieved in winter! FULL LICENCE COURSE – Strictly only four stu dents per instructor, for quality personalised tui tion at your own pace, between eight to 10 days. REFRESHER COURSE – Groundhandling, top landing or asym- metric recovery techniques: Come learn with the experts. INTERMEDIATE, ADVANCED, TANDEM OR PARAMOTOR ENDORSEMENT – We have the sites, the weather and the knowledge. SALES AND SERVICES – New and second-hand, trade-in, maintenance and repairs. YOUR INSTRUCTORS: Jean-Luc Lejaille, CFI and senior safety officer, paramotor pioneer (first licence issue in Australia), over 2,500 student days’ experience, instructing since 1995.

Jean-Luc Lejaille CFI 45192 Rainbow Paragliding – APCO Australia

PO BOX 227, Rainbow Beach 4581 Ph: 07 5486 3048 – 0418 754 157

Email: <[email protected]>

[www.paraglidingrainbow.com]NEW SOUTH WALES

Professional Paragliding• Tandem Introductory Flights• Paragliding Courses and Certifications• Pilot Development Clinics• Free Introduction course• Tandem Endorsements• Sales and service

Dealer for Advance Charly Flytec IcomAdventure Plus Paragliding Pty Ltd

Stanwell Park, Sydney Ph: 0412271404

<[email protected]> [www.adventureplusparagliding.com.au]

QUEENSLAND

Advertising Index February – 2011

Airborne IBCAirsports Team 5 21Airtime Products 23Amy’s Aviation 19AWPA Sponsorships 30 Eco Watch 17GFA Form 2 40HGFA Merchandise 46High Speed Flight 9Keepit Soaring 39Manilla PG – Accessories 35Microair Avionics IBCMt Beauty Airpark BCOAMPS 31Paragliding Headquarters 5Poliglide.com 25Ride The Spiral 27SportAviation PL 19Swift Avionics IBC

soaring australia 2011-02

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