May 2010

W-oarIng TRALIA

Official publication of the Gliding Federation of Australia (GFA) and the Hang Gliding Federation of Australia (HGFA). The Gliding Federation of Australia Inc. and the Hang Gliding

~ Federation of Australia are members

, of the Federation Aeronautique Inter-, nationale (FAI) through the Australian

F A I Sport Aviation Confederation (ASAC). A S A C

CREDITS Cover photo: John Clark Design: Suzy Gneist, Gneist Design Printing: Bluestar Print, Canberra ACT Mailing: Bluestar Print, Canberra ACT

NOTICE TO READERS AND CONTRIBUTORS This magazine is a joint publication by the GFA and the HGFA and each association contributes 50% to the production cost and is allocated 50% of the content pages of each issue.

Contributions are always needed. Articles, photos and illustrations are all welcome although the editors and the GFA and HGFA Board reserve the right to edit or delete contributions where necessary. Materials of unknown origin won't be published.

All contributions should be accompanied by the contributor's name, address and membership number for verification purposes.

Photographs should be printed on gloss paper either in black and white or colour or submitted on CD. Drawings, maps, cartoons, diagrams, etc, should be in black ink on white paper, Lettering may be pencilled lightly but clearly on the drawing, for typesetting,

Views expressed in this magazine are not necessarily those of the GFA, HGFA nor the editors. They are strictly the views of the contributor, Any GFA officer quoting his title will be responsible for submitting an official article,

Copyright in this publication is vested in the GFAlHGFA. Copyright in articles and other contributions is vested in each of the authors in respect of their contribution.

HGFA EDITORIAL CONTRIBUTIONS The three contact points for HGFA members submitting to Soaring Australia are the HGFA Sub-editor, the HGFA Office, and the Graphic Designer. These contacts should be used according to the directions below.

HGFA SUB-EDITOR Suzy Gneist Ph: 07 5445 7796 <[email protected]> Post to: 57 Alice Dixon Drive, Flaxton QLD 4560

HGFA OFFICE & SALES Ph: 03 9336 7155 Fax: 03 9336 7177 <[email protected]> [www.hgfa.asn.aul 4a-60 Keilor Park Drive, Keilor Park VIC 3042

GRAPHIC DESIGNER/PRODUCTION EDITOR Suzy Gneist, Ph: 07 5445 7796, <[email protected]>,

Post to: 57 Alice Dixon Drive, Flaxton QLD 4560. Articles HGFA members should send article contributions to the HGFA subeditor. Article text is preferred by email <soaring.australia@hgfa. asn.au> either as a Word document or plain text file, photos can be sent via post (57 Alice Dixon Drive, Flaxton QLD 4560) either as print copies or high resolution JPEGs or TIFFs on CD. Photos must be accompanied by full captions and photographer names on a separate text file (.txt) on the CD. News, Letters to the Editor, New Products, Events Calendar entries HGFA members should send the above editorial items to the HG FA Sub-editor, Suzy Gneist, as text in the body of an email to <[email protected]>. Classifieds, Club Executive and Member Updates HGFA members should submit classifieds (secondhand gear for sale) and changes of address, etc, details (whether for Club Executives or individual members) to the HGFA Office <office@ hgfa.asn.au>. See HGFA Classifieds section at rear of this magazine for more details. Display Advertising HGFA commercial operators wishing to place a display advert should email the Graphic Designer, Suzy Gneist <sgneist@ gmail.com>, to receive a booking form and detailed instructions.

HGFA WEBSITE CONTRIBUTIONS Email Club News to <[email protected]>, Email Comp News to <[email protected]>. The information is forwarded to Soaring Australia and the maintainers of the HGFA website.

GFA EDITORIAL CONTRIBUTIONS The three contact points for GFA members submitting to Soaring Australia are the GFA Subeditor, the GFA Office, and the GFA Advertising Representative. These contacts should be used according to the directions below.

GFA SUB-EDITOR Anne Elliott Ph: 02 6889 1229 <[email protected]> Post to: PO Box 189, Narromine NSW 2821

GFA OFFICE & SALES Ph: 03 9303 7805 Fax: 03 9303 7960 <[email protected]> [www.gfa.org.aul . Level 1/34 Somerton Road, Somerton VIC 3062

GFA ADVERTISING REPRESENTATIVE GFA Secretary. Ph: 03 9303 7805, Fax: 03 9303 7960,

<[email protected]>, Post to: Level 1/34 Somerton Road, Somerton VIC 3062

Articles. News, Letters to the Editor. Events Calendar entries GFA members should send article contributions to the GFA Subeditor, Anne Elliott. Article text is preferred by email <annell@ hwy.com.au> either as a Word document or plain text file, photos for articles should be sent in the post (PO Box 189, Narromine NSW 2821) either as print copies or high resolution JPEGs on CD, Photos must be accompanied by full captions for each and photographer name. Classifieds & Display Advertising GFA members wishing to submit a classified should do so via the GFA Office, See GFA Classifieds section rear of this magazine for more details, Club Executive and Member Updates GFA members should send change of address, etc, details (whether for Club Executives or individual members) to the GFA Office <[email protected],org.au>.

DEADLINE FOR ALL CONTRIBUTIONS: 25th of each month. five weeks prior to publication,

Photos and materials will be returned after publication only if a stamped. self-addressed envelope is supplied,

Otherwise. photographs. whether published or not, will be f iled and may be used subsequently

in further publications,

MOTIVATION Paragliding is inherently dangerous.

Seriously, if you think the events at the

Winter Olympics are dangerous, and they

are, double the danger. If you're going to

make it, you need more than just desire,

you need:

time - whole weekends, whole holi

days, if you're starting a family or

career maybe rethink it

cash - it's cheap once you are set up,

but the start-up cost can be a hurdle

patience - there is a lot of waiting

confidence - to know you've made

good decisions when you're standing

on launch

• ability - if you're uncoordinated,

flying may not be a good idea

experience - you need to be able

to read weather conditions, and

knowledge of some type of adventure

sport such as skiing, surfing, yachting

or climbing can be useful as they help

one develop the ability to keep cool

under pressure

CHOOSING A SCHOOL I wanted to thermal and fly at Manilla,

but didn't realise there was a school

May 2010

there, I expected I would have to learn

on the coast and spend a year skilling up.

Luckily I found out in time Manilla does

have a school.

Do your research, be prepared to

travel. For things to look for in choosing

a school see [http://flymanilla .com/

ManiliaParagiidingSchooiltabidl1411

Default.aspxJ. I'd recommend, full time,

full on, away from distractions, thinking

100% flying for the whole time.

It may take more than nine days to

finish the course. Of the October students,

only a few received their ratings without

coming back for more instruction.

I received my novice rating three

weeks later after a serious amount of

ground handling practice.On my last

trip two students were still receiving

instruction four months later as part

of their course. This is the dedication

you want to find in your school.

CHOOSING EQ1JIPMENT Newer is better, but it comes down

to your budget. Seek guidance from

you r instructor.

Find out in advance what you'll need

to pay, with all the add-ons it will be

thousands. If you don't have the spare

cash, reconsider. It may be best to wait

until your situation changes. You need

quality gear or you will not enjoy yourself

and may risk serious injury.

Gliders rated 1 or A are safe with

good performance. When you have a

50% collapse 100m above the ground

you will appreciate them . That said,

if you're doing well in your course,

consider a 1/2 or B class glider. Though

less safe - I've survived a couple of heart

stopping collapses - these have better

performance. Every dollar spent on the

new, quality B glider I purchased has been

repaid in full .

CONSOLIDATION You will need to consolidate your skills

over the next six months. Put aside

regular long weekends and several week

long trips. While you're a beginner you

need to be with others, preferably in a

club-like atmosphere.

Over the January holidays I spent

12 days straight flying with lots of great

pilots of all levels, averaging two hours

a day. I'll describe my experience

in the next article.

Soaring Australia

Picture Perfect

A FEW WEEKS AGO MY WIFE STARTED PLANNING A TRIP TO CANBERRA TO SEE AN ART EXHIBITION.

IMMEDIATELY I THOUGHT TO MYSELF, '' IT WOULD BE COOL TO FLY ALONG LAKE GEORGE ON THE WAY

THERE ... " - A 15 TO 20KM RIDGE THAT RUNS PARALLEl TO THE HIGHWAY AND FACES EAST.

2 Soaring Australia

I didn't mention it but kept a casual

eye on the forecast.

A couple of weeks out a demo

wing arrived by post. "Hmm, would definitely be good to test it inland," I commented to wife. Reply: "Are there any flying sites in Canberra?" You bet.

A few days out the forecast looked

promising and the day before it was

looking perfect. I sent an email to the

local instructor and then a phone call

to one of the Safety Officers to get any

info I needed about flying their sites etc.

Good info here [www.acthpa.org/index.

ph p ?opt i 0 n=com_ content&view=a rt i c Ie & i

d=S&ltemid=29] .

There is a launch at both the north

and south end of the ridge. The north

one is better for cross-country due to

airspace, plus I think its a bit higher.

Looking south along the ridge at Lake George

May 2010

Anyway the day came and soon I

arrived at launch to see one glider flying

and another pilot just walking back

to launch from a failed cross-country.

I planned to just fly down the ridge

towards Canberra and I had briefed my

wife on where to go. The local pilot

suggested with the current wind direction

(ENE) I may not get far and said I should

fly over the back towards Gundaroo then

head to Canberra once I landed. I was

told to get good height as there were a

few trees to cross at fi rst . The road up

to launch continues to Gundaroo, then

Canberra, so I re-briefed the wife .

Conditions were picking up so I set up.

It was around 1 :30pm when I launched

and it was easily ridge soarable. Soon I was

well above launch in nice thermals. I was

hesitant at first, not having flown cross

country for a while, plus on a new site, new

wing and those trees to cross. So soon I

was sinking back down again in shadow

as there was a fair bit of cloud around.

Luckily the wind was fairly strong so

the shadows moved away quickly. The

sunny patches worked and I had to stick

with this before the next shadows came.

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I circled and climbed as I drifted slowly

over the back. There was those trees to

cross, but now I was almost half-way

over them at 1600m. I gave my wife a

few directions on the radio then turned

tailwind towards Gundaroo. "Am I gonna

make it over. yeah, I think so, better top

up in this bubble 3/4 the way over. " Made

it easily over the trees and now I glided

to the town. There was a cricket pitch

and some other fields I could land in but

then I started going up again . I decided I

would fly to the other end of town and

land in the field next to the road . As I got

there I saw the field was full of horses,

"Crap! " Last thing I want to do is scare

them into a fence or something .

Luckily the glider performs well and

the air felt buoyant. I glided on further

and found a nicer field with no livestock.

There was a small dam which confirmed

the wind direction by the ripples. I set

up and landed just as my wife pulled

up. Perfect.

THE STORY OF {ADVANCED SOARING MADE EASY' Bernard Eckey

PROFESSIONAL WRITERS CAN PROBABLY WRITE A NOVEL I N A FEW WEEKS , BUT MERE MORTALS CAN

TAKE MORE THAN 10 YEARS TO FIN ISH A BOOK ON GLI D[NG . HERE [S TH E STORY OF 'ADVANCED SOAR-

ING MADE EASY' AND MY LONG LIST OF EXCUSES FOR TAKlNG SUCH A LONG TIME TO COMPLETE IT.

It all began about 14 years ago with a

week-long GFA coaching course. At the

time, coaching was still in its infancy, but

at the end of the week Maurie Bradney

handed all six participants their coaching

rating. Then he shook our hands and

wished us good luck in our new roles .

There I was - a brand new coach, eager

to help others, but with few ideas how to

go about it. As the only coach in my club,

I decided that the best way to assist my

fellow glider pilots was to help them brush

up on theoretical knowledge. Lectures are

not universally popular, but articles for a

club magazine are always welcome. So I

put pen to paper and sent regular articles

to the editor of our club magazine.

After two or three years came the first

pleasant surprise. A well known interstate

pilot rang me and suggested making these

articles available to our national magazine.

I did, and much to my surprise Soaring

Australia gladly accepted my unpolished

work . More positive feedback followed

from all corners of the country and proved

very encouraging indeed. I was obviously

on the right track. Further articles appear

ed in quick succession but what happened

next almost rendered me speechless. On

an interstate gliding camp, two GFA heavy

weights tapped me on the shoulder and

suggested collating the articles in a book

let for distribution to all clubs in Australia.

At the time I felt honoured but was

still far too busy running the Australian

operation of my German employer. There

fore I never gave the idea any serious

consideration, but when I decided to quit

my job the situation changed somewhat.

I had indeed written enough material for

a booklet and with the help of modern

word processor technology it shouldn't be

very hard to collate it all. I soon made a

start but what I thought would be finish

ed in a few months took the best part of

a year. However, eventually I was ready

to show my work to Martin Simons, an

4 Soaring Australia

ex-editor of Australian Gliding and author

of several books on aviation. He did his

best not to offend me but his feedback

was shattering nevertheless: "Unless you

add a few chapters and make it an all

encompassing book on advanced gliding

you will have little chance of getting it

published," he said.

That is not what I wanted to hear,

but after a few weeks of doubts I decided

to go back to the drawing board! Three

more chapters were added and the text

was substantially rearranged. In the

process, further topics came to mind and

simultaneous research resulted in major

additions to the original manuscript.

Another year of full time work went by

but eventually it was time to let Martin

have another look. This time he was hap

py and suggested showing my work to the

same German publisher who published his

well known series of books on sailplanes.

He even agreed to proofread it for me.

Ingo Renner checked the text from

a technical perspective and kindly submit

ted a foreword . Jon Millard also offered

help with the fine tuning of the text.

When I made contact with the first pub

lisher of aviation literature in Germany

he spontaneously agreed to turn my work

into a book and suggested we call it

'Advanced Soaring Made Easy'.

Great, I thought - that's it! At long

last I can now sit back and relax. But little

did I know how wrong I was! For another

year I was asked to add to the manuscript,

prepare an index, provide a back cover

text, a foreword, and a summary of the

content. Then there was photo credits,

preface, obtain copyright waivers for

photos, and add drawings, graphs and

tables. But one day, the first draft of

the print lay-out arrived together with

a publishing contract. Of course, changes

and corrections had to be made to almost

every page, but at least there was now

some light at the end of the tunnel. The

correction process went on for months

but then everything went quiet as quickly

as it all began.

Two weeks prior to my next scheduled

trip to Germany, the publisher rang . I

hardly trusted my ears when he said that

I can come and pick up my free author's

copy. Needless to say, I made arrange

ments to see him within a day of my

arrival in Germany. I was thrilled and just

as excited as a four-year-old on Christmas

day. On arrival, not one but 10 free copies

were given to me. We all looked at the

finished work with some degree of satis

faction and congratulated each other on

the outcome over lunch. With perfect

teamwork we had put together my first

book and I was particularly thrilled that

it was in a language other than my

mother tongue.

After only a few months back in

Australia, the publisher rang again . The

book was selling far better than expected

and because it was almost sold out, he

requested approval for another print run .

Not only that, he also suggested a

second edition and - being a glider pilot

himself - even volunteered to translate

the book into German. What a pleasant

surprise! Only a year ago my publisher

was concerned about breaking even and

now he had already sold the book in

surprisingly large quantities. Of course,

I gave the green light for another print

run and at the same time I got busy work

ing on the second edition. Then came

another pleasant surprise. A Japanese

glider pilot asked for permission to

translate the book into Japanese. Of

course, it was gladly granted.

The unexpected success provided a

real impetus to expand on various sub

jects and positive feedback from the

worldwide readership provided welcome

encouragement. In depth discussions

with well known gliding identities also

provided food for thought and the many

May 2010

lessons learned during various coaching

events also served as inspiration for fur

ther content. Additional graphics were

inserted and glider pilots from around the

globe submitted truly spectacular photos.

A new chapter on technical issues was add

ed and methods of glider performance

enhancements were also incorporated.

During an aviation trade fair in

Germany, I met Carsten Lindemann, of the

'Free University of Berlin'. He has made

a name for himself as meteorological

adviser to the German National team

at various European championships and

world comps. He already knew 'Advanced

Soaring Made Easy' very well and instant

ly agreed to contribute a section on the

assessment of weather pattern for gliding

purposes. He even suggested adding a

few extra pages on the optimum position

of pressure systems for gliding purposes

in various parts of Europe.

Not incorporating all this exciting

information would have been almost

criminal. With the financial crisis well and

truly biting, my publisher was becoming

a little unsure whether it was possible to

break even again. But I was more con

vinced than ever that the gliding world

was crying out for a book that is specifi

cally tailored to gliding enthusiasts who

are struggling to further their skills and

become competent cross-country pilots.

A decision was made to put 'my money

where my mouth is' and go it alone. Prof

essional publishing software was obtained

and another four months of hard work on

the print lay-out resulted in a brand new

book with twice the number of pages.

With the exception of the title, it had

little in common with the first edition.

Transforming a few hundred mega

bytes of electronic files into a book of 336 pages was the next challenge. In order to

do justice to the many spectacular photos,

this edition had to be printed in full

colour without compromising on either

paper or print quality. On the other hand,

it was crucial to ensure that the book

remained affordable to glider pilots on an

average income. It proved to be a difficult

juggling act, but I eventually placed an

order with the same printing company

that had already produced the first edition.

However, financing a very large quantity

of books was rather painful and finding

a worldwide network of distributors

proved equally challenging . Fortunately

a number of my fellow Schleicher agents

stepped in and some mail order compa

nies agreed to act as distributors in

various countries.

May 2010

Special thanks must go to AI Sim from

Go Soaring [www.gosoaring .com .au] for

including the book in his range of mer

chandise and hence allow readers to order

it electronically. As this article goes to

while is the satisfaction of having

produced something that fellow glider

pilots will not only enjoy but can also

benefit from for decades to come.

press almost 1000

books of the second

edition are already in

circulation worldwide.

Where do we

stand now and - more

importantly - was it all

worth it? Yes, there

were quite a few

struggles along the

way but from my

perspective I can

honestly say that it

was well and truly

worth the effort. What

looked like a never

ending project is now

finished and can

finally be enjoyed by

the English speaking

gliding community. As

such it w ill hopefully

help thousands of

pilots to get more

pleasure from our

marvellous sport and

hence aid our member

retention efforts. If

you think one can

make big money on

gliding literature -

think again . What

makes it all worth-

Australian Agent for Davis Instruments.

ECOWATCH Unit 5, 17 Southfork Drive Kilsyth VIC 3137 Phone: (03) 9761 7040 Fax: (03) 9761 7050 email: <[email protected]> web: [www.davisinstruments.com.au]

Soaring Australia 5

www.australianglidingmuseum.org.au

Australian Gliding Museum Hosts ABC 'Collectors' The production team from the ABC

'Collectors' program visited the Australian

Gliding Museum at Bacchus Marsh on 14

March to record a segment for an upcom

ing program. The segment's producer,

Justin Murphy, was accompanied by pre

senter Andy Mu irhead, a photographer

and a sound technician.

During over five hours of preparation

and filming, the team introduced the

collection of gliders in storage, under

restoration and, in the case of the Slingsby

T31 b, flying. Filming included rigging of

the Olympia by Diane Davey and Phil

Prapulenis and culminated in Andy taking

a ride in the T31 b launched by the

Geelong Gliding Club's winch. We are

Lots of interest as Bernie McCosker instructs another budding pilot on the Taylor glider replica

Andy Muirhead interviews Jim and Graeme Barton about the museum's heritage

hopeful that

the publicity

gained will be

beneficial to

the Museum

and to gliding

in general, and

hope to see the

segment on air

in late April or early May.

Taylor Glider on Display at Centenary Airshow Famous escapologist Harry Houdini made

what is claimed by some to be the first

controlled powered flight in Australia on

18 March, 1910, at Diggers Rest, Victor ia.

The Australian Gliding Museum Taylor

glider was presented at the Houdini

Centenary Air Show at Melton Airfield on

Saturday, 20 March . The glider was one

of three replicas built to celebrate the

centenary of the first flights in Australia

by a glider, conducted by George Taylor

on 5 Decem ber 1909.

At the air show a large crowd viewed

the replica; some of the YO!Jnger and

lighter visitors being permitted to hang

from the structure in the manner used by

the original pilots 100 years ago, assisted

by Bernie McCosker, who was present for

the re-enactment at Narabeen, NSW, on

5 December last year.

The frail replica was displayed in a

large tent, with Alan Patching's Golden

Eagle and Jenne Goldsmith's Hutter 17

outside as crowd-stoppers. Queues formed

for a sit in both of these gliders as well,

and the day was regarded as well worth

the effort and a good time all round, due

in part to the perfect autumn weather.

Gliding Federation of Australia Assists Financing of Projects The Australian Gl iding Museum executive

has been pondering the provision of

financing for three essential projects for

quite a while, and is pleased to report

that the Gliding Federation of Australia

has come to its aid. With over 40 gliders

Bob Hickman (centre right) interests young and old in the joys of gliding in the Golden Eagle

Photos: David Goldsmith

now in the collection of much of Australia's

gliding heritage, space became a prob

lem that we hoped to solve with the

kind donation by Phil Prapulenis of a

disused hangar at Locksley. This will

provide a separate workshop, storage

area and paint-shop facility. Museum

volunteers disassembled and transported

it to Bacchus Marsh, but the expense of

erection and infrastructure, including the

desired foundations and concrete floor,

was a worry. Also, provision of toilet faci

lities and the connection of mains power

to the Museum have to be financed .

The Executive of the GFA has kindly

approved a dollar for dollar contribution

to assist us with these projects, up to a

maximum of $20000. This has redoubled

our efforts to raise financing and all three

projects will go ahead . We would like

to thank the GFA Executive and all GFA

members for this strategic support, which

recognises the huge progress the Museum

has made in its 10-year history.

GFA has previously supported the

Museum, during its formative years,

and the generous support has put the

Museum on a sound footing to preserve

and present the heritage of gliding

for generations to come. While we do

not open regular hours, and workshop

projects continue at Ferntree Gully, we

are pleased to show GFA members and

gliding enthusiasts around the museum at

a time to suit you. Please contact Graeme

Barton on 03 9802 1098 to arrange a visit .

Reminder A gentle reminder to please remember

the Australian Gliding Museum when

making a will, to ensure valuable items

are not thrown on the tip by non-gliding

family members in the future.

All articles and photos from David Goldsmith and the Australian Gliding Museum newsletter

6 Soaring Australia May 2010

WOMEN'S GLIDING

Australian Woman Awarded Top International Aviation Award

AUSTRALIA [http://2009.gfa.org.au/index.php?option=

com_content&task=view&id=729&ltemid=220]

Rob Moore

Ms Beryl Hartley of Narromine

NSW has been awarded the

prestigious Federation

Aeronautic International

(FAI) Pelagia Majewska Medal.

The medal is one of three awarded

for the sport of gliding.

This medal was created by the FAI in

1989, following a proposal by the Aero

Club of Poland, in memory of Madame

Pelagia Majewska, an eminent Polish

glider pilot awarded the Lilienthal

Medal for 1960, and holder of 17 world

gliding records, who lost her life in

an air accident in 1988. The medal is

offered to the FAI by the Aero Club of

Poland . It may be awarded annually,

on recommendation by the FAI Gliding

Commission, to a female glider pilot

to reward a particularly remarkable

performance in gliding during the past

year, or eminent services to gliding over a

long period of time.

THE PELAGIA MAJEWSKA GLIDING MEDAL The Gliding Federation of Australia (GFA)

nominated Beryl Hartley for the medal in

recognition of many years of dedicated

service to the sport of gliding both

nationally and internationally.

May 2010

Official Positions Mrs Hartley has successfully

fulfilled the following

Beryl Hartley positions at both the

National and State levels:

Australian international competition team

manager 1991, 1993, 1995, 1997, 1999, 2001

President GFA 2000

Treasurer GFA 2001-2006

FAI Foreign Claims Officer GFA 1991-2005

FAI Certificates/Badges Officer GFA 1995-

Present

Vice president New South Wales Gliding

Association 1996-1998

Treasurer New South Wales Gliding

Association 2006-Present

Achievements Before becoming Australian team manager

Mrs Hartley crewed at various world com

petitions during the 1980s. Her team

manager skills were so highly thought of

that for some years she was also manager

for the Japanese team.

In 1996, Beryl was the recipient of the

GFA 'Bill Iggulden' Award in recognition

of her outstanding services to GFA admin

istration and since that time increased

her commitment even more, both as

president in 2000 and as treasurer from

2001 to 2006.

As treasurer, she worked diligently

and creatively to establish a cost-effective,

efficient and customer-focussed administra

tion in the GFA secretariat.

Stating that Mrs Hartley was the FAI

Foreign Claims, Certificate and Badges

officer really does not do justice to her

position in that role. She is an outstanding

FAI Certificates Officer and works very

diligently in the role. In 2008 Beryl was

the Australian representative to the IGC.

Recently Beryl Hartley has been the

organising force for the second Australian

Grand Prix in 2008 and a member of the

Australian Bid for the 2012 Flapped World

Gliding Competitions.

At her local club level, Mrs Hartley has

been a principal contributor to the success

of the Narromine Cup Week which has

attracted new pilots into cross-country fly

ing as well as many established pilots seek

ing to achieve long distance flights. In 2008

this event attracted some 80 participants.

She has been an outstanding member

of the GFA not only for the corporate

knowledge she brings to the table, but

also her insight to the sporting side of

soaring and its people in Australia and

throughout the world. To have consistent

ly contributed to Australian gliding over

41 years has been more than would be

expected from any normal person.

Soaring Australia 7

A Distance Obsession Chris Atkinson

PARAMOTORJNG . FOR MOST PILOTS. IS ABOUT FLYING CLOSE TO THE GROUND IN STlLLAlR ENJOYING

THE BEAUTlFUL SCENERY. THlS IS SAFE. NlCE AND GREAT FUN TO DO. IT TOOK A YEAR OF REGULAR

MOTORING BEFORE 1 STARTED TO LOOK fOR SOME NEW CHALLENGES. ALTHOUGH 1 STILL ENORMOUS-

LY ENJOY THE MORNlNG FLlGHTS ON THE BEACH OR FLYING WiTH THE DUCKS OVER THE SUGAR

CANE FIELDS. THE TIME HAD COME TO LOOK UP HIGH AND AT THE HORIZON FORA NEW CHALLENGE

- DISTANCE. A CHALLENGE MUCH 01 FfERENT AND GREATER THAN [ HAD EVER ANTICIPATED.

Not long after that Andrew Polidano

and Mark Kropp had set the mark

at S6km for the Australian distance

record. I was already flying longer

distances, but this helped me with the

motivation needed to get started. I look

ed harder into details required to do an

Australian paramotor distance record .

It took several

attempts and a big

learning curve for me

to understand what the

wind would do at high

altitude, finding the

right launch, studying

VTC maps to avoid

airports and possible

flight restrictions,

communication with the

ground crew for pick-

up, and of course how

far I would get before I

was too low on fuel and

had to look for possible

landing areas on the way.

The first two attempts

extended period of time. Strapping would

have to do. I knew I could break this record

if I only got off in the right conditions.

We arrived in the early hours on

Sunday, 15 August. The weather was

chilly but it looked promising, perfect

conditions with the sun rising from the

east. The surrounding mountains seen

from Barney View are a

spectacular sight, and I

really looked forward to

get in the air. My ankle

was strapped as it had

only been a week since

fracturing it. I chose the

steeper launch to avoid

having to run too far. I

had no problems, with

a near perfect take off

considering my injury.

Luckily they don't give

stupidity awards. In

had to be cancelled due Flying high to test performance

hind sight I will not

take such a risk again.

I headed straight NNE

to avoid a large patch

of forest, flying past

to weather conditions.

There I learned the lesson

between the fine lines of

being highly motivated

and pushing too hard.

Despite all my pre-flight

checks, I managed to

overlook a twisted riser.

This forced me to abort

the flight and top-land

in high dry grass over

uneven ground and

left me with a painfully

fractured ankle. I decided

not to get a cast for my

ankle as this would see

me on the sidelines for an

8 Soaring Australia

Chris Atkinson and Herbert Hobiger standing beside Kangook paramotor on launch table

Mount Maroon with

its impressive cliffs to

the west and nearly in

line with the road to

Boonah. I made great

progress. Herbert and

Tina had taken my

truck, following me on

the road . We lost radio

contact pretty soon

as they couldn't keep

up with me flying in a

straight line aiming for

Esk. The goal of just

over 100km looked well

within my reach .

Passing between Laidley and Gatton

to avoid Amberley airfields and heading

straight N, it looked like I had a winner.

Later in the flight my fingers started to

freeze while I was texting Herbert my

positions, but I saw my goal within reach

and that kept me going. Atkinson Dam

became visible over the horizon. With

it came and increase in the strength of

the head wind I had been battling since

shortly after take off. This forced me to

lose altitude in order to keep reasonable

penetration heading towards my goal.

My ground crew had soon caught up

with me. I now had to battle on several

fronts. While there was headwind slowing

my progress, flying at a lower altitude

made it a rather bumpy ride as time

progressed with the first thermals of the

day. Turbulence of the nearby ranges plus

the cold started to take its toll on me.

To top off the situation, just before Esk I

encountered a small but very inquisitive

aircraft doing laps around me. This was

fine at first, until he decided to do a head

to head pass at less than SOm above me.

I was already flying in rough air and was

awaiting a low altitude collapse from

the turbulence of his aircraft. The pilot

not only broke the law flying so close to

another aircraft but had put my life at

risk . Luckily I avoided a collapse.

Flying over Esk, I noticed my tank

was pretty low but not yet to the point

where I would have to land. I knew

the record was mine but, regardless to

difficulties I encountered, I would battle

on as long as I could do so safely. Finally

I made it to Toogoolawah where I had

planned to land on the showground.

With very little fuel left in my tank, I saw

my intended landing field . There were

horses everywhere. I knew that under no

circumstances could I land there with a

May 2010

Fuelling up the motor

Flight preparation

Ready for the wing to be layed out for launch

paramotor. Luckily, being in radio contact

with Herbert, we found a Paddock not

too far with no livestock and big enough

to land a 707. A disgraceful landing on

a strapped ankle followed . I had made it

a whopping 135km on my first attempt

with no modifications on my paramotor.

I was ecstatic with my achievement, but

at the same time I knew I could do better.

The obsession had begun . I had already

planned my next flight.

The following weekend looked very

promising, with westerlies forecast for

Saturday as far inland as Roma. So we

headed out driving several hours Friday

night, camping near Roma. We left

before dawn, to find our googled take

off site with plans to fly back to the coast.

It turned out to be of no use, so we kept

on looking, driving further out west and

searching for a suitable launch. We finally

found what we were searching for about

40 km beyond Roma near Muckadilla .

The folks from the country are only too

happy to help. We settled on a small hill

facing the right direction with thermal

cycles coming up at a near predictable

regularity as the day progressed. My

paramotor had now gained considerable

weight with some modifications to the

frame and the two extra five-litre tanks

installed on the sides. Seeing the terrain

May 2010

and strength of cycle coming up the hill, I

opted for a reverse. A good launch timed

perfectly with a nice cycle made this a

perfect take off. I was glad to be in the

air and wasted no time to circle straight

into line with my GPS coordinates, hoping

to get enough height to take advantage

of strong upper westerlies. An inversion

prevented me to getting to the altitude I

wanted. There was some really rough air

under the inversion and it took me a lot

of time to get through it. To my surprise,

it was as smooth as silk from there on

and with speeds of up to 107km/h. I

was jubilant passing Miles to my left

and aiming to reach Dalby as my next

way point. It had cost me a considerable

amount of fuel to get through the

inversion, and after 3 hours I started to

realise I wouldn't make it all the way to

Dalby. I also had considerable difficulties

keeping in contact with my ground crew

as the phone reception isn't always that

great in the country side. I managed to fly

a total of four hours and the distance of

278km, more than doubling my previous

record . I landed near an empty farmhouse

close to a small road, 40km from my

ground crew. They were having difficul

ties with their GPS and it took them close

to two hours before they managed to

pick me up.

Planning for these attempts takes a

lot of time from all involved. The learning

curve is steep. Without my ground crew's

help, it would not be possible to chase my

goals. Thank you for the great support.

I fly a modified Kangook frame.

These are the best frames I have found .

The engine is a Ros 125, very powerful,

economic and lightweight. I use a Dudek

Nucleon Wing. The reflex system makes

them a fast, reliable and rock solid wing

when it comes to turbulence. On the

last record flight, I would have landed

a lot earlier if I was flying a standard

paraglider wing.

I also would like to thank Ben Darke

from Kangook for helping me with the

setup, service, custom parts and advice.

Would I have been able to breach the

inversion early in the flight, I am confident

I could have doubled my distance.

My goals this year is to achieve

SOOkm, then 800km and later in the year

I am planning to have an attempt on the

World distance record of 11 OSkm. This

will take a good amount of planning and

further modification to my paramotor.

We have already put more than six

months work into this next attempt.

Read on.

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The Third Attempt south easterly, helping me

to reach ground speeds

of up to 122km/h. My

progress was on track and

I was well on the way to

achieve my goal.

Chris Atkinson

It was the week leading up to Saturday

13 March when I decided to have another

attempt in breaking the Australian

record, previously set by me to 278km.

This time around my personal goal

had been set a lot higher, and I was

absolutely determined to leave no doubt

in anyone's mind about my goals, and

to set a distance that would take some

serious planning to beat.

Many months of pa instaking prepara

tions and testing of equipment had gone

into today. I had modified my frame to fit

two 20-litre fuel tanks, giving me a total

of 70 litres, followed by all the testing

and making sure everything worked

as planned . Important issues needed

consideration, such as ideal hang points,

launching the 34m' Nucleon

fuel lines and

flow, the extra

weight, wing

loading, just

to name a few.

I had to build

a test bed to

compare pro

pellers and

engine perfor

mance. This

helped cut out

the hearsay and

let me separate

facts from fiction

about perfor-

mance. I was

looking for the thrust and fuel economy

needed to cover a very long distance, and

every bit would count. Not only was the

right choice of equipment essential, but

the weather would be absolutely crucial

Climbing out above launch

10 Soaring Australia

for a successful

record attempt.

Observing weath

er patterns and

looking at past

records helped

me to make up

my mind when

to try.

We also

worked through

possible scena

rios of what

could go wrong,

safety being a

top priority.

Flying at 6500ft, the

air was relatively smooth.

I felt the cold creeping

into every bone of my

body, and soon I started

My new large

34m' wing had arrived

and I was keen to

take it for its maiden

flight. Several sessions

of ground handling Warming up the Ros 125 to shake badly to the point

where I felt quite ill in in winds up to 12kt

prepared me for the big day. I was very

impressed with my new Dudek Nucleon.

After several hours of preparations

and a last weather check, we arrived near

Canungra at 5:45am. Looking up from

the Turf Farm near Canungra towards

Mt Tambourine, the fi rst light of the day

was showing promising signs of a relative

clear day. The wind was too strong for

recreational flying with cycles at the

upper limit of manageable.

The race had started, setting everything

up before the wind would get too strong

to launch. I decided to fill the tanks with 45

litres of fuel. A purpose-build bench helped

me to test-run, warm the engine and have

my pre-flight safety check. I put on layers

of clothes to protect myself against the

extreme cold at high altitude.

Nearly an hour had passed and we

were ready. The wind had eased and was

nearly too light. Everything was going

to plan . Before long my ground crew

laid out the wing for me and removed

the bench. I was on my own, ready to

launch. The weight was pulling down my

shoulders, as I had more than 70kg on my

back, waiting for the peak in the cycle. I

managed a good reverse launch, and the

wing came up beautifully. While adjusting

to a change in wind direction, I powered

on my engine and started to run towards

a very slow climb out. It did not take too

long before I found a patch of buoyant

air to circle in. Once I had reached 1000ft,

I headed west towards the Great Dividing

Range which lay approximately an hour

away, well aware that I had to gain

substantial height to make it over.

Heading west climbing steadily, I

noticed the wind coming even more cross

with the gain in altitude. I had to crab

my way towards the near vertical faces

of Cunningham Gap. I got some more lift

on these near vertical faces but crossed

further north of where I had originally

planned. This was another first for me,

crossing the range . My first rea l challenge

was out of the way. The wind direction

soon became a more favorable straight

the stomach, forcing me to drop lower,

looking for warmer conditions. I realised

at this point that more research into

protective clothing should definitely have

been higher on my list of priorities. I was

struggling, feeling very ill and cold.

Flying at 3500 to 4000ft, the air

became a lot rougher. It was a price I was

willing to pay for warmer air. I had to

fly quite actively and this helped me take

my mind off the cold and stomach for

a while. I made great progress passing

Moonie on the way. My Nucleon was

a dream to fly. It handled great in all

situations and I have to say the engineers

did an awesome job designing it.

Observing the country below, very

green and lush from the recent rains

with bits of water around in some areas

from the recent floods looked gorgeous

from the air. What reassured me was

that we had checked with the RACQ and

the police before leaving and had been

told that all major roads would be open .

Close to six hours into my journey, south

west of surat, my stomach started to give

me more trouble . I vomited for the third

time during the flight. I regained my

composure and pushed on. A few minutes

later, my motor started running rough,

and I realised my air box must have

copped some of my stomach contents as

it had made its way into the carburetor.

Seeing the rough and heavily timbered

country ahead helped me make up my

mind, as the risks were now getting too

high, so I turned back to a farm house I

had recently passed . I used full reflex for

about 10km, tracking back to finally land

Testing manoeuvrability under load

May 2010

at 12:50pm on Siwa Farm, on Woodburn

Road. I found myself with 17 litres of

fuel left in the tanks which should have

allowed me to exceed my goal of 700km.

Safety had to come first and it was the

right decision to land, even though it was

disappointing .

What I did not know at this point was

that the adventure only just had begun! I

knew I had a new record. I thought about

the highlights of the flight while packing

up my wing and stretching. Sand flies and

mosquitoes started to attack me in plain

daylight as I walked towards the farm

house. Thousands of sand flies had had

ideal conditions to breed and were now

swarming everywhere. I had no phone

reception, but was lucky to find a phone

working in the temporarily abandoned

farm house on the property. Herbert was

nowhere to be contacted, and I assumed

he was out of range. I had been flying

with a satellite tracking system called

a Spot. It relays my exact location at 15

Recovery

Groundhandling the new wing in strong wind

Ready to launch on a record flight

minutes intervals to the laptop; Herbert

was carrying in the car and home to my

desktop computer where it displayed

on a Google map. I was quite confident

Herbert would not be too far away and

would eventually turn up. We had agreed

to have a back-up via my home phone.

I rang my wife to let her know where

I was, but she had been following my

progress on the computer and already

knew. If necessary, Herbert could get an

update by ringing home. In the meantime

I had walked several kilometres towards

the front of the property and realised

that flooding was still a very real issue

here in the back country with miles of

knee-deep water and mud on the road .

This explained why no one was home

on the property. I had to put my flight

suit back on as the sand flies were having

too much of a smorgasbord. The only

sensible thing I could do was to take

refuge in the house and wait for my

crew to pick me up.

EQUIPMENT USED

Kangook frame Ros 125 engine RS Ultra propeller Dudek Nucleon wing

of Siwa Farm. We called

Chris on the property's

phone. Borrowing

Herbert Hobiger (member of the ground crew) one of the property's

tractors, Chris came to

us. He then showed

Wile Chris was flying,

I had had my own

troubles trying to follow

him with his Patrol Ute.

We had good contact until Dalby, with

occasional messages on the phone and

regular checks on the laptop confirming

my heading in the right direction .

Everything seemed

to go well.

As I travelled deeper into the

country side, contact started to get more

difficult due to poor phone reception.

Lunch time came and no word from

Chris, no phone reception with Optus.

I started to get concerned when the

laptop's batteries gave up. Arriving in

Roma, at last I had phone reception

again. I called Chris's wife Tina to find

out about his whereabouts and was

told he landed safely on Siwa Farm with

coordinates to type into the Tom Tom

of his Ute.

Off I went to Surat, and then passed

south, only to find out that all minor

roads west were impassable due to the

recent flooding, with some bridges still

1.5m under water.

Looking at the GPS coordinates;

I knew Chris was not that far away.

May 2010

It could probably

only be about 50 to

60km as the crow flies,

but getting there was

a real problem without Flying low with 30 litres

any local knowledge.

So I started asking on properties SW of

Surat if anyone knew the way around the

local flooding. There was a real chance I

would not be able to retrieve Chris today.

When I finally located Mark, a local

farmer, who knew the area and where

Siwa Farm was. Again I must praise country

folks, always helpful giving up their time

after a hard day's work. Mark had offered

to come with me to help retrieve Chris. We

left at around 6pm driving approximately

around 150km with tremendous detours on

heavily washed out roads, edging ever closer

to the farm.

The last 10km were horrendous: with

knee-deep water, progress was often

difficult. We had times where I walked

ahead of the Ute, making sure we did not

get bogged in the mud or in unexpected

holes one could not see under the water.

I was glad Mark was driving, as I would not

have made it without him and the

well-equipped 4WD ute.

At last we made it to the entry

us the way and we

managed to load all his

gear. After a lengthy

drive back, we arrived

in Surat by midnight,

returning Mark to his family. We did

not waste much time, climbing into

our swags for some well deserved sleep.

What a long and adventurous day!

We both learned a lot on what had

to be done to prevent similar mishaps.

After checking the GPS, we discov

ered that Chris had managed to fly a

total of 464km in a straight line from

take-off to landing. This is one serious

distance covered by a foot launched

paramotor! It was only made possible

through the sheer dedication and effort

put in by Chris. Knowing him, I would

be astonished if were to be his last

attempt! He has his sights focused on

the 800km mark and aims to seriously

attempt to break the World record of

1105km later in the year. He has the

right equipment and is determined to

give it a go. Chris is competing against

professional pilots. This makes his recent

achievements all the more impressive.

Soaring Australia 11

LAKE KEEPIT SOARING CLUB REGATTA 2010 John Clark

THE LAST WEEK IN FEBRUARY SAW LAKE KEEPIT SOARING CLUB HOLDING THE INAUGURAL lKSC

REGATTA. THE REGATTA WAS DESIGNED TO BE A COMPETlTION WITH A DIFFERENCE WHERE HEROIC

PILOTS SHEPHERD LESS EXPERIENCED PILOTS CROSS-COUNTRY TO GIVE THEM A REAL EXPERIENCE

OF COMPETITION AND AAT FLIGHTS. THIRTY-FIVE PILOTS, INCLUDING SOME FROM Q1JEENSLAND,

GATHERED AT THE CLUB. ABOUT HALF OF THE ENTRANTS ARE VERY EXPER.IENCED PILOTS, MOST

OF WHOM CLAIM TO BE THERE TO DO LEAD-AND- FOLLOWS AS MENTORS AND NOT THERE JUST

FOR.A FRIENDLY COMPo

I don't do comps. This is not entirely

because I am bad at them. I am. On the

one and only hang gliding tow comp I

did, I only got out of the tow paddock

on one day. I like flying cross-country and

would like to fly further and faster so

I signed up for the regatta.

The club was packed out and all the

accommodation taken early. I had lured

my wife Geraldine up to the regatta to

take pictures and because I had forgotten

to book a room at the club early enough,

we were reduced to being gypsies and

changing accommodation every few days.

We started out at the ever popular

HG and PG haunt, the ' Ian Duncan

Memorial Home for Bewildered Single

Men' AKA the Royal Hotel in Manilla

which was a full house. The hang gliding

State titles were in full swing and it was

full of filthy disease-carrying hang glider

pilots, quite a few of whom are friends

and some are also members at LKSC

Harry Medlicott


including last year's hang gliding

world champion, Attila Bertok.

Hang gliding competitions are

a lot more civilised than sailplane

comps. Pilots get up late, have

breakfast late, go up to the hill late

for a late briefing and they party

late and loudly. Needless to say, this

didn't sync well with my having to

leave early for the regatta briefing.

If you have seen 'The Right

Stuff' (and which pilot has not seen

it at least half a dozen times?)

you will remember the scene

where Pancho Barnes tells some

hot test pilots, "We have two types of pilot here ... your Prime Pilots who get all the hot planes and your Pudknockers. What do you Pudknockers want to drink. "

Well the regatta is a bit like

that. The heroic Prime Pilots strut

their stuff while the rest of us Pud

knockers misbehave like naughty

school kids. Each day begins with

a briefing which includes an erudite

and normally funny presentation on

the hows and whys of not flying like

a Pudknocker, but by the time we get

let out of school, there's no break, it's

'get your glider to the grid in 30 minutes' .

I suppose that the goody-goodies

in the class have been up before dawn

cleaning their gliders and what-not, while

I was trying to get another hour of sleep

to compensate for getting to bed too

late at the Royal. By the time I had my

glider almost clean (a sure indicator of

Jay Anderson in war paint

Paul Mander at the Tijuana coffee house

a Pudknocker is a dirty glider) I arrived on

the grid to find they'd changed the rules.

Instead of being able to slot quietly at the

back, I have to sit at the front of the class.

As a further punishment, I am made

to be the wind dummy on most days. I

think sailplane people call it something

else, but dummy is what it feels like. It's

well known that the third most terrifying

thing for most people is public speaking.

May 2010

It's less well known that the second most

terrifying thing is taking off first in full

view of everyone, hoping you don't stuff

it up. I learn that you grid early and hide

down the back, otherwise you may be

airborne for hours while people on the

ground make up their minds. I'm a slow

learner. I am wind dummy on all but

one day.

Another thing I learn later on in

the week is how to cheat on the OLe.

Assuming as wind dummy you manage

to stay up, it may be an hour or more

before everyone gets up, what with the

occasional relight. So you might as well

fly somewhere and get a decent out and

return leg in ahead of the task which will

make you look less of a Pudknocker on

the OLe. This backfired badly one day

when all the clouds did was to mark sink

and I ended up scratching down low

in one knot for 15 minutes just before

the start.

The handicaps in the comp appear

to be arranged after watching people's

behaviour at social events. Almost every

night appears to be the excuse for some

party. Tuesday night, everyone decamps

down to Bob Dircks' for a barbecue and

croquet. Bob had gone solo on Saturday

in his own Libelle and was feeling like

a Prime Pilot. This night is an excellent

event, enjoyed possibly too much by

most judging by the handicaps writ large

on people's faces the next day.

After that we have the Mexican night,

catered by Tim and Chris Carr's mum and

dad, who although being apparently

Kiwi Gringos, do a great feed. The night

is won by regular English club member

William White, who with a simple shirt,

pair of sunnies, painted on mo and a

sun tan manages to look frighteningly

Mexican (of the kidnapping and drug

running kind) . Maybe he should take a

DNA test or consult the family tree .

In the middle of Lake Keepit State

Park, there's a single isolated rental

cottage called the Chalet, high up on a

ridge. It has a perfect view overlooking

the lake and the airstrip on the other

side. Geraldine and I move into the Chalet

in the middle of the week. Luxury! Sleep!

Days three and four are grey. There is

no sun at all and it reminds me of a post

apocalyptical - post-nuclear world such as

in the film 'The Road' . You know, pilots

wrapped in rags shivering in their planes

before take-off and all that. No chance

at all of staying up.

However, since everyone is gridding

and your sleep-starved Pudknocker's brain

May 2010

Ray Tilley on tow

tells you that here's a chance to practice

all those heroic Prime Pilot techniques

they told you about at the briefing, you

get gridded ... on the front again.

We get airborne, but the task is

cancelled on both days, fairly obviously

since the conditions are unflyable.

However, everyone continues to fly and

there are actually patches of up, mainly

caused by the masses of down-going

air having to go somewhere. There are

brave Pudknockers who decide to try

and follow their leaders, most of whom

are roundly told off on the radio for not

doing what they are told : "I strongly advise you to have a very close look at the bottom of that cloud," all leading to

hyperventilation in the cockpit for the

rest of us due to excessive laughter.

These are days to feel really like a

Pudknocker as the Prime Pilots ease round

the cancelled task and make it home in

time for tea and cucumber sandwiches,

the steel grey light glinting off their bug

free wings, while the rest of us sit on the

ground and try to make up convincing

excuses as to what we did wrong .

The last few days are greatly

improved by the presence of Bob

Dircks' daughters setting up the

Tijuana Coffee Club: real espresso

machine serving real coffee right

outside the flight centre during

the briefings. Brilliant plan!

After the gloomy days, the

following morning starts off

looking equally grim and gloomy

and I am looking for a day off.

The sewing circle (AKA taskset

ting committee) change the task

so often that people break knobs

off flight computers with the

excessive twiddling as each task

change comes through . Heading

Regatta final dinner

Photos: Geraldine Clark

south into the murk, there are patches of

less-than-dark on the ground and some

positive lift which gets better and better.

As we turn north conditions improve into

a champagne day with bright blue sky

and cu's dotted allover the place. A slight

ly challenging run north through the blue

to the top of the triangle and a boomer

all the way back home. That's my opinion .

Paul Mander, with his very nervous

Pudknocker, and two others fly line

abreast at 800ft scratching for lift on this

southbound leg while Harry Medlicott

(closely followed by me) cruises at 85kt

below cloud base.

Todd Clark and lisa


New Mid-week Manager for Lake Keepit

Lake Keepit Soaring Club has a new mid

week manager, Ian Downes, following

Jenny Ganderton's reluctant resignation

to make time to care for her father.

Ian Downes comes from the VFMG

Club, at Bacchus Marsh and is a Level

2 Instructor, a tug pilot and has been

an active member on the management

committee of the VMFG club. Ian started

at Lake Keepit on the first day of the

recent LKSC Regatta.

Ian feels that Lake Keepit's combina

tion of seven-days-a-week operations,

modern glider fleet and the suitability of

the local region for cross-country training

puts the club in a perfect position to offer

support to other clubs and individual pilots

wanting to progress towards obtaining

their glider pilot certificate.

Ray Tilley has a bad day in his ASH 27

when he sees Albuts getting too high and

too fast in his Cirrus 75. (AI buts promptly

increases the sale price ... yes, it is still

for sale). Jay Anderson pushes too hard

and lands out. This is probably nature's

payback for Jay deciding to ride out the

epic storm front which came through late

on the day before.

Others have a bad leg here or there,

but that's typical for this week. A leg that

has people saying, "I'm gaining height

well near Gunnedah ... under motor; " has

others catching five knot climbs. Merely

going five kilometres north of the line

can mean the cloudbase going up 1500ft

and completely different conditions.

With two days to go, we bump out

of the Chalet and go back to the Royal

for another night. Then, due to drinking

commitments at the end of term party,

we stay in the campground in the State

Park where there's a jazz band playing.

Now I am not one of those people who


feel that in any civilised country jazz

players would be lined up against a

wall (along with opera singers) and shot

without question ... okay, I am one of

them, but not allowed to say so until I am

in charge ... but I have a feeling another

sleepless night is in store.

The conditions for Friday and Satur

day are again excellent, giving the Pud

knockers more freedom to misbehave and

mime around the sky, annoying the Prime

Pilots. What other weapon do we have?

Leader: "I wouldn't advise you to

follow me while I'm exploring for lift. "

Follower: "I have to! What else am I

going to do? It's the only plan I've got!"

Is the regatta fun? Yes, it is great fun .

It is competitive without being extreme

and like the Keepit Safari, puts you into

conditions which you would not normally

fly and you find lift which you never

thought was there.

Is it scary? I don't like big gaggles

of sailplanes. Yes, there are moments,

pre-start where four or five gliders are

in the same thermal, but due to there

being nine start points on most days the

separation is very good . Once out on

course, I only share a thermal with one or

two gliders in the entire week, including

the guy I am meant to be following!

Willi do it again? Yes, absolutely.

The regatta is a good balance of fun and

competition. I've learned a lot about AATs

and where to find some really useful

information on my glide computer and

maybe one day I will be a Prime Pilot

and I can be mean to some Pudknocker

following me.

Finally, what's the thing most

people fear the most, even more

than public speaking or being a wind

dummy? It's making a landing in front

of a crowd, especially where there's a

camera involved. In hang gliding, the

landing zone or LZ is frequently called

the IZ or impact zone. In spite of pilots

attempting to land allover the place to

avoid the camera, Geraldine manages to

immortalise some excellent sequences

of 'landings' which can be permanently

erased for the standard fee.

The 2011 regatta will be held from

Sunday 20 to Saturday 26 February (seven

days). Further information can be found

on Lake Keepit Soaring Club website

[www.keepitsoaring.com] and

accommodation should be booked early;

I'll certainly be doing that! So come along

and join us in this low key, relaxing and

fun event.

IGC Meeting -Terry Cubley

The International Gliding Com

mission (IGC) is the international

body responsible for the sport of

gliding worldwide. Each mem

ber country has one delegate and one

vote at the IGC annual meeting, typically

in Lausanne Switzerland. This means that

Australia with 2500 members has the

same vote as Germany with 35000 mem

bers and Luxembourg with 39 members.

The agenda is predominantly sporting -

competitions, records, badges - but also

is getting more involved with member

retention/promotion and flying safety.

IGC is one sporting commission of the

FAI (Federation Aeronautique Interna

tional - the international aviation body) .

Other commissions include parachuting,

hang gliders, aeromodellers, helicopters

OSTIV (technical), etc.

I am Australia's delegate to IGC and

attended the 2010 meeting in March.

The following is a summary of the major

discussions and decisions. If you wish to

review the minutes of this meeting, they

are available on the IGC website [www.

fai.org/gliding] .

FA I NEWS The new FAI general secretary Stephane

Desprez (replacing Max Bishop), attended

the meeting on day one. Stephane is from

a rugby background, and managed the

rugby world cup recently held in France.

The latest FAI meeting was held in

Korea and was attended by 16 Asian

countries not previously represented .

Ninety five countries are now affiliated,

including Iraq, Iran and Mongolia.

OSTIV (the technical commission).

A new book has been published and

is available through the OSTIV web

page [www.fai.org/ostiv] for 17 Euros -

'Weather forecasting for soaring flight'.

PROMOTION Flying Aces - airsports web page [www.airsports.tvI. Flying Aces have the promotional rights

for TV etc for FAI and is looking for video

footage to place on the channel. They

can also help with advice on promotion

of the sport through visual media. They

covered the world air games and have TV

footage through common pay TV outlets

in Europe and USA.

Peter NewportlMario Hytten

May 2010

5 and 6 March 2010 Lausanne, Switzerland Peter was the driving force behind

'Gladiators of the Sky' and is still trying

to become a major promoter of gliding

and aviation sport. He is now working

with Mario Hytten and they produced a

short promotional video at the Chile GP

final. They have identified that the focus

for gliding should be as an eco-friendly

sport, and are promoting this to a broad

range of commercial and non-commercial

sponsors. They showed their promotional

short video which they are taking to

potential sponsors; it is very impressive

and gives a very clear message.

The vision: To be the undisputed

leading sport in terms of environmental

agenda and image.

COMPETITIONS Grand Prix Six qualifying grand prix have been

scheduled so far for 2010/11; potential

to hold the final at Wasserkuppe in July

2011 {nominations still open}.

Want all QGP to have tracking - pos

sible IGC support for this. The reps from

Yellowbrick were present. This uses iridium

satellite system. The cost is approx $1000

per tracker, plus the cost of on-site support.

World Competitions Excess entries at world competitions With a limit of 50 entries for a class at

world comps, 35 plus countries and two

pilots per country, there is a need to

refuse some entries. The proposal is based

on the IGC ranking. Holland's proposal to

use country ranking rather than individual

ranking was accepted.

Amended to limit country losses to

only one pilot in each championships,

removal starts with the largest class .

Effective 1 April 2010.

Junior world gliding championships Australia submitted a bid to host the

junior world comps in 2013 at Narromine.

Five other nations made a bid, all from

Eastern Europe. This was always going to

be a challenge because many European

countries do not want to spend the dollars

required to fly in Australia. Given that the

2012 world comps are in Argentina and

the USA, countries were always going to

be reluctant to spend much in 2013.

Australia's bid focused on the strength

of our junior movement, and that the bid

was from our junior pilots. This received

many supporting comments with many

nations impressed with what our juniors

are achieving .

May 2010

There were two rounds of voting .

Australia and Poland survived the first

round . In the final round Poland won

the selection 23 votes to Australia 13.

Junior and Women championships outside of Europe Australia then moved a motion to ensure

that World championships for juniors

and for women took place every 10 years

outside of Europe; the juniors starting

with 2015 and the women starting with

2019. This would overcome our constant

battle over cost. We were successful with

this motion, so if we are still keen on

running a junior worlds we can bid for

2015 and only have to contend with

USA, South Africa, New Zealand, etc.

13.5m Class Given the low success of the PW5 Class

and the availability of a range of other

light gliders, the light glider working

party proposed to replace the PW5 Class

with a 13.5m Class.

This proposal was accepted and the

new 13.5m Class replaces the PW5 {which

is now a sub-set of the bigger class} effec

tive 2014: No handicap, no limit on ballast

and no sub-classes in major events {ie, no

PW5 champion}.

Barron Hilton James Cooper {from WA} approached

the organisers of the old Barron Hilton

Cup to see if they would continue to run

the event and award a medallion, but

without the prize of the trip to the USA.

Hannes Linke gave this some thought and

is proposing to Barron Hilton to establish

the 'Barron Hilton Challenge'.

Simultaneously the IGC Bureau is

going to tender to have an FAI triangle

cup via an OLC provider. Either way,

it looks as though we will have a

replacement for the BHe.

IGC SAFETY STRATEGY In collaboration with OSTIV, IGC is embark

ing on research into glider accidents and

their prevention . Comments on the plan

are being requested, and an agreement

to adopt measures at a national level

is being encouraged. One of the early

activities is collection of accident reports

and in particular GPS traces that can

provide some meaningful data on causes

and contributing factors.

COUNTRY WORKING PARTY The country {membership} working party

organised an international survey which

looked at membership trends and mem

bership concerns across the globe.

A copy of this report, which has some

great data of immediate relevance for

Australian clubs, is available on the GFA

web page.

There is a separate cross-country report

relevant to the GFA sports' committee

which has been distributed; hopefully this

will also be placed on the GFA web page.

RECORDS Continental records are being introduced,

where the records are for the best perfor

mances flown within that continental

region. This has been done to overcome

the need for everyone to fly in Argentina

in order to break a record, and to pro

mote great flights across all soaring

regions worldwide.

Records can be set by any pilot with

a sporting licence, so an Australian con

tinental record can be flown by pilots

of any nation, provided the flight takes

place in Australia .

The IGC Bureau will approve the

minima for each record .

GPS RECORDERS The approval of non-IGC flight recorders

for silver and gold badge flights has been

opened up by removing the need for IGC

confirmation of the work done by national

bodies. Effective immediately, national

bodies can approve these devices and only

need to advise the IGC committee. Australia

has already approved three devices thanks

to hard work from Tim Shirley. We were

the first in the world to do this.

IGC AWARDS The Lilienthal medal was awarded to Ross

Mcintyre {New Zealand} who has managed

the sporting code for many years.

The Pirate Gehriger award was pre

sented to Igidio Galli {Italy} who was

Italian team captain for 20 years, ran

competitions, is an active pilot and pro

moter of young pilots.

The Pelagia Majewska medal was

awarded to Beryl Hartley {Australia} .

GFA nominated Beryl Hartley

for this award which is awarded for

'significant contribution to gliding over

a long period' . It was a close vote, but

Beryl's contribution was well respected

internationally and she won the award.


HGFA News· From a Board Member As you read this, the new 2010-2012 commit

tee has just come in. I want to personally

thank you for your support in electing us.

I pledged 'honesty and openness' during

the election, along with reduced costs,

increased services, and site protection. I

invite anyone interested in following pro

gress to visit the new management area

I set up in our forums.

The 'SGM' board chose to appoint me

early, and I've used this extra time to bring

the HGFA membership systems (called 'iMIS')

online - an immense task that's taken nearly

four months of daily work, and even now

has plenty of teething problems. This should

settle down in future, and will hopefully

lead to cost reductions of $60000 or more.

I'm also pleased to announce that my

initiative to return our insurance to our

former broker, OAMPS, went ahead with

a $46000 reduction in premiums with no

changes to our written policy. My deepest

thanks go to Mr Agnew from OAMPS,

who bore the brunt of my two months of

constant haggling . Myself and 2400 plus

members are sincerely grateful.

Many of you may now be aware that the

HGFA computers automatically distribute my

club and state membership lists at the start

of each month, which are now used to check

member currency and qualifications in meet

ings and on the hill. Along with the SGM's

discounted 'member recovery' initiative, and

(I like to think) as a show of confidence in

the new management, the HGFA has in rec

ent months seen the sharpest increase in

member numbers in it's entire history.

There are a large number of procedures

that the HGFA and office undertake, and

I've spent the last few months studying these

closely. There are about $430000 worth of

combined savings and benefits that I hope

to help the HGFA enjoy this year, along with

$380000 in future years. We hope to get a

comprehensive survey out to all members

soon, so we can be sure that we are provid

ing what members want. Reducing costs can

allow for reduced membership fees, and/

or an increase in previously unaffordable

member services. Be sure to take part when

you r su rvey arrives.

Much of the HGFAs strength is built

through the efforts of our volunteer

members. I'd like to thank the hundreds

who've come before us, the dozens who are

directly helping us now, and I encourage

anyone with some skills and time to let us

know if you're available to help!

Welcome to the 'New HGFA'.

Kind Regards,

Chris Drake, HGFA I.T., 2010-2012 Board


. . . . . • . . . . • • • . . . . . . . . . . . . . • . . . J

• • • • • • • • • • • • • • • NEW PRODUCTS

UP Xpress The Xpress is a new kind

of wing. designed with

the wing characteristics

of yesteryear in mind,

but with the most

modern technology.

With three sizes to

choose from there is an

Xpress for all and when

you're done just roll

up and stuff any old

way; nothing there that'll wrinkle or break.

Available in May 2010.

XPRESS SPECIFICATIONS

Size Flat Area Projected Area Flat Span Projected Span Flat AR Projected AR Chambers Total line length incl. brakes Number of lines incl. brakes Line dimensions Glider Weight Trimmspeed [km/hJ Top Speed [km/hJ

14 16,5 13,9 8,1 6,5 4,0 3,0 26 173.3 98 1,3/1,6 3,5 45 60

15,5 18,5 15) 8,6 6,9 4,0 3,0 26 184,1 98 1.3/1,6 3,8 43 58

17,5 20,5 17,4 9,1 7,3 4,0 3,0 26 193,5 98 1.3/1,6 4,1 41 56

The Xpress sizes are recognisable by the

colour of their narrow design stripe; small is

black, medium red and large yellow.

lee Scott, [www.highadventure.com]

Sol's Other Flying Kangaroo If you are in the market for a new tandem

you won't get better value for your dollar

than the new Sol Kangaroo 3.

Kangaroo 3 is sure to impress with its

innovative construction of 61 cells - 14 of

them closed - hybrid fabrics, 6.26 real AIR

and 4.38 projected AIR.

A step up from the innovative SOL

Kangaroo 2, The Kangaroo 3 is characterised

by easy take off, climb performance, smooth

handling and easy landing. A system of

internal double crossed V-Tabs (DVT) in the

centre of the wing generate a solid structure

to give the best lift in flight even with the

smallest thermals.

The layout of Kangaroo 3 is entirely

new, with a higher aspect ratio, which

results in a precise handl ing and more

performance, equal to that

of a high level glider. The cell

width gets smaller as you go

from the centre to the wing

tip. The space between each

block of cells remains the

same thanks to a vector strap

sewn between each profile/

line attachment. The three

level suspension lines have

been optimised to reduce

drag and make it easier to untangle. Three

types of fabrics are used combining new

lighter fabrics with Gelvenor OlKS.

The New Kangaroo 3 offers comfor

table piloting, good passive safety, and

light reactions in extreme conditions. The

wing comes with complimentary backpack,

internal protection bag, compression

straps, riser bag, wind sock, manual, basic

maintenance kit, spread bar, cap, and

measuring tape to check the distance

between carabiners.

All Sol gliders have three years or 300

hours of flight warranty.

For more information on the New Sol

Kangaroo 3, contact Paul Cox at the Central

Coast Paragliding, <coxy@ccparagliding .com .

au> or 02 4334 2222.

Moyes Malibu 166 We have just completed the Malibu-2010,

and we now have two sizes! The Malibu 188

and Malibu 166 both have undergone a few

minor sail cut modifications:

The new Malibu inserts has the mylar

run all the way around the leading edge, as

opposed to just joining the foam on top of

the leading edge. The foam is still in place

of course, but now does not get crumbled

during pack up, leading to a smoother

leading edge that will stay clean over the

lifetime of the glider.

The zipper runs no longer parallel to the

leading edge, but perpendicular to it, along

the airflow. The reason is to make the glider

pack neat and avoid crushing the Mylar

and foam . The gliders now pack like any

double surface glider that has got enough

undersurface to pull forward .

Tip panel and undersurface modifica

t ion - both these mods, take most of the

flutter out of the glider when flown at top

speed . The Malibu's handling relies strongly

on its soft leading edges, but as a side effect

of this softness, the wing will eventually

start a pronounced flutter when flying at

top speeds - this mod helps to remove most

of the fl utter.

Gerolf has totally redesigned the

166 since the first prototype in 2008.The

result is that the little Malibu now has a

stall character as forgiving as the M 188,

May 2010

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

the roll rate will be hard to match by any

other single surface glider on the market,

regardless of its size. Given the same wing

loading the M166 and M188 will perform

practically identical.

M 166 comes standard with a small A-

frame (8cm shorter uprights!, but standard

size speed bar. The entire frame is made of

7075 series tubing, the crossbars are 62mm

diameter just like the M 188, which should

make certification a simple affair.

Everyone here who has flown the M 166

is very excited. And even those who were

getting a little impatient are feeling that it

has been worth the wait!

We are now taking orders! Moyes Delta

Gliders [www.moyes.com.auj.

MALIBU 166 SPECIFICATIONS

Span: Nose Angle: Aspect Ratio: Glider Weight: Optimal Pilot Weight: Hook-In-Weight: Packing Length: Packing Length-Short: C of G (Front to Keel) : Number of battens: VNE: VA: Trim Speed: Stall Speed: Maximum Speed: Best glide speed: Best gl ide angle:

Boomerang 7

9.15m 120.5 degree 5.5 23kg (51Ib) 60kg (132lb) 72-92kg (159-203 Ib) 5310mm (17 Aft) 3510mm (ll.5ft) 1658mm (65.3in) Top: 15 Bottom: 0 85km/h (53mph) 55km/h (mph) 32km/h (20mph) 22km/h (14mph) 70km/h (43mph) 38km/h (24mph) 9.5:1

Pilots in between weights should fly

at the top of the range.

Boomerang GTO certified The Boomerang GTO is the highest perfor

mance certified wing ever designed by Gin.

GTO 'Gran Turismo Omologato' was a

term originally used by Ferrari, later Pontiac

and denotes a race car that has been made

street legal. The Boomerang GTO was

conceived in this spirit. Gin's aim was to

design a wing with a performance level that

had never before been reached, but that

would still be certified. As with predecessor,

Boomerang Sport, no compromises on

handling or safety were allowed.

A wing for XC, competition fun and

confidence were two primary elements of

the design. Easy to handle in all kinds of

conditions, comfortable take-offs in both

nil or strong wind with no overshooting

tendency. The stability of the Boomerang

GTO is without comparison.

Naturally, the Boomerang GTO is a glider

only for experienced and talented pilots of

the highest level. A minimum of 80 flying

hours per year is recommended.

Certified in the Sand M size XS and

L still pending.

Sprint X-Alps - Light Intermediate Light version of the Sprint, the X-Alps

edition features the technology used to

make the wings of the Gin team pilots

competing in the Red Bull X-Alps race .

Sprint X-Alps is the ideal glider to

combine trekking and cross-country - it is

more compact and perfect for traveling light

without a bulky rucksack.

Sprint X-Alps is delivered with the light

Gin X-Alps rucksack (90 U900g) .

Sprint X-Alps is also different in the air,

but you should discover it yourself ...

from 4.6kg

five sizes - XX5, ,X5, 5, M. L

EN BILTF 112

Yak

Yak is our speedflying ultra-light glide

Gin Products weighing just a little more than 2kg.

The Boomerang 7 has finally been released . Yak has a little less dynamic turn, less

It is a completely new wing to the 6, devel- rolling tendancy in high load and has a bit

oped from the Italy Super-Final version. The more glide ratio compare to Bobcat.

glider boasts improved climbing and greater

stability in turbulence. Pitch stability has also

been improved and semi-circular leading

edge inlets maintain internal pressure at high

speed. A revolutionary mesh system on the

leading edge works as an air valve, opening

at fully accelerated speed allowing the pilot

to maintain speed in turbulent conditions.

BOOMERANG 7 SPECIFICATIONS

Size XXS XS SM M ML Weight in flight (kg) 80·90 85·95 90·100 95·105100-11 0105-115110-125 Certification EN926-1

May 2010

It has three sizes 15, 16.5 and 18m' .

Yak can be delivered in various possi

bilities like Yeti or Bobcat: wing only, with

Yeti harness or Switch or with Alpine bag.

YAK SPECIFICATIONS

Size Area (M2) Aspect Ratio Cells Number Glider's Weight (kg) Weight In Flight (kg) Load Test

15 15 3.9 26 2.1

<80kg 6G

16.5 16.5 3.9 26 2.3

>80kg 6G

18 18 3.9 26 2.5

110kg 6G

For more information, contact Paraglid

ing Queensland <info@pgq ld.com.au>.

Niviuk Unveil Hook 2 Niviuk has released its latest glider, the

Hook 2 (EN B/LTF 1-2) . The Hook 2 combines

the highest possible performance of any

wing in this class, with a security level even

better than its predecessor. A higher arc

and higher aspect ratio have been carefully

calculated for improved performance yet

the Hook 2 maintains the ease of flying and

high security achieved by the original Hook.

Niviuk has used the same SLE (Structured

Leading Edge) technology in the Hook 2

as it has in the Artik 2 (EN c/LTF 2) . This

technology incorporates plastic battens in

the leading edge to increase the strength

and structu re of the glider, red uci ng its

susceptibility to collapse, providing solid

stability at high speed.

Although there is more rigidity with the

SLE system, there is also full flexibility along

the both the vertical and horizontal axis

of each open cell. The SLE ensures ease of

movement on the ground and high security

in the air during turbulence and whilst

flying at speed.

With the SLE system there is no longer

a need to use large amounts of material to

achieve leading edge reinforcement. This

reduction in material has reduced the weight

of the leading edge and the result is precise

handling on the ground and easier launches.

The Hook 2 is available in five sizes, and

four colour options. For more information

on the Hook 2 and all other Niviuk products

contact Paul Cox at the Central Coast Para

gliding <coxy@ccparag liding.com.au> or 02

43342222.


HGFA News·· Felipe Rezende Shines At Bright Felipe has won the the 2010 Bright Paragliding

Open, flying the Niviuk Icepeak 3 in a field of 62

pilots. The event was a great success with pilots

flying four tasks out of seven days, and a third of

the field or more in goal on three tasks.

Rezende has been flying since 1999. He learnt

to fly in Brazil and began competitive flying on

hang gliders. In 2009 Rezende competed in para

gliding internationally in Brazil and Columbia,

learning the tricks of the trade from some of the

best in the world . The hard yards are beginning

to payoff and if his form is consistent, Rezende

may well earn himself a place on the Australian

Nation Team to compete in the 2011 World

Paragliding Championships in Piedrahita, Spain.

Brauniger's New IQ-Alto Vario Priced at $350, The IQ-Alto is a 'best price' entry

to the next generation of Brauniger Intelligent

flight instruments.

Quite often the price is a critical point for

the newcomer pilot when purchasing flight

instruments. For this clientele Brauniger have

designed the new IQ-Alto.

Providing all of the functions a pilot needs in

a va rio, the inside technics of the Alto are based

on the IQ-One. The robust casing is designed

with a 'soft grip' coating and integrated display

protection (perplex pane/scale over the LCD) . The

display itself is easy to read with high contrast.

The IQ Alto employs new high precision

digital technology allowing for variable response

time and excellent filtering. Flight memory

includes all Max/Min-Data of 40 flights, and the

unit will operate for more the 250 hours with

one battery set, several years in stand-by mode

with visible display of current time and day.

The IQ-Alto has been designed for use

in a wide range of temperature and climate

conditions. It is the best vario choice for all

beginners to become familiar with the Brauniger

flight instrument technology!

For more information on the IQ-Alto and

other Brauniger products visit [www.ccparaglid

ing.com.au] or contact Paul Cox at Central Coast

Paragliding . <[email protected]> or

02 4334 2222.

Upcoming Training Events Parachute Safety Night 2010,25 June 2010,

6pm to 9:30pm

Hang gliding truck-tow and landing clinic,

3 to 4 July 2010 (all day) Warren Windsports

ATC (Advanced Training Clinic): Truck-Towing

Hang Gliders (and landing clinic).

Paragliding truck-towing course, 28 to 29

August 2010 (all day)

Contact Warren Windsports on 0434222 111

or 02 4017 0440 for more information


Introducing Apollo North's Revo John Newell

APOLLO NORTH, BASED [N FLORIDA.

AR.£ DEDICATED TO PRODUCING THE BEST VALUE TRJK.ES ON

THE INTERNATIONAL MARKET. FIVE YEARS OF DEVELOPMENT

AND EVOLUTION HAS CULMINATED IN THE R£CENT US RELEASE

OF REVO, THE FLAGSHIP TRiKE OF THE COMPANY, NOW ALSO

AVAILABLE HERE IN AUSTRALIA.

The Revo is well named, it illus

trates the significant changes

and developments which have

occurred in microlight base, wing,

engine and standard features design over

the past five years - that have revolution

ised the sport from its humble beginnings

around three decades ago.

The Revo excels in all important

aspects you would expect in a high

quality microlight aircraft. It is technically

innovative, a leading edge design,

well manufactured using only the best

materials available and, most importantly

of all, flies brilliantly.

The Revo comes in two models, both

with a Tundra tyre set-up as standard.

One model uses the Rotax 912 UL engine

with the Reflex 13 wing, the other uses

the 912 ULS (100 hpj with the Reflex

11 wing. The Reflex wing range (made

by Northwing, a well-known and well

established US flex-wing manufacturer)

is one of the few true fifth generation

trike wings currently on the market. The

very latest in wing design not only allows

for faster trim speeds than ever before,

but can do so while providing a more

responsive and better handling wing .

Fifth generation wings are not simply

a 'topless' version (strutted) of the fastest

and best wing a trike company makes or

uses. It is a wing that has been designed

with only a strutted version in mind -

and one that would also have improved

flying characteristics and qualities over

kingposted wings. This has proven to be

a largely elusive ambition for flex-wing

designers and manufacturers to fullfil,

as the very few fifth generation wing

designs available on the current market

attests to.

Adding to the wing design of Apollo

North trikes is the use of superior quality

materials used in the construction

(including the wiring and hosing), a

May 2010

better designed and more comfortable

base and with special attention paid to

the finish. It is an elegant, extremely

functional and modern looking aircraft.

Finally the standard and optional

features of the Revo are second to none.

From a standard step on base floor, to

a back-up electric fuel pump, a colour

glass cockpit with a built-in GPS system,

to a fold-down 4130 Chrome-moly

curved mast (that provides for far greater

passenger comfort) - to a removable

instrument panel with modular wiring

harness for ease of service and use. The

Revo even has cabin heat as a standard

feature! Everything has been considered,

tria lied and tested - and only the best

kept for this flagship trike. No half

measures or compromises.

The last aim of Apollo North is make

value for money trike models. Although

most of their trike models are in the

high end category, they are by far the

best value trikes on the US market. This

is demonstrated by the rise of the Apollo

North company starting from nothing

five years ago - to now being the largest

US manufacturer of trikes and, more

importantly, the number one seller of

trikes in the world's biggest trike market

- the USA.

In the US market there are well

known high end European manufacturers

such as Air Creation and DTA to compete

with, let alone the single biggest trike

seller and competitor in the world,

Australia's own Airborne Windsports.

The dedicated, professional,

innovative and service orientated team

at Apollo North have made their aircraft

the trike of choice in the USA. Apollo

Aerosports Australia Pty Ltd, the sole

distributor for Apollo North in Australia,

is now offering you the best US trike - at

a price you can afford.

May 2010

With the Australian

dollar relatively high,

historically compared

to the US dollar, it

becomes increasingly

attractive to import a

high end microlight

as the Revo into the

Australian market. For

example, over the past

six months, the cost of

the Revo has varied with

the somewhat volatile

$AUD, but has generally

been very competitive

with the cost of the

nearest equivalent trikes in the Australian

market, notably Airborne's 912 XT SST

winged trike.

For further information on the trike,

pricing and testimonials please visit www.

apolloaerosports.com.au

STANDARD FEATURES Rotax 912 UL or 912 ULS (100 hpj

engine choice

Electric start

Stainless steel exhausts (two)

Superior Enigma digital

instrumentation

Hydraulic disc brakes

Wheel pants with stabilising

vertical fins

3/4-inch 4130 hardened steel

hollow axles

Valve activated parking brake

Able to carry 27kg passenger weight

than an equivalent 912 XT trike

Oil thermostat to maintain 912 engine

oil temperature within a good range

7075-T6 formed single piece main

gear leaf suspension hidden inside

fa ired composite material

Three-blade composite prop with

metal protective edging

Moulded composite seating with

custom upholstery

• Tested to 6G positive and 3G negative

• Civil Aviation Safety Authority

approved

12 month limited warranty

REVO SPECIFICATIONS

Performance Revo 912 UL Revo 912 ULS

Reflex 13 wing Reflex 11 wing

Never Exceed 100kt 78kt Speed (VNE)

Cruise speed 87kt 70kt at MTOW

Stall speed 36kt 33kt at MTOW

Best climb rate 1000ftlmin 885ft/min

MTOW 472.5kg 472.5kg

Total crew weight 227kg 227kg

Wing area 11.15m2 13.5m2

Wing span 8.23m 9.6m

Wing weight 51.5kg 54.5kg

Glide ratio 9:1 10.7:1


Jun·or :0

JoeyGlide 2009

temperatures were

forecast, although

Willy, our Japanese

visitor, and Shinzo

took a launch in the

Duo and found good

sheer wave up well

above cloudbase. The

Compiled by April Meredith

COMPETfTORS COR.NER.

Adam Webb

Practice Day The practice day was shared with the

last day of the NSW state comps, flying

the same task as Club Class, with a two

hour task time. Task was Narromine-Collie

(30km) - Tottenham (40km) - Narromine

with a minimum of 124.7km and a

maximum of 387.4km. The day was won

by first-timer Matt Scutter in a Hornet at

87.2km/h, with Nick Maddocks at 83km/h

in second and Adam Henderson at

62km/h in third.

Day 1 Day one dawned, and the forecast was

good, with five knots to 8000ft expected

in the blue. The task set was Narromine

- Gular Silo (40km) - Mullengundery

(30km) - Narromine with a minimum

distance of 180Akm and maximum

of 42S.Skm over three hours. The day

was as good as expected, with Andrew

Maddocks winning the day in the LS8 at

111 .Skm/h, followed by Nathan Johnson

at 102.Skm/h, and Nick Maddocks at

97.9km/h, although the second leg had

quite a strong headwind, making it hard

work for some of us getting Iowa lot.

Day 2 The weather on day two had been talked

about since arrived; some of the state

comps guys had stayed around hoping for

'the' day and 1000km flights. Although

it wasn't quite that good, the weather

was still very good with climbs to nearly

10 OOOft and blue again. The task was

set, Narromine - Tooraweenah (40km)

- Girilambone (SOkm) - Narromine for

a minimum distance of 301 .9km and a

maximum of 631.8km. Placings were, first

Andrew Maddocks at 10S.6km/h, second

Dane Dickinson with 102.9km/h and third

Nathan Johnson at 102.1km/h.

Day 3 The third day of the comp was scrubbed

after very strong winds and 40-degree


rest of us retired to a nearby river for a

swim, followed by a game of lawn bowls

and dinner in one of Narromine's pubs.

The following day the winds had

dropped, and we were set a speed

task: Narromine - Tomingley - Warren

- Narromine for a total distance of

206.4km. The weather was more difficult

than the previous contest days, climbs to

SOOOft were around, but mainly only to

4000ft or 4S00ft. My tactic for the day

was to concentrate on staying airborne,

take plenty of climbs, and not worry too

much about speeds. As I rounded the

final turn point I thought this might have

paid off with a few people chatting on

the radio about outlanding, but alas most

of them got away again, and made it

home with speeds far higher than mine.

Top three for the day were Adam Woolley

at 86.1 km/h in first place, Nathan Johnson

at 8S.3km/h in second and Dane Dickinson

at 80.5km/h in third .

Day 4 The following day was another rest one

due to overcast conditions and light rain,

but it cleared up enough in the afternoon

for us to make it to the park in Narromine

during the afternoon, followed by movies

and pizza in the clubhouse for the evening.

The weather improved and was

good enough to fly by the next day, but

it looked average again. We were set

an AAT of two hours to the north-west

but when high cloud encroached over

the task area some quick thinking from

Heath, our comp director, saw the task

rotated to the south to Tullamore with

30km circle, Peak Hill with 2Skm circle

and then home, allowing for a minimum

of 106.2km and a maximum of 288Akm.

Most people reported a day better

than predicted with climbs of around

four or five knots to SOOOft, (again,

in blue conditions), though I couldn't

seem to find any of it. As hard as I

tried I couldn't seem to get high, and

when I did I couldn't stay there and was

scratching around paddocks in no time.

However I managed to make it around,

eventually, and onto a good final glide

(with nearly 1 OOOft to spare), but then

found nothing except sink in the last

[www.joeyglide.com.au]

20km. With nowhere to land but the

high street between me and the airfield

I had no choice but to land out less than

10km from home, and got a great view

of everyone else cruising home. Andrew

Maddocks won the day with a speed of

93.8km/h followed by Nathan Johnson on

93.1 and Adam Woolley on 92.2.

Day 5 The fifth and final day brought us good

conditions aga in with five knot climbs

to 6000ft and, you guessed it, yet again

in the blue. A speed task was set for us:

Narromine - Eumungerie - Nevertire

Tomingley - Narromine for 266.0km. In

a reverse of yesterday I seemed to find

the good climbs while others got low and

scraped around paddocks. Despite having

a nail-biting final leg, hopping from

paddock to paddock (including the one I

had landed in the previous day), I made it

home with a decent speed. Placings were:

first Nathan Johnson 98.3km/h, second

Adam Webb 87.9km/h and third Andrew

Maddocks 87.8km/h.

And that was it for JoeyGlide '09,

having flown the most days of any

JoeyGlide, even if they were all blue! As

always it seemed to go by far too quickly

and it was time to de-rig and pack up

for another year. Once everyone was

packed up the final night celebrations

started . Presentations were made by the

mayor of Narromine, Councillor Dawn

Collins, and once again a wonderful meal

was prepared by members of Narromine

Gliding Club.

Final placings were: First Nathan

Johnson with 4764 points, second Andrew

Maddocks with 4SS8 points and third Nick

Maddocks with 4076 points.

Other trophies awarded were the

Junior Trans-Tasman Trophy, fought out

between Nick Maddocks for Australia

and Dane Dickinson for New Zealand,

which for the first time was awarded to

New Zealand. The Joey Cup (handicapped

hours versus points) and The Southern

Cross trophy (for the highest placed

firs- timer) went to Matt Scutter. The

Catherine Conway cup for the highest

placed female went to Steph Hargreaves

and the George Lee cup for the highest

handicapped speed went to Nick

Maddocks. The Schempp-Hirth 'Pilots'

Choice' trophy went to Adam Webb, and

the State of Origin trophy went to NSW.

Overall, a great week was had by

everyone. We all have to thank Heath

L'Estrange for stepping in as contest

director at the last minute and putting

May 2010

together an awesome comp; George

Brown for being our safety officer for the

week; Gus Stewart for looking after the

money, and generally helping out (and

coming to get me out of a field) and the

Narromine Gliding Club for providing

awesome facilities and hospitality for the

week with amazing meals every night and

expert tasksetting every day.

COACHEES' COR,NER,

David Stuart

Joey Glide '09 saw six junior

coachees converge on Narromine

for a week of cross-country

coaching alongside the Joey Glide

competition. Coming from NSW,

OLD and Canada there was a spread of

experience levels among the coachees

and a common enthusiasm to suck dry

the minds of their coaches (namely Paul

Mander, George Brown, Shinzo Takizawa,

Mark Rowe, and Mike Maddocks).

I attended JoeyGlide as a coachee this

year and needless to say had a great time

flying and mixing with the other juniors

from around the country and overseas.

Morning lectures each day focused

on thermal ling technique, navigation and

other vital skills for a successful cross

country flight and provided some theory

to relate to whilst on task . Although

two of the seven competition days were

canned due to weather, each coachee had

the opportunity to fly a number of days,

with some coach/coachee pairs electing to

fly the competition task while others flew

an abbreviated version to suit weather,

aircraft and experience levels.

Perhaps the best part about the

coaching week was its flexibility. Each

coachee was able to approach the week

and apply the theory learnt on the

ground with their own goals in mind,

whether that be to develop cross-country

skills in general or with competition flying

as a focus.

Apart from the obvious lessons learnt,

I think the most easily underestimated

49th Multi-class Nationals - Dalby. October 2010 Ralph Henderson

It 's getting serious now, less than six

months to go. By the time you read

this most entries will have been

confirmed and pilots will be able

to start preparing and practising for what

will be a very competitive event . Check

the web site [http://www.ddsc.org.au/

dalby2010/index.htmll for an update on

the entries.

The interest in competing at Dalby

has been such that the GFA sports ' com

mittee and the National Competition

Committee have introduced an interim

seeding list for Dalby. This interim list

means that the top 40 IGC-ranked pilots

are seeded for entry.

The remaining places and the

places that aren 't taken by the top 40

are available for other pilots. A more

May 2010

comprehensive seeding list will be devel

oped in time for the 50th multi-class

nationals to be held at Narromine in

the 2011/12 season.

Only 10 international pilots will be

able to compete and with the grand prix

the week before at Boonah, it looks like

some of the world's best pilots will be

competing .

In Dalby, there has been a lot of rain

and the grass cover is better than it has

been for years. Hopefully this will make

the airfield preparation easier.

One of the big problems in recent

years has been tugs. It looks like we will

have enough, although some will be

coming from New South Wales with

the inevitable ferry costs.

thing I gained was the confidence to fly

solo cross-country. That guy in the back

seat, that little bit of a reassurance that

you can get out of trouble means that the

first step into cross-country flying is not so

hard to take.

Joey glide coaching offers young

pilots the chance to start or improve their

cross-country flying and serves as a great

introduction to the competition scene. I

strongly suggest to all juniors out there -

get flying and come along next year. It's

great fun and you'll learn a lot, regardless

of whether you're being coached or

competing .

A big thank you must be given to all

those involved in organising the week, the

coaches who donated their time for us, and

those who donated aircraft for us to fly.

The juniors greatly appreciate your help

and without it JoeyGlide just can 't happen.

So all you junior pilots out there

(under 25), whether it be to compete or

learn from some of the best cross-country

pilots around get to Narromine for

JoeyGlide 201 O! See you there.

Lake Keepit Soaring Club is the perfect place to glide ... if you are learning or if want to extend your cross-country experience.

The relaxed 7 day a week club operation, varied terrain and year-round good conditions make LKSC ideal for pilots wanting to get their GPC or fly badge flights .

Hang glider, paraglider and ultralight pilots are welcome.

Tel: (02) 6769 7514 Email: [email protected] www.keepitsoaring.com


GLIDING CORNER

Mntion of Ian Bogaard's acquisition

and restoration of the Jaskolka in

the October, 2009 issue of Vintage

Times brought back some fond

memories for me.

Ray Ash

I was a part owner of this lovely sail

plane from about 1974 to 1976. Our syn

dicate, Fred Brown, Brian Hemmings and

myself, were interested in buying a two-

seater at the time and were negotiating

the purchase of a K7 from the Southern

Cross Gliding Club. They were procrastina

ting over the sale, so when the Jaskolka

became available we purchased it as a

From the Vincenzo Pedrielli Collection www.http://www.vincenzopedrielli.it

Allievo Roma

At Hem. t, Callfomll in May 1"3 Vine. nzo "-drl.llrl d .... mca .... tru. wh. n he . WI full· slz. d Baby Albatross (I. ft) d •• gne d by Hawley Bowlulln 1137.

Th .... is no doubt that the G. nnan. hi.,. dealgned and is also true that many gl ld.rw, d.lIgned oulllde glld.rw, d.slgne d l ero .. WWlI, can be .an todtIy part of Europ. Ind furthe r efleld.

It I, oft.n wond .... d how much the IlIlJamtCOllUJ1II II lett, It WII e lwaY' thoug ht, not P. drllill had to chlnga hla mind old bookl I nd he deslgnerl Included ~;;;t'" wonderful old glider .. ,. jull pi


Zoegling Biposto

The retrieve crew arrives to de·rig the beautiful Jaskolka

stop gap measure. Leo Diekman, the then

owner, had just completed a major repair

to it with the help of George Detto. It

had had the front cockpit area damaged

when Leo was attempting an outlanding

ahead of a storm after a short cross-coun

try flight from Forbes. He was hit by some

severe gusts on his final approach result

ing in a heavy landing.

When designed, the Jaskolka was

ahead of its time, with a 16m wingspan,

Frieze type ailerons and flaps, rear sliding

canopy that could be opened a few

inches in flight for ventilation, a folding

tailplane, retractable undercarriage, water

ballast, and all the controls automatically

connecting when rigging. It also used a

modern NACA wing section, the 43012A,

which to those familiar with the numbers

indicates that it had a very shallow wing

thickness of only 12%, most cantilever

sailplanes were then in the 15 t018%

range. This resulted is a spar that at the

root end was only about 150mm deep

but about 150mm wide, rather unusual

for a sailplane at that time.

The first prototype, built in 1951, when

test flown went into a flat spin that appear

ed at first to be uncontrollable and was

only saved when the pilot leant as far

forward in the cockpit as he could. Later

models were modified to prevent this.

Having said that, the only time I saw it

spin was when Fred Brown tried to spin

it after an annual inspection . He only

intended to do an incipient but a full

spin developed and despite full recovery

action on Fred's part it kept spinning

and continued past four complete

rotations until the controls finally bit,

and it came out after the nose going

down past the vertical.

Fred had initiated this below 3000ft

altitude so he was somewhat shaken and

just had enough height left to reach the

airfield. I suspect that in both instances

there may have been a C of G problem

but this is only my humble opinion.

May 2010

o [www.vintageglidersaustralia.org.au]

Despite all this I found

the Jaskolka an absolute delight to fly;

we often referred to it as 'a gentleman's

flying machine' . I myself did at least two

300km cross-countries in it and I can't

recall what the others may have done.

It had about the same performance as a

Ka6, I guess.

This particular Jaskolka, one of only

four now left in the world, was built

in Poland in 1955, and designated an

SZD8bisZ. The Polish registration was

SP1602, only being registered from

26 June to 31 December 1955. It then

appears to have been put into storage as

records then show that it was exported to

Finland in April 1958 after having a total

of only six flights. It was first registered

in Finland in April 1958, and was owned

by Oulum Imalukerho and registered

as OH-JAA. This was cancelled on 21

September 1965 when it was exported.

A chap named Henry Hingston imported

it into Australia in an unusual circular

trailer and it was first registered here on

12 February 1967. He did not keep it long

however and it passed through another

couple of hands before Leo owned it.

I have often regretted parting with

the Jazza although our eventual owner

ship of the K7, which we flew for over

20 years and did thousands of kilometres

cross-country in, including several over

400km, more than made up for this.

It was sad to see the apparent dam

age to this fine aircraft, and I hope Ian

restores it quickly and enjoys flying in it,

as I am sure he will - just remember to

check the C of G carefully and make sure

you have plenty of height if attempting a

spin for the first time!

OLD MATES ' WEEK

David Goldsmith

Old Mates' Week, a trad itional

event on the gliding calendar

catering to those of all ages

who do not fly regularly,

took place at Benalla from Monday 15

March to Friday 19 March . Organised and

run by Jim Barton and his team from the

Glid ing Club of Victoria, it's usually quite

a busy week. Many club members and

visitors line up for some flying, and the

club's and visiting two-seaters work well

to keep everyone satisfied.

This year the Vintage Gliders

Australia Ka-4 and the Vanstan-modified

Kookaburra of Graham Garl ick and

Dave and Jenne Goldsmith provided the

May 201 0

All articles courtesy Vintage Times. the official newsletter

of Vintage Gliders Australia

vintage element, while the Gliding Club

of Victoria's IS-28s, Duo Discus and K21

were all kept busy. Single-seaters also

kept the tugs busy. The weather was

absolutely magnificent, beautiful blue

skies with an occasional cu, light winds,

and warm temperatures. Best heights

reached were about 7000ft, while the

Friday's forecast of stability encouraged

visitors to de-rig and leave in a leisurely

fashion without taking a launch.

The annual dinner on Wednesday

evening was well attended with about 80

diners, many of whom each year make

it a point to catch up with friends of

gliding days gone by. Not just restricted

to present and past club members, overall

gliding scene members are welcome, and

do attend the event. This is followed

on Thursday by another tradition, John

King's magical mystery (bus) tour. Do

they really keep the destinations in a

sealed envelope to be opened only after

departure?

Again, the joy of gliding and the

sharing of friendships highlighted

this popular week, and ensured it will

continue for many years to come. Many

thanks are due to the club and all those

members and visitors who go out of their

way to make it such an enjoyable event.

GLIDING FEDERATION OF AUSTRALIA INC Airworthiness Inspection

FORM 2 AND C OF A NOTICE

D A Form 2 inspection is due. $160* payment

is enclosed

D The C of A requires renewal. $41 * payment

is enclosed and the existing C of A document

is returned

o Initial registration package is required.

$390* payment is enclosed

• Fees include GST

Payment method:

D Cheque 0 Credit Card 0 Direct Deposit For internet payments, deposit into: BSB: 013-442 Account No: 304729562

A) DOCUMENTATION REQUEST o Please send me a transfer of ownership document

o 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


THE TUMUT FLY-IN Curt Warren, Warren Windsports

I'VE JUST RETURNED FROM THE EASTER TUMUT FLY- lN . IT WAS A "FEEL-GOOD" EVENT WITH

A PACKED CAMPGROUND, AND LOCAL FLYlNG SlTES BUZZING WITH HANG GLlDlNG (AND SOME

PARAGLIDING ) ACTiVITY.

11 he strong turnout came from a good

weather forecast and the fact that I,

along with Conrad Loten, had planned

to pour out as much assistance as we

could squeeze-in over the holiday period.

The hang gliding and paragliding help

was provided for pilots looking for guidance with local site technicalities and

thermaling aspects.

As a group, we took the time to

inspect and review each landing paddock, along with another pre-flight briefing on

launch . Those that brought their UHF

radios benefited w ith some in-air coach

ing. Also, each morning at 8:30am, I con

ducted an Advanced Training Clinic on both thermaling and competition flying .

Novice pilot, Drewe Waller, launches from Honeysuckle on Day 1 in his Moyes Sonic 165

Canberra pilot, Andrew ' Keen as Beans' Luton, charges off Honeysuckle in his Airborne Sting 154


DAY ON E Honeysuckle, light NW winds, two wheel drive access Stopping by the LZ 'bomb-out' paddock,

we stressed the importance of using an

upward slope when landing. For instance,

a crosswind landing isn't a big deal, but

be sure to avoid a downhill landing. Alex, " Is this launch?" Leon revved

everybody up by taking off first, flying

straight out front, and hooking into a

thermal. He faded away as he cored up while drifting to the south on his XC

flight ... 'coincidentally' landing near

Kathryn along the way back to the airstrip.

Besides novice and intermediate

pilots, we had the big-gun comp-pilots in

their Lycra clothing on launch. give me a

few months, and I' ll be right there with

them at Canungra in October.

Witch Doctor, Conrad Loten, talks of thermal black magic in the form of sunlight, shadows and ridge-lines

DAY TWO Bald Hill, Tumut, light NE winds, four wheel drive access The NE winds left us with Bald Hill - a great site, but technical in NE conditions.

We explained how-to launch into the

bumpy gully and then skirt out into the lift-band area that also had the best

landing options. I was impressed both

with those pilots that flew and also

with a few pilots that that chose not to

fly. The ability to respect one's limit is

the true sign of a pilot. Conrad took off

first as the w ind technician, but didn 't May 2010

convince anybody right away. I heard

something like: "Well, he always makes it look easy." Eventually, we had gaggles

of gliders scratching their way above the

rolling terrain, and later happy pilots

strewn across the countryside.

DAY TH REE Mt Elliott, Corryong, light west winds, two or four wheel drive access Based on the flimsy weather forecast

(more NE winds), we decided to make the

2.5-hour journey to Corryong.

Mt Elliott is an afternoon site that

provides consistent flying opportunities

due it's position in the valley. The west

facing slope bakes in the sun and regu

larly sends the wind blowing in and up.

Turning right after launch offered a

north-facing sunny spine, but a quick-turn

to the left put you above a ridge with a

collection of spines feeding lift into it

this worked best. The trip paid off as we

May 2010

had a couple of low-time (and no-time)

inland pilots skying out above launch.

After dinner, Jonathan's parked Nissan

Patrol truck jumped the grenade for some

of the group and stopped a drunk driver

in his tracks. Luckily, no one was hurt.

Cars are dangerous ...

DAY FOU R Mt Argalong, light west winds, four wheel drive access Light and tight, bubbly thermals with

short cylces were popping off the north

side of launch which kept pilots working

together to stay up. Still, my student

fledglings were there to make me proud

as they specked-out over launch.

A swim in the river completed the day.

I imagine almost everyone had that

satisfying flown-out feeling as they drove

home. The rest of us couldn't be bothered

packing up and stayed another night.

"Looks good, you go first." Novice pilot, Alex Leon, first in flight with his Moyes Malibu 188

Michael Porter and some cautious pilots at the NE launch of Tumut's Bald Hill

Jeff Kember of Canada takes off in the Airborne Sting III 154

Conrad and I had a great time coach

ing some very grateful hang gliding and

paragliding friends of ours. I appreciate

pilots who share my own quest for con

tinual personal development. If that

includes you, be sure to check out our

Events page [www.warrenwindsports.

com .au/events]. ~

Photos: Curt Warren, Warren Windsports


The Concise Revised History of Hang Gliding 1963-1973 - Part 1 Graeme R Henderson © 2010

THERE ARE MANY DIFfER£NT VERSIONS OF HANG -GLIDING HISTORY, BUT NONE OF THEM MAKE

SENSE TO ME . THEY FAIL TO EXPLAIN HOW THE WING WAS INVENTED AND THEY ALWAYS INCLUDE

A GREAT DEAL OF STUFF THAT SEEMS IRRElEVANT.

Front cover of 'Catch the Wind' , courtesy of Glenn Woodward

I had heard of John Dickenson and his

'Improved Gliding Apparatus' [the title

of Dickenson's Patent Application]

through one of the first hang gliding

books I ever bought - 'Catch the Wind'

by Glenn Woodward.

Even so, when I stumbled into the

world of hang gliding history four years

ago, I discovered a far more interesting

tale, one that is supported by real evi

dence, and one that makes sense. This

article will endeavour to explain what

my four years of research has revealed .

No other account even starts the story

in the right place, so let's correct that first.

It appears that the first person to water

ski was the American Ralph W. Samuelson,

in 1922. However, his achievement

remained largely hidden until the 1960s.

His efforts were successful, but it appears

that they were not copied .

Water-skiing was re-invented a couple

of years later by Fred Waller, another


OcL 27 . 1925· F. WA.l.LER

1,559,390

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'ifp..5 e:e::::;;::F

17

"

Fred Waller's Aquaplane patent drawings

American, and I am unaware of any con

nection between the two. In 1925 Waller

patented his Aquaplane, US 1559390, and

the sport of water-skiing began in earn

est. With the exception of the invention

NOMIIIber, 1966

Flat kite on a cover of Water Skier magazine

of the power boat, this point marks the

beginning of the trail that leads to the

invention of the modern hang glider.

The next big step happened in 1951

when Paul Updike and Vern Crary launch

ed their five-sided water-ski kite at the

California State Fair in Sacramento. Ken

Tibado then refined both the kite and

the flying techniques. He lived at Lake

Wales, Florida, and regularly performed

at Cypress Gardens.

He is also credited with adding the

safety harness. This harness does not

work in the same way as hang gliding

harnesses, but it was an aid to ease the

strain on the pilot's arms. Among the

many feats performed by Tibado was

a flight from Florida to Cuba.

Doug Laversha is credited with being

the first Australian water-ski kite pilot,

when he brought a Tibado kite back from

the US in 1953.

The next step in the creation of the

modern hang glider was of course when

fellow-Australian John Dickenson was

It is somewhat ironic that John Revelle made the first harness, here he demonstrates how stable a well designed flat kite is, as well as his abilities as an acrobat

Photo: Courtesy John Revelle

May 2010

~-... iIIP~_ .. :_

John playing with his third autogyro on Narrabeen beach in 1968. John was very enthusiastic about gyros. He was adapting the chassis of this gyro to attach to a hang glider as he worked towards powering his wing

Photos: Courtesy John Dickenson

asked to build a water-ski kite, but could

not make a five-sided kite work to his

satisfaction .

There were many influences acting

on Dickenson at this time, as he came up

with his 'Improved Gliding Apparatus' .

It was a fragile and serendipitous process.

Right place, right time, right people.

Dickenson's interest in aviation goes

back to his childhood in Sydney. He spent

a lot of time sitting on the flat rock above

Curl Curl beach watching seagulls, and he

built many kites and gliders.

He became interested in autogyros,

eventually building one and teaching

May 2010

himself to fly it, which was no mean feat.

Gyrocopters and autogyros have come

a long way in the past 50 years, but in

those days their notoriously over-sensitive

control system killed a lot of pilots. New

pilots would over-correct after take-off,

and the over-corrections would usually

continue until they crashed .

In 1961 John Dickenson, then an elec

tronics technician, moved to Grafton in

New South Wales with his wife Amy and

their two young children, Helen and Mark,

to work for Gus Robinson Electrical. One

of the people working under Dickenson

at that time was Bruce Young.

Young towed Dickenson along Wool

goolga beach when he was testing his

autogyro, and it was Young who told his

fellow members at the Grafton Water Ski

Club about their new member, Dickenson,

and his flying prowess. Thus, in early 1963,

the Grafton Water Ski Club made the

fateful request that would lead to the

creation of the modern hang glider - they

asked Dickenson if he would build and

fly a water-ski kite for their display at

the annual Jacaranda Festival.

As new arrivals in Grafton the

Dickensons had joined the Water Ski

Club, not just for recreation, but also

to help them to integrate into the local

community. This really was the strongest

force acting upon Dickenson when he

accepted the task. He had no 'dreams of

glory', no 'grand plan' to revolutionise

aviation, just a simple desire to contribute

to the community in which he lived .

His father had taught him how to

make five-sided kites when he was a

boy. How hard could it be? Dickenson

had never seen a water-ski kite, so he set

about building models, working with the

descriptions he was given by various club

members, and his acquired knowledge

of kites and wings. All the versions he

came up with worked fine, until he hung

a weight under them, when they all

became horribly unstable.

As this process continued, Dickenson

heard more accounts, not just of the

kites, but of the flights, and all these

accounts ended with spectacular crashes.

He began to lose interest in the five-sided

kite idea, and started casting about for a

more stable design.

Through experience, he also knew

that powerboats often stopped unexpect

edly. They could run out of fuel, have

water or dirt in the fuel, or just run

aground on sandbanks. In a kite, this

meant you dropped from the sky without

any dignity. He felt that an ability to glide

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Nature's flexible wing, the Flying Fox or Fruit Bat

Photo: Courtesy Drew Taylor

would be good, so the pilot could simply

fly down and land gracefully and safely.

He was after only a 1:1 glide angle, just

enough to get down to the water in some

comfort and style.

At this stage Dickenson started to

look closely at flying foxes that are com

mon in many parts of Australia. These

creatures are amazing fliers, being capa

ble of gliding flight, extreme aerobatics,

and they can even fly backwards.

He began building models based on

these wings. One rainy night, accompanied

by his friend Dave Williams, Dickenson

cornered and captured a flying fox in his

hen run . Williams' account of this was

hilarious, with lots of slipping over on

lots of mud. Anyway, Dickenson had a

very close look at these amazing flexible

wings, and the mechanics involved in

them. Batwings are quite complex to

build. Dickenson built models based on

these studies and they flew very well

with a good 7:1 or 8:1 glide angle. That

was much better than the 1:1 glide angle

Dickenson wanted - in fact, it was too

good. Such a glide angle meant that if

an emergency landing was necessary, the

wing could end up over land, or worse, in

a crowd of people. Better control would

be needed if the wing was to be safe.

It was at this stage that John Dicken

son was shown a photograph of a wing

NASA was working with .

The photo shown to Dickenson was

of a paraglider, a structureless wing being

The lee and Darrah patent drawings


A photo showing the NASA paraglider. Although we are not sure exactly which photo John Dickenson saw, he believes it was similar to this, but from a more front-on angle

Photo from 'Flexible Wings for Transportation' a presentation by F.M. Rogallo

designed by a number of engineers at

NASA. Dickenson was led to believe, from

his one sighting of the article, that the

paraglider shown in it was a successful

design, that was actually being used to

return space capsules to earth. This of

course turned out to be an incorrect assump

tion. This is true for the many articles

published about the NASA/Ryan para

glider program, the Fleep, the Flexwing,

the PARESEV and the paraglider were

all presented to the public as successful

designs when in fact they were known to

have stability and control problems.

While NASA was the acknowledged

source of the wing for Dickenson, all

Dickenson took from them was the

double conical airfoil. This airfoil dates

back centuries to the Japanese kite, the

Tosa Dako. The famous French artist Jan

Lavezzari used the airfoil in his 1904

Much 1. 1949.

FI~G.4 . , 7 ,

Robert Bach patent

"n.nIlGWUIO·11T1

PUIt4I11,y;!9,lKl

2.463,135

To date this photo is the only evidence of the efforts of Frenchman Jan lavezzari. It was taken in 1904

attempts to fly. [Note, it is most probable

that Jan Lavezzari based his wing on boat

sails, rather than the Japanese kites.] The

airfoil was next fully explored by Ulysses

Lee and William Darrah in the US. The

explanation of the aerodynamics of this

airfoil are in their 'Flying Machine' patent

US 989786, filed early in 1910.

The airfoil was also used by both

Robert Bach, US 2463235, and George

Wanner, US 2573560. It was not, however,

part of the Gertrude Rogallo kite patent,

US 2546078.

There is also evidence - TV News

footage - of this airfoil being attached

to water-ski kite airframes in Indonesia in

the mid-1950s.

Dickenson's first thought was that he

would need to give it a frame so that it

could be held out of the water, and he

came up with an original airframe. Others

had used the double conical wing before

this, but their airframes were substantially

different from the elegant simplicity

of the one that Dickenson assembled.

His wing was almost a marriage of the

Wanner and Bach kites with a control

system added .

In fact it was fortunate that Dickenson

had not seen photographs of any of these

other rigid-framed machines, or it would

Jan. 9, J951 2,537,560

FU,dJIoII.29.1948

lee Darrah patent

May 2010

March 20, 1951 G. S. ROGALLO ET AL 2,546,078

--I

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- - :) :)

--- == "

§i!. ,-..,.~~ >oj §.5. { Y \

§Ii. fY) 1 {

l"Y\ ~

rY\ . , . ~ fiQ~Y

Gertrude Rogallo kite patent

have polluted his thought process. For

example, had Dickenson been aware of

the hang glider Barry Hill Palmer built in

1961, he would simply have copied it.

Even the strange and flawed design of the

PARASEV could have altered the result.

had Dickenson been shown a photo of it.

He was better off seeing less, not more,

of the strange goings on at NASA.

Dickenson made models using a

simple four-stick airframe. He quickly

concluded that a 90-degree sail cut, with

an SO-degree nose angle, gave the most

stable results. There was, however, one

problem - the wing performed nearly

as we ll as the batwing-based models.

Dickenson still needed control.

It is worth considering that it was a

lack of adequate control that caused Otto

Lilienthal's fatal crash after nearly 2500

successful flights.

Although many people had built hang

gliders that flew following Otto Lilienthal's

March 19, 1957

Wilbur Green patent

May 2010

2,785,870

first hang glider flights, control at speeds

below 25 miles per hour was still the

real problem. Three-axis control needs

airspeed to make it work. Until you reach

that speed you are out of control. I have

yet to learn of anyone foot launching

a Volmer Jenson VJ23 in still air.

The style of weight-shift control used

by Otto Lilienthal, and later by others right

up until the 1970s, was so inefficient that

the pilot could not correct for even mild

turbulence. You also had to literally hang

on to the glider as well. This is not condu

cive to long flights, nor to high flights .

Indeed the advice was: "Don 't fly higher

than you are prepared to fall. " It was

ground skimming rather than free flying .

So Dickenson now had two wing

designs - one simple to build, one a real

challenge, but both requiring a means of

adequate control.

As is well known, the solution came

to Dickenson while he was pushing his

daughter Helen sideways on a swing at

a park. The swings are gone now, being

considered too dangerous in today's

cotton wool world . In 1963 they provided

the vital clue to enable controllable low

speed fight.

So now Dickenson had a theory

about control, he needed to establish

if it could work .

Using materials scavenged from

a rubbish tip, and some banana bag

plastic, he built a half-sized model. This

development model was not intended

to fly, indeed it was built small to ensure

that it wouldn't, at any reasonable speed.

At 200m ph it could have been an exciting

toy, but at the maximum speed of the

club's ski boats it was never going to carry

a pilot.

The test was successful. By swinging

his weight John Dickenson was able to

get the small wing to take him from side

to side while skiing. The wing knocked

his helmet over his eyes so the trial ended

in an inglorious fashion, but it proved to

Dickenson that his idea could work .

Bruce Young and a couple of other

enthusiastic club members spent some

time after that tearing up and down the

river trying to get the little wing to lift

them off the water, but Dickenson was

already away working on the real machine.

Money was an issue for Dickenson,

and the wing was intended to be used

only for the festival displays, and then

thrown out. There was no justification

for large investments in this project, and

no funds to make them anyway.

John Dickenson launches the half scale model Photo: Courtesy John Dickenson

John Dickenson getting under way with the half scale test model Photo: Courtesy John Dickenson

Bruce Young takes the half scale model for a run Photo: Courtesy John Dickenson

Building models is one thing . Building

a man-carrying wing is quite another.

Even though the stunt was planned to

be over water, it was not desirable to

have the wing fold up on launch .

Oregon [Douglas Fir] wood was used

for the main spars, its strength to weight

ratio being comparable to Spruce.


John Dickenson taxis out for his first flight Photo: Courtesy Rod Fuller

The Mark 1 during final assembly at the Grafton Water-ski Club, 8 September 1963. Amy Dickenson at the clubhouse window, Helen Dickenson at the waters edge Photo: Rod Fuller

30 Soaring Australia May 2010

Banana plastic was used for the

membrane. John tested this to make sure

that it was strong enough for the task.

[Note: The three wooden spars and a

membrane, by themselves would make a

'Flying Wing' kite of the type American

Robert Bach patented in 1947. Of course

John Dickenson knew nothing about the

Bach Patent.]

Adding a crossbar, to define the nose

angle, is an important step. With the

Bach concept, the wing is free to flex as

the leading edges swing in and out in

turbulence. This is fine with a kite, but it

is a problem with a glider. Changing the

nose angle and billow also changes the

centre of lift on a double conical airfoil

[note: this is not an issue with a cylindrical

airfoil] so the crossbar is an important

aerodynamic component of the double

conical wing.

Part of Dickenson's area of responsi

bility at Gus Robinson Electrical was the

installation of TVs and TV Aerials. The

aerial masts often had to be quite tall

to get a good reception and they were

being made of aluminium tubing braced

with wire. While Dickenson did not erect

the aerials himself, he had tested the

components, and he had a real 'hands

on' understanding of the strength of

both the aluminium tubing and the wire

cable. He had tested the cables, and the

method of tying the wire, to breaking

point. Dickenson had access to aluminium

tubing, but it was not strong enough

for the main spars, and it only came

in 10 foot lengths. There is an obvious

transference of technology from TV aerial

to the hang glider airframe.

The first task was to establish the size

of the wing . Dickenson is very good at

mathematics, and was wizard with a slide

rule. He came up with a wing size using

16 foot spars and set about to build his

water ski kite substitute.

Working alone, Dickenson began

constructing his wing. The length of the

aluminium meant that the spar/crossbar

had to be forward of the optimum posi

tion, but that limitation was acceptable.

This thing was still only a theoretical

device, and it was meant to be dispo

sable. Dickenson, at this point in time,

still had no aspirations for the wing.

His total motivation was simply to meet

his commitment to the water ski club.

There was no 'future vision' here, yet.

He expected the wing to do no more

than amuse a small crowd of spectators

in a rural town . He did not, at this stage,

imagine that he would build a second

May 2010

John Dickenson testing the control system

wing . He was not thinking that others

would copy it. He didn't know if it would

even work, but the mathematics, and the

models, said that it could.

There is mathematics involved in

the control system as well. The distance

below the Centre of Gravity to position

the handle bar and the pilot. This is all

about leverage and accounting for the

pilot's arm reach. The seat was positioned

to duplicate the position of a rider on a

motorbike, Dickenson was an enthusiastic

motorcyclist. He needed enough control,

but not too much or he could end up

with over-controlling issues.

The wing at this stage was rigged

with fore and aft wires, from the handle

bar ends, to the front and to the rear of

the keel. Steel struts went from the ends

of the handle-bar to where the spacer/

crossbar joined the leading edges, plus a

set of cables going from the ends of the

handle-bar to a point halfway between

the rear tip of the leading edges and the

strut/leading edge junction.

Making the sail was a huge undertak

ing, banana bag plastic stuck together

with insulation tape sounds much easier

to do than it is in reality. The banana bag

plastic is very slippery to work with .

The solution Dickenson used to attach

the sail to the frame, clamping the sail

between the leading edges and a strip

of wood with nails, was mechanically the

same as the method adopted by Otto

Lilienthal, but John Dickenson's version

was crude, while Lilienthal's was a work

of craftsmanship.

On the morning of 8 September 1963,

John Dickenson carried the machine the

two and a half kilometres to the Grafton

Photo: Courtesy John Dickenson

Unknown. as yet. club member having a play with the half scale model

Photo: Courtesy John Dickenson

Rod Fuller flying the Mark I before the A-frame was developed

Photo: Courtesy Rod Fuller

Water Ski Club room for final assembly.

At this stage the machine lacked the

refinements that would make it easily

portable, and easy to assemble.

Part 2 follows next month


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

RANGA Scholarship 2010 The Royal Australian Navy Gliding Asso

ciation (RANGA) has established a scholar

ship valued at up to $1500 annually to be

awarded to a person who can demon

strate a strong commitment to aviation

but who is not yet at solo standard in any

form of flying .

The money is a grant to assist in train

ing in gliding, and will be paid to the club

which provides that training.

The rules for the scholarship, and

the process for applications, can be

found at [http://2009.gfa .org.au/index.

ph p ?option=com_content&task=viewd=66

9&ltemid=2] .

The scholarship runs from 24 July 2010

to 23 July 2011. Applications can be made

until 3 July 2010.

Tim Shirley,

GFA Awards and Trophies Officer

Call for GFA Award Nominations Every year the GFA recognises members

who have made outstanding contributions

in various areas, including Sport, Opera

tions, Airworthiness and Administration .

They are awarded annually at a dinner

accompanying the GFA AGM.

This is a call for nominations for these

awards (which includes Life Memberships),

and also to let you know the criteria for

them and the process that will be followed.

The nomination period opens at the

beginning of May, and closes on 31 July.

Nominations may be made by any GFA

member but must be endorsed by an

Executive or Board member.

Nominations, including citations, must

be received by the awards' officer in

writing by midnight on the closing date.

Email is preferred, and late nominations

will not be considered.

The Executive votes on all awards

except Life Membership (which requires

a two-thirds majority of the full Board).

Nominees must have been members

of GFA during the period addressed by

the citation . Employees are not eligible

if the services relate to work carried out

in connection with that employment.

Employees are eligible to receive awards

for services in unrelated areas.

Awards may be given to former mem

bers (or posthumously) for services carried

out while they were members.

The awards are made on merit, and

there is no requirement that an award

must be made every year.

In general, these awards are given for

services to the GFA as a whole. It would

not be usual for someone to receive one

of these awards if their service was asso-


ciated with a single gliding club, no matter

how outstanding that may have been.

The available awards are: The Ryan Award - for outstanding service

in the field of Airworthiness The Hoinville Award - for outstanding

services in the field of Operations

The WP Iggulden Award - for outstanding

services to gliding in general

The JR (Bob) Muller Award - for outstand

ing services in the promotion of gliding

The Wally Wallington Award - for out

standing services to the sporting aspects

of gliding

Life Memberships may also be pro

posed using the same process.

Nominations should be sent to me at

<tsh i [email protected] .net>, i ncl ud i ng

a brief (one to two page) citation .

Tim Shirley,

GFA Awards and Trophies Officer

Australian Gliding Grand Prix As some readers may already know, the

Australian Gliding Grand Prix is being

held at Boonah airfield later this year.

Boonah is a quiet little town located

on the beautiful scenic rim of south

east Queensland, and is only an hour's

drive from Brisbane and the Gold Coast.

The competition is being held from 26

September to 2 October 2010, with the

official practice day taking place on

Saturday 25 September.

Entries are now open, and all glider

pilots may apply to enter the competition,

with initial entries closing on 30 June 2010.

If oversubscribed, the top 15 IGC-ranked

Australian entries will be accepted, along

with the top five international entries.

If not oversubscribed, further entries

(up to a maximum of 20) will be accepted

on a 'first come first served' basis.

IGC ran kings, after the inclusion of all

Australian National Championship results

from the 09/10 season, will be used for

competitor selection . The competition will

be Standard Class using a fixed maximum

wing loading.

For more information please head to

the official website: [www.glidinggrand

prix2010.com.au] .

Mike Maddocks

Keepit Speed Week Sunday 5 September, 9am to Saturday 11,

6pm at Lake Keepit.

This coaching week is aimed at those

wishing to raise their competition skills, a

'Not the National Squad' week to provide

a lead in to the competition season.

Sports psychology topics will be pro

vided by Helen Wood, who has coached

at the National Squad Week, and at the

Queensland club level. Guest speakers

such as Bruce Taylor will attend and lend

their experience to the agenda .

The format will be morning presen

tations starting 9am, a regatta-styled task

during the best part of the day, and a

debriefing/scoringlflight analysis session in

the evening. Scoring will be handicapped

and calculated on the Wallington scoring

system, just for fun .

Participants will ideally have had some

competition experience, though this is not

essential. Independent Operators' Ratings

will be a condition of participation. A fee

of $150 is budgeted to cover expenses.

Capacity is limited and is one-quarter

filled at this point. Contact Paul Mander

0417447974 or email <[email protected].

au> for further information.

Paul Mander

World Gliding Competition Bid The Gliding Federation of Australia

placed a bid for a Junior World Gliding

Competition to be held at Narromine

aerodrome in 2013.

The competition is for youth up to

the age of 25 and is held every two years

but has never been held outside of

Europe since its inception.

Six countries bid for the event:

Australia, Czech Republic, Hungary, Lithu

ania, Poland and Slovakia. Unfortunately,

in a vote off, Poland won with Australia

the runner-up.

I must thank all those involved in the

bid process especially Mike Maddocks

whose initiative it was and who worked

tirelessly to prepare all the documenta

tion and chair the organising committee.

Australia put a motion to the meeting

that only countries outside Europe were

able to bid every 10 years so Australia will

be bidding for the event again in 2015

and stand a good chance of winning

because of our excellent soaring condi

tions, low costs and stable government.

Rob Moore,

Chairman of the GFA Sports' Committee

• • • • • • • • • • • • • • FAI NEWS

Online Pilot Survey Results This survey was conducted by the Country

Development Working Group of the IGC

from 24 February to 30 March 2009. The

objective of the survey was to lay the

foundation for a better understanding of

the global gl iding community and of the

issues relevant to the development of the

soaring in emerging gliding communities.

May 2010

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

There were 3434 valid entries from 55

different countries, representing 2.8%

of the worldwide glider pilot membership.

A total of 165 pilots from Australia parti

cipated in the survey which represented

6.8% of the total membership.

The full survey results can be found

on the GFA website .

Claiming your Gliding Badges and Certificates The summer of 2009/10 was a successful

and busy gliding season when measured

by the number of badge claims to my

office. I am attempting to clear up any

outstanding claims and assorted bit of

correspondence sent during season . For

those who still find it daunting to make

your badge claims here is a little help.

Find your club official observer Make sure that their official observer

number was issued after 1993. The way

to check is in the number which starts

with the year. Eg 93/004. Make sure that

your official observer is present when you

enter your task in the logger and then

into the aircraft.

Download with the original software

Download your flight with the original

software supplied by the manufacturer

of the logger you are using . Save the file

in the original software and then save it

as an IGC file.

Complete the application form The application form is on line at the

GFA website under sport/documents. Fill

in all details and ensure that your official

observer completes his/her section.

Send to the GFAlFAI office Send to Beryl Hartley at PO Box 275, Narro

mine NSW 2821. Your completed claim

form, a CD with both the original software

file and the IGC file, your green gliding

certificate book and the appropriate

payment made payable to the GFA. All

prices are listed on the GFA website under

the sport section. Payments to the GFA

can be cheque, money order, credit card

or by direct deposit.

Application for a sporting licence Complete the application form available

on the GFA web site. Send the form, two

passport size photographs and $20 made

payable to the GFA. Please! Don't email

them to me. I was starting to gather a file

of strange scanned documents, complete

ly unreadable and very strange large

distorted photographs of human heads.

Application for Official Observer rating This is an open book test. The test papers

are on the web site along with the

May 2010

From the Blue Book James Cooper

A friend of mine, ex-sailing world cham

pion and Olympian, suggested that every

flight should be analysed, recorded for

future reference and learnt from.

The same principle is attached to all

these examples and occurs on a regular basis.

1. From Narromine, approaching an

area of cumulus, from the blue

the conditions did not significantly

improve till I was well under the cu. 2. Significant thunderstorms can reduce

the lift in the area up to SOkm away

from the storm.

3. I had been tracking to the north and

turned to track to the east. There

was an east/west dividing line, to

the north there was bush and to the

south farm area, about 30 to 40km;

to the north cumulus was beginning

to develop at a height significantly

higher than the height I had achieved

for the day. The conditions began

to deteriorate in the area over the

application form. so is the sporting code

as a link to the FAI. Don't even think of

doing the test without having the book

open. The best way is to have a group of

club members arrange an official observer

training night with open discussion and

assistance from an experienced official

observer in your club. Send in the appli

cation form, the completed test paper

and the payment of $10 made payable

to the GFA. It is a good idea to add your

email address as that provides an easy

method of checking up on any issues with

unreadable answers and forms filled in

by those who write medical scripts or are

practising with a thumbnail dipped in tar.

If all else fails pick up the phone and call

me 0407 459581.

Don't miss out on your badge claim.

The hard part was the flying, the easy

part is the paperwork.

Beryl Hartley,

GFA FAI Certificates' Officer

FAI Gliding Badge Report To 30 March 2010

A BADGE

FAITH FULL, Douglas 11594 NSW Air TC

A & B BADGE

MUDFORD, Rhys B J J 11595 Boonah GC

farmland and to the south of the

bush and cumulus. It was not practical

to go north to the cu but after heading south away from the cu, the

conditions began to pick up again.

4. Final glide into Narromine from SSw,

parallel to ranges about 40 to SOkm to the east, I had plenty of bonus

height but not enough to cope with.

5. Running parallel with a salt lake about

20km away later in the day, sink was

continuous despite flying crosswind.

In all these cases about 40km away

was a change in the weather: thunder

storms, bush, air mass, hill range. All these

areas were Sino nomas with good flying

conditions and probably suck away any

potential for the next 40 to 50km to

generate good lift.

Lesson: be aware if there is a large

area of lift there will be a large area adja

cent to it that will struggle to create lift.

A. B & C BADGE

KUNIGA, Masahito KANEKO, Tatsuhori OKA, Toshihiko SAITO, Masataka OTSUJI, Norio IGUCHI, Tomohiko EUDA, Takahiro FUKADA, Hiroshi RAN KI N, Robert A BARTH ELMES, Oliver J O'DONNELL, Luke S

C BADGE

KOPKE, Uwe Gerhard SORBELLO, Ricardo BUG NO, John Bernard BARDSLEY, Nicholas J

SILVER C BADGE

11586 Wave Soaring 11587 Wave Soaring 11588 Wave Soari ng 11589 Wave Soaring 11590 Wave Soaring 11591 Wave Soaring 11592 Wave Soaring 11593 Wave Soaring 11596 Leeton GC 11597 Mt Beauty GC 11599 Central Queensland GC

11457 Adelaide SC 11584 Bathurst SC 11487 Narrogin SC 11598 Beverley SC

BRADBURY, Stephen D 4734 Mt Beauty GC Van ACKER, Petrus A C 4735 Bathurst SC EDGE, Anthony 4736 Adelaide SC BULL, David 4737 Darling Downs GC PETERSEN, Alvin James4738 Geelong GC WRIGHT, Keith 4739 Darling Downs GC GOLDMANN, Julta 4740 GCV DENHOLM, Roger 4741 Canberra GC

GOLD C BADGE

CALDWELL, Andrew W 1661 Canberra GC CAUSER, Timothy John 1662 Temora GC

DIAMOND GOAL

BART, Paul MILNE, Lesley Annette JEWELL, Rodney

DIAMOND DISTANCE

Bart, Paul COLLINGS, Craig SIKORA, Piotr

Darling Downs GC Warwick GC Bendigo GC

Darling Downs GC Mt Beauty GC Southern Cross GC


Safety Management System (SMS) Implementation

Eric Novak

DURING THE SIX YEARS FROM 2004 TO 2009, THERE HAVE BEEN 13 GLIDING- RELATED FATALITIES

IN AUSTRALIA. FOR A SPORT WITH APPROXIMATELY 2500 CURRENT MEMBERS, AN AVERAGE OF TWO

FATALITIES PER YEAR IS TOTALLY UNACCEPTABLE.

In addition to this, during the period 2003

to 2007, an average of 31 substantial dam

age accidents occurred per year according

to OAMPs insurance claims' history.

Our record reflects how we do things.

If we want to improve our record, we

need to improve how we do things. We

haven't always had an average of two

fatalities per year. There have been years

with zero fatalities: as recently as 2001,

2002 and 2003.

Since its inception in 1949, the GFA

has established systems to manage

areas including, but not limited to,

airworthiness, pilot training, instructor

training, standard operating procedures,

finance and administration. These systems

have been developed and maintained

primarily though the voluntary work of

many members over many years at club,

state and national levels.

The voluntary nature of our sport

is a double-edged sword. It provides us

with the social atmosphere we all enjoy;

everyone working towards the common

goal of safe, fun and affordable flying .

On the other hand, being a form of

aviation, we are required to operate in

a regulated environment, often with

less financial and human resources than

available commercial operations.

The GFA operates with a degree of

autonomy under the civil aviation and

CAsA framework. If we don't maintain

adequate systems to safely manage our

operations, we risk losing some or all of

our self-administration authority. CAsA

routinely audits the GFA and deficiencies

have been identified in our systems that

need to be addressed.

Our operations are also bound to

varying degrees by duty of care provisions

under State and Territory Safe Work

Acts, as well as the general duty of care

associated with common law.


In addition to the alarming serious

accident data and risk of over regulation,

we all pay the price associated with poor

safety performance through our insurance

premiums.

So what do we need to do? Firstly,

we need to look at what we are doing

well and continue doing these things.

Secondly, we need to identify the things

we aren't doing so well, can do better, or

may not be doing at all. Thirdly, we need

to implement measures to address these

opportunities for improvement.

As previously mentioned, the GFA has

various systems in place to manage areas

such airworthiness, pilot training, instruc

tor training, standard operating procedures,

finance and administration . These systems

are currently documented and implement

ed with varying levels of effectiveness at

club, state and national levels.

What the GFA doesn 't currently

have is a formal and structured Safety

Management System (sMs). The sMs we

need to implement will not replace the

existing systems we have, but supplement

them in areas such as risk management,

incident reporting/investigation and

systems monitoring and review.

All organisations, the GFA, state glid

ing associations and clubs included, must

take reasonable steps to ensure that their

activities are undertaken with a reason

able degree of care and diligence. An sMs

is basically a number of policies, proce

dures, forms, templates and guidance

material, supported by all the other

operational systems that help us to meet

this duty of care.

Most of us would have been exposed

to sMs during our working lives, particu

larly in the last 10 to 20 years. All volun

teer organisations, sporting clubs and

community groups have similar duty of

care obligations associated with their

operations, and many have already under

gone the process of implementing an sMs.

Some gliding clubs have been pro

active and developed and implemented

procedures and processes that form part

of an sMs, for example undertaking and

documenting risk assessments. To support

the interests of all clubs, the GFA needs

to coordinate a national approach to

ensure an effective and consistent sMs

is implemented.

The sMs has to be simple, easy to

understand and use, yet effective in meet

ing our duty of care. This is even more

critical taking into account the challenges

noted previously due to the voluntary

nature of our structure.

The GFA also needs to promote the

safety culture throughout our structure by

creating an "atmosphere of trust in which

people are encouraged, even rewarded,

for providing essential safety-related

information, but in which they are also

clear about where the line must be drawn

between acceptable and unacceptable

behaviour. " (James Reason 1997)

Clubs and individuals also need to

understand their role in implementing

and maintaining the sMs, as well as

promoting the safety culture throughout

gliding. If this process is not supported at

all levels, we run the risk of experiencing

more frequent and serious accidents,

increased regulation by statutory

authorities and rising insurance costs.

The process of developing and imple

menting an sMs, improving safety culture

and updating existing systems cannot hap

pen overnight. This process will require

consistent effort by everyone over time.

Several steps have already been taken

to commence the journey:

A draft plan for the implementation

of the GFA Safety Management

System based on the CASA SMS

May 2010

toolkit has been developed

• An SMS steering committee has

been established

• The GFA Board and Executive have

reviewed and support the draft plan

and support establishment of the

SMS steering committee

SMS STEERING COMMITTEE The SMS steering committee is made up

of GFA members who have volunteered

their time to help the GFA navigate its

way through this process. The committee

members are all current glider pilots

who either do, or have previously been

employed in, roles as safety professionals

or roles where safety management is a

significant part of their duties.

The SMS steering committee mem-

bers are:

Jenny Thompson - Old - committee

coordinator - Darling Downs

Soaring Club

• Dave Donald - Old - Boonah Gliding

Club Inc - GO president

• John Hudson SA - Waikerie Gliding

Club - SAGA president

Owen Jones WA - Beverley Soaring

Society - WAGA president

Dave Cleland - ViclTas - Beaufort

Gliding Club

Eric Novak - NSW - Sydney Gliding Inc

The committee has already com

menced reviewing documentation,

statistics, audit reports and the draft plan .

The committee met for the first time at

the GFA office in Melbourne on Saturday,

20 March 2010 to review existing docu

mentation, review and update the draft

plan, establish priorities and allocate

responsibility for actions.

Phone conferences will be held

monthly by the SMS steering committee

to monitor SMS implementation, with

face-to-face meetings arranged on a

needs' basis to keep costs to a minimum.

If you have any questions, input

or feedback at this stage, please feel

free to drop the committee a note on

<[email protected]>.

WHERE TO FROM HERE ? In no particular order, some of the areas

that will be targeted as part of the SMS

implementation process are:

Incident reporting and investigation

• Training and competence

• Risk management

• Safety culture

• Statistical analysis Communication and feedback

Competition procedures

HAPPENED RECENTLY ON AN AIRFIELD Martin Feeg

Not too long ago I was in the bar for an after-flight

pint. The usual crowd was hanging out and a few air

force chaps as well. We started talking and one story

led into the next while the clock was ticking away

and the fluids evaporating.

One guy apparently had spent some time on an

aircraft carrier and had this story: "A fighter pilot

came in for landing and missed the bungies with the

hook. When he noticed the aircraft failed him for

relaunch he tried frantically to stop, but that is, of course, impossible. So, just

as he tipped over the flight deck he ejected and got rescued the usual way.

Later he was interviewed and guess what this cool boy said when he was asked

the question: 'when did you decide to bailout?'"

Silence for some time ... "This cool boy said 25 years ago - do you

believe that'"

Again some silence. Close shave? Okay. The aircraft was lost, but I don't

think it was a close shave. For me, this guy had done his homework. Clearly

25 years ago he formulated a plan B for the situation; and a good one too.

There are many scenarios in gliding that could be thought through sitting

somewhere - winter is the THE time for it. Do you have a plan B - say for

example when you realise you are running out of runway?

Invite a couple of comrades and make it an evening task developing such

alternate plans. May you never be in need of them.

Safe soaring

May 2010

During the coming months you

can expect to see more information

published in Soaring Australia to keep

you informed of the current status of our

systems, measures being implemented to

address opportunities for improvement,

incident data and general information

associated with the SMS and its ongoing

implementation.

As you can see from the above target

areas, the intention is to improve both

proactive and reactive elements of our

systems. Having effective systems in place

to manage hazards and prevent accidents

from happening in the first place is

preferable to implementing corrective

actions after an accident.

If we maintain the status quo and the

recent trend continues, we can expect to

lose two lives during 2010, two more the

next year, and two more the year after

that. We can all sit back and do nothing

and wait for this to happen, or we can

all do our bit over the coming years to

improve the safety of our sport. Safety is

everyone's responsibility.

,

TOCUMWAL

Go Gliding with the friendly team

SportA viation Tocumwal Operates 7 days a week

World renowned X-Country conditions

4 times World Champion

Ingo Renner available for X-Country training

Basic Ab-Inltlo to advanced training

Standard & Racing Class Aircraft for hire

(03) 58 742 734 [email protected]

www.SportAviation.com


Silent 2 Targa Dave Boulter

IN FEBRUARY 2008. TH E SlLENT TARGA 2 ARRIVED I N ITS LOVELY COBRA TRAI LER FROM iTALY. FROM

THAT POlNT ON IT HAS BEEN A JOURNEY; ONE THAT I S NOT FOR THE LlGHT- HEARTED.

~he GFA is very thorough with new

types coming into Australia. Over the last

18 months the category the Silent 2

Targa belongs to has been coalescing. The

complications associated to approval as an

LSA glider category are too long to relay

here. Also. the technology behind the

Silent is very new and challenges some

of our thinking . But after a long design

review and also innovative thinking by

the GFA airworthiness department, we

now have a glider that will be safer in the

long run for users in Australia .

But, it is time for a little history. In

September 2006, Greg Doyle (proprieter

of Silent Wings Aviation) asked me to go

over to Italy and have a look at a glider

he was interested in. Greg knew I was

in UK at that time and a little trip to

Northern Italy was very appealing.

I have many memories of that day

and my first flight in the Silent Targa 2. I

remember running down the strip a few

times and just getting airborne, then

landing ahead . This gave me a chance to

feel the glider out. To f ind out where it


happens; have a look at the Alisport web

site and look up the location on Google.

The Italian Alps are not far away.

Greg decided to order one glider so

we could get type approval and use it as

a demonstrator.

The Targa 2 arrived in February 2008.

I started the process off with the GFA

airworthiness department. John Viney was

very helpful and we discussed quite a few

issues. I obtained all the documentation

and manuals needed in soft copy so the

digestion of design could be started. After

a bit of delay I was able to get a slot in

Camden Sailplanes busy workshop and

with the help of Mike Dugan, Cliff Wylie,

Peter Beardsley and Peter Chegwidden

the journey was completed. I w ill outline

the high level modifications we made to

the glider:

Fuel lines replaced and sheathed with

f ire resistant covering

Bulkhead area behind pilot coated with a fire retardant paint Fuel pump isolation switch fitted

• Lap harness mounts replaced

Aircraft earthing improved Fuel filler attachment replaced

These are just the high level changes.

There are quite a few things that any air

craft goes through when introduced to

Australia, from placarding to checking of

surface deflections against factory measure

ments. Basically a Form 2 on steroids.

On the morning of 19 August the

weather was perfect for the first aerotow

tests of the Silent 2 Targa in Australia . I

had rigged the glider the evening before

and t ied it down at Camden. ready for

an early morning start. After some delays

finalising the insurance for the glider we

were ready to go. I had spoken with the

tug pilot. Don Palmer, previously so we

were in sync for what speeds we were to

not exceed on tow (70kt) and how we

would talk on the way up.

The Silent had full aileron/flaperon

authority almost straight away and I was

off the ground literally within 50ft of

start. Flaps are set to +4 for take-off and

on tow stick load was not noticeable.

The Silent does not have a trim control.

Trim is performed by changing the flap

settings and the incidence of the tailplane

is coordinated to flaps.

We took this launch in velvet

conditions to 4000ft above Camden . At

that point, after flawless execution by the

tug pilot, I released . The Silent is as per

its name. With the undercarriage up and

vents closed it was very quiet. The testing

sequences then started. I tested :

straight and level flight

• shallow turns and then varying degrees of bank angle

• same bank angle and varying speeds roll rate - which is very good with the fiaperons

By this stage I had enough height left

to complete the Vne test at 108kts. Nose

over and off we go. No fuss and the pull

up was gentle so I did not load the wings.

I then did some testing of different

flap settings and speeds to see stick

loads and rate of height loss. The Silent

performed well to around 70kt, as per

polar indications and after that the polar

rolls over pretty quickly.

May 2010

Circuit and landing were no surprises

and with the light weight, pushing off

the strip was a pleasure. Time for a rest!

Next launch around 30 minutes later

was to focus on the stall characteristics

and spins. The Silent stalls around 38kt

unflapped. This means that it makes a

small shudder and mushes along in the

sky, sim ilar to a K21 or Astir. Sp in was nor

mal with normal recovery characteristics

POWERED LAUNCH TESTS On 25 August the first powered launch

test in Australia was run. I had the

pleasure of two experienced motor

glider operators being at the field to

give encouragement: Dion Weston and

Paul Matthews. Dion took some video of

the first launch for which I am eternally

grateful. I had rigged early and did the

tests in the morning still air. Like in Italy I

did some hops up and down the strip, just

taking off and then landing ahead.

Then I moved to the end of 10 and

completed take-off checks for the last

time. The Silent was up and in the air

within 200m. The climb out was wonder

ful. You cannot imagine the feeling I had

after so many months of work! I climbed

to 700ft and turned on a heading towards

Camden township. I was mindful of any

gliders in the circuit area, but also cau

tious to ensure I was not too far from the

airfield in case of the motor stopping.

The glider climbed really well to

2000ft. I had already backed off full

power after 1000ft a nd backed off

to 75% power while I tried to work a

thermal near the sewerage works at

around 2000ft. I can say I need a bit more

practice at that and turned towards Mt

Hunter for a continued climb to 3000ft.

The motor went away easily. Back

to 43kt and turn off the fuel pump. The

Silent Targa 2 has a single-bladed prop.

The prop seems to line up with the

May 2010

rigging holding the prop up. It must be an

aerodynamic thing. If it doesn't the prop

stop is out and a few pumps of the starter

usually brings you in line with the prop

stop. The sink rate during all of this is not

dramatic. The motor is brought back for

cooling at an angle of around 60 degrees.

After three minutes the motor is put away

and we are a real quiet glider again.

Where can you see it? Camden

airport, of course. Also look on Youtube

for Gliding Sydney and you will see two

short videos. I have another video being

edited of the first launch, which I will

place up there shortly.

TIME FOR SOME FACTS

Wingspan : Length: Aspect ratio: Empty weight (without fuel): Maximum payload: Maximum take-off weight: Wing loading at 300kg: Flaperons:

13.5m with winglets 6.35m 20 185kg 105kg 300kg 34kg/m' L +4° 0° _4° 5

Darling Downs Soaring Club

50th A

On 4 September 2010, Darling Downs Soaring Club will be

having a celebration to commemorate 50 years since the club's first flight

on 7 September 1960.

Fly-in or Drive-in - All are welcome to attend our special day, especially if you are a past member, or have flown with us, or would like to catch up with past and current members.

For planning purposes, please notify the DDSC Secretary, Richard Armstrong, of your interest in attending:

Post: DDSC 50th Anniversary PO Box 584, Toowoomba QLD 4350

Email: [email protected]

Check our website for updates and more details [www.gogliding.org.au) .

Fuel capacity: 16 litres Fuel consumption at 75% power: 5 litres/h Conventional air brakes Fully automatic control connections Retractable landing gear Steerable tailwheel Climb rate with engine: 2.5 m/s Alisport A302efi 28hp single·cylinder air·cooled engine, with counterbalance shaft, tuned exhaust, FADEC computer·controlled mapped fuel'injection and electronic ignition system, electric starter and flywheel generator. Engine extension and retraction operated by electro· mechanical actuator system.

Expressions Ot lnte!!.st Sought For Positior;fotGF~lr'eaSUrer

Ian Grant, the curren~FA T~<Vill\;~etlf'~tt;;oal Board Meeting in septenfb~i'iO{o and\ J,(jiress)0'n$,\of\ inter8Y.a~ s·ought from GFA members fofrtile i-6le 6f GFA'i/~a~urer~ \ \ \ V"'~-

• • ~ ~/ \.A i "! \ , '.\ '\ -~~ ThiS IS a volunteer role With Involvement at- both the GFA,ltoard and

GFA Executive' 1;Ve'r. ~ /. "J I \ \ \ '\ \. \ ~\ The TreasJr~sVsupported by~e administrati~e staff " in the-Gf A Office,

who process 'a'fi'm~m6efship ap~atio'ns as weil. a~ all'the \accounting transactions 'fot in,' c6mf ndr,enditures. .. ~~

h \ X fW 'bl Ji:.f ' --T e GFA Trea$~ IS responsl ~ or: C) • the super~islon 'and mahagem"':nt of the GFA administrative. 5 aft,

'0."'-;;\1 ! ...... /: ' • , I.~' • control of tn~finances of the GFA including the capitalireserves, • liaison with t ile G~~uditbrs i~heir ahnual(audit 'antf thl'preparation

of annual financiaL report~\ and-t l \/. I • contributing to t he managem~nt of the GFA at·an1executive level . I d' d " "'11' G' F'~A7'B~" dIE \ .,- ... ~ / inC U Ing atten ance at. a • , ~ 0, ar xecutlv~eetlngs.

~fI.h~'" )v/ Please contact Ian Grant (t~lepl1~~17_1463 or by email) who can discuss the job role and provide a job description.

Soaring Aust ralia 37

International Teams Gather at Narromine Paul Mander

PlLOTS SELECTED IN THIS NORTHERN SEASON 'S lNTERNATIONAL

TEAMS , AND OTHER INVlTEES , GATHERED AT NARROMINE DUIUNG

TH E FIRST FULL WEEK OF MARCH , FOR THE AUSTRAUAN SEASON 'S

NATIONAL SQ1JAD WEEK

fi.:so attending were our team captains,

in line with the policy of encouraging

captains to take a more proactive role

in the functioning of their teams. And

of course, crews were there in impressive

numbers, a good sign of the commitment

that everyone in this year's teams is intent on making .

Narromine is a perfect venue for such

activities, providing reliable weather, good

on-site accommodation and good infra

structure. Most of us bunked up at the

caravan park cabins and a brave few set up tents. The briefing room was quiet,

equipped with projector and sound

Jenny Thompson with an attentive audience

equipment, and the adjacent club room

provided the perfect environment to relax and to eat at the end of the day.

Mandy Temple organised the

whole event, putting together a very

appropriate agenda and enlisting pilots

to make presentations in their particular areas of interest. We had topics such

as Competing in European Conditions

(Graham Parker), Comms from the

Ground (Mike Codling), Team Flying

(Allan Barnes), Optimising AATs (Mike

Durrant), and Start Line and Other Tactics

(Bruce Taylor) . Mandy worked very hard

for many weeks prior, and it is thanks to

her that the week was so effective.

Helen Wood was there to provide

coaching on the psychological side, and

she gave extremely effective insights

into the theme of team building and

of managing stress. Her very down to

earth approach was much appreciated by the pilots. She also provided one-on

one sessions in which pilots could seek

advice on issues of particular interest to

themselves. Her experience in providing

coaching to the Queensland pilots and

Graham Parker and Roly, both members of Team

Hungary. Graham will abandon his ASG-29 and fly a Ventus 2 at Szeged.

Narromine stalwarts Keith Dixon and Paul

Thompson, generous with their time and effort.

clubs enabled her to provide us with very

high quality input.

Ralph Henderson came along to

provide ground marshalling, and to

perform as the "Operations Manager

from Hell", a role that he f illed with

gusto. The idea being, of course, to

give the pilots a whiff of the realities

that they're in for at their coming

international contest. Marshalling had to

be within time, or you went to the back

of the grid and lost one of your launches.

31st World Gliding Championships

The Un-flapped World Champion

ships will be held at Prievidza,

Slovakia from 3 to 18 July 2010.

Representing Australia in

Standard Class are Tobi Geiger and Peter

Temple, with Club Class being represented

by Mike Codling and Allan Barnes. Team

captain is Charlie Downs. The website for

this competition is [www.wgc2010.skJ .


The Flapped World Championships

will be held at Szeged Hungary from 20 July to 7 August 2010. Representing

Australia in Open Class are Tom Claffey

and Paul Mander, 18m Class are Graeme

Parker and David Jansen, and 15m Class, Bruce Taylor and Lars Zehnder. Team captain

is Greg Schmidt. The website for this com

petition is [www.flatlandcup.hu/2010J .

Selection Guidelines The selection guidelines have had a sentence added to allow mentoring in

two-seat gliders with prior ITC approval.

Links to team blogs and selection

guidelines can be found on the GFA

website under Sport/Competition.

May 2010

Tom Claffey will be flying a Nimbus 4M at Szeged

Pity help the pilot who didn 't get his

logger trace in before the deadline. Ralph

gave his time generously and freely.

Task setting was led by Peter Temple,

who also created some mock Hungarian

airspace to practice dealing with . Tasks

were imaginative and did not follow

the good weather. Pilots were presented

with a variety of scenarios to cope with,

including start line restrictions, imaginary

storms, radio transmission failures, only

being able to turn one way, flat tyres

on the line; all these thanks to the

imagination and initiative of Peter and

Mandy. And then there were the self

imposed scenarios which included Altair

problems, and yes, radio failures, and an

engine failure which kept several people

burning the midnight oil.

Weather was by Jenny Thompson,

who arose early each morning to sift the

web and brief the task setters. She did a

great job and was impressively accurate.

Beryl provided the dinners, in her

usual quiet way, delicious and a perfect

background to the busy week's timetable.

Her efforts were a major factor in our

Helen Wood describing her unusual attitudes

May 2010

being able to work

such a busy schedule,

and she was voted

a well earned thank

you from everyone.

And never forget

Arnie, providing able

barbecue skills most

evenings.

Narromine club members like Paul

Thompson and Keith Dixon made their

time available, providing such support as

tug driving, club room staffing, washing

up, and all the myriad things that have to

be done at any such event.

Tom Claffey was the grateful recipient

of Shinzo Takizawa's generosity. Tom,

flying in the team to Hungary, needed an

open class glider and Shinzo provided it

by making his Nimbus available.

To sum up: one of the most effective

squad weeks that we have had. Thanks to

those who gave so much time and effort,

our teams will go away as well prepared

and as close knit as ever before. ~

Photos: Mandy Temple

Ralph Henderson, 'Competition Director from Hell' and Mike Durant. Actually, not as grim as they look!

Aviation Oxygen Systems

MOUNTAIN HIGH Equipment & Supply Company

www.mhoxygen.com A ustralian Dealers:

Com posite Components Ph: (03) 5339 2444

Email : [email protected]

Western Airmotive Ph: (08) 9332 7655


Technical Representative: (Bi-annual inspection service & advice)

Morgan Sandercock Ph: 0428 433 484



HGFA General Manager's

B the time you read this report the new

HGFA Board will be in place. I take this

opportunity to welcome the four new

board members. Unfortunately Ray

Firth will now have stepped down from

the board. I sincerely thank Ray for his

input over the past five months; his

rational input into board issues has been

greatly appreciated.

By the end of the board meeting I will

have learnt my future with the federation .

The board will have considered the appli

cants that will have tendered for my posi

tion and will most likely have found a

more creditable person than I. Neverthe

less, I have enjoyed the opportunity to be

back in the GM role and I again thank all

of the members who have expressed their

appreciation for my efforts.

Compliance I have recently had cause to suspend a

microlighting member's pilot certificate

and initiate disciplinary action against

him, in accordance with the HGFA

Constitution. I was compelled to do this

after repeated reports of him allegedly

flying outside our legal requirements;

though I can say nothing further at

this time as the issue has not yet been

resolved . I include this item as a reminder


to all members that we must at all

times endeavour to operate within the

requirements of our Operations Manual

and the relevant Civil Aviation Orders. I

find this policing aspect of the GM role to

be most difficult, though in light of our

agreement with CASA, it has to be done.

Variations to CAOs I have been asked by CASA to advise all

clubs and members that any variation to

flight requirements of the Civil Aviation

Orders must be lodged with CASA through

the HGFA GM. Any such variations must

be lodged 28 days prior to the proposed

flight. CAS A usually apply a fee to any

such variation . Similarly, competition or

event organisers wishing to have a NOTAM

raised for a specific event or competition

should lodge the application through

the GM. There is no fee applied to

NOTAM applications.

Report • • •

CASAAudit As is requi red for us to maintain our

approval to oversee our sports, two

CAS A auditors will be attending our

Head Office in Melbourne (mid-April) .

The purpose of this audit is to ensure

that the systems we have in place meet

the standard set out in our agreement

with CASA. They will be reviewing our

documented systems and sampling pro

cesses and products produced by these.

The audit will include: aircraft operations,

membership systems, self-audit procedures,

safety education, enforcement, standards,

documentation and records.

Past audits have found areas where

our systems are deficient . We are advised

of these shortcomings and requested to

address them .

Accident Reports Report 1 Pilot skill level: advanced HG pilot

Injury: minor bruising

Aircraft: high performance HG

Aircraft damage: minor, broken front wire

Situation: recreation, flying cross-

country on a costal run

Accident (in the pilot's words):

I was attempting the Bells to Apollo Bay

run in a SE wind . Tried to fly over Lorne

and was rotored as I approached Teddies

Lookout. Persisted in trying to get around

the point and came in with too little

May 2010

height to check out the landing options. I was heading out to

sea so I turned sharply toward the land, but stalled the glider

and landed crosswind into a park bench . The RHS front wire dug

into the weathered pine and this slowed the glider down and

broke the wire.

Pilot comment:

I was attempting a coastal run I had not tried before. I was too

focused on my flight plan which was to get around Teddies

Lookout point; and did not have an effective back-up action in

mind, which would have been to peel off and land on the beach

to the east of Teddies. I left it too late for this option .

GM comment:

This incident is relevant no matter aircraft we fly, this pilot was

lucky, the end result could have been much worse. It's difficult to

assess options when you are focussed on achieving your desired goal.

Report 2 Pilot skill level: very experienced advanced HG pilot

Injury: broken arm

Aircraft: low performance HG

Aircraft damage: minor

Situation: aerotowing at inland grass airstrip

Incident (as reported by tug pilot): Pilot was aerotowing behind a microlight, and since no launch

dolly was available he was foot launching. The day was typically

light and variable, but with periods where a breeze of around

5kt would blow straight down the strip .

To assist in making his launch decision, the pilot had access to

the airport windsock, approximately 100m ahead, and a small

windsock adjacent to him. He was also throwing dry grass to

assess drift. At the time he elected to launch, the airport wind

sock was indicating nil wind. The pilot said that though he was

running as fast as possible, the glider would not fly. Eventually

he could run no more and he fell forward, hitting the ground

with his arm.

Comment: Decision to launch was poorly timed. (impatience?) and the pilot

launched into a thermal disturbance. There was possibly insuffi

cient information available to the pilot about wind strength and

direction in the area he was launching into.

GM comment: I have seen inland tow pilots utilising small streamers on rods

driven into the ground every 75 or 100m along either side of the

tow strip to provide a good indication of the air movement. The

more indicators the better, particularly in thermic conditions.

Report 3 Pilot skill level: WM pilot with over 500 hours flight experience

Injury: broken and dislocated wrist

Aircraft: weightshift microlight

Aircraft damage: undercarriage, entire wing frame and mast

Situation: landing in a light crosswind in thermic conditions

Incident:

During final landing approach the pilot allowed the microlight

to drift off line due to a gust from the side and impacted a gable

marker with one wheel. He applied power, and then proceeded

to land . On landing, the undercarriage collapsed, the trike

rotated 180 degrees and fell on its side.

Comment:

The pilot said that he realised that he had fixated on the gable

marker rather than focussing on his desired course. He has

agreed to undergo some remedial training with an instructor

once he and his trike are repaired .

Fly safely, Craig Worth

May 2010

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GFA Business Manager's Report · · • •

•

GFA Executive Meeting At the time of writing this piece the

Executive is due to meet in April. Minutes

will be posted on the GFA website once

ratified by the president.

GFA Board Strategy Meeting The Board will convene in May to conduct

a strategy meeting to discuss soaring's

future in sport aviation. Core topics will

be 'Growing the Sport' 'Retention' and

'Recruitment' . The Board will once again

devote another full weekend of discus

sions to ensure that GFA is positioned to

continue the growth of the sport and to

satisfy the needs of existing members.

Professional Development The business manager has partaken

of an 'Air Experience Flight' with the

Beaufort Gliding Club at Bacchus Marsh

aerodrome and I can now say, 'hats off

to the women and men of the gliding

fraternity' . Not only did I get into the air

in the grand Zephyrus VH-GHZ, but was

given an introduction to its conception

and completion in 1966 by its designer,

Doug Lyon. Originally it was to be a

single-seater but with amazing hindsight,

it completed its construction as a two

seater for the most auspicious occasion

in March 2010 when a sailor embarrassed

himself by spotting for other aircraft with

a 'starboard turn and coming across our

bow' call . Oops!

Pilot-in-Command of the Zephyrus was

Edwin Grech Cumbo; tug pilot of VH-SSO,

GFA vice-president, Phil McCann; and with

the designer in attendance, what could

go wrong? Absolutely nothing!

The tow line snaked off behind

the Pawnee with the Zephyrus parked

obliquely next to the newly-sealed

Beaufort Gliding Club's Zephyrus


runway, on the grass, the slack had

become taunt and beckoning as the prop

wash intensified with applied power from

the tug spurred on by the wing runner.

Then, with the acceleration of a knee jerk

reaction from a newly-elected politician,

off we leapt. Now this led to a moment

of surprise as my legs parted involuntarily

with the control stick mimicking Edwin's

deft actions in the control seat, keeping

GHZ on the grass while the Pawnee took

off down the runway.

Sheer terror was replaced with the

sudden realisation that I couldn't jump

out, so I just sat back and relaxed (with

legs wide open of course) . The tug and

glider lifting into the air in tandem, the

noise of a Zephyr's breeze consuming the

canopies confines (did you like that?) . We

were now truly airborne. Not much of

a surprise to Edwin, and not much of a

surprise to Phil but, like the electric shock

of just gaining a third appendage it was

a surprise to me. Marcel Marceau would

have been pleased with the mime of the

Zephyrus matching the movement of the

tug and then the instruction came for a

proposed hard right turn, the umbilical

was severed with the command of 'pull',

the tow ceased and free flight began.

Oh My Gosh, what a sensation;

within moments Edwin had snuck into

the embrace of a blue air thermal and

we began climbing with the intensity

of a 'whirling dervish'. Edwin's commen

tary and technical explanations were

outstanding, passion and experience the

common thread . My face hurt from the

constant smile on my dial as the aircraft

worked its way across the sky, not nearly

long enough though . We headed back

to the aerodrome for a circuit before

landing. Another face spasm of mirth

as GHZ side slipped to wash off a bit

of speed before the grass runway kissed

its skids and my third leg was once again

saying g'day!

Now go on, does this remind you of

your first flight and of all the emotions

that are forced upon you by the sheer

experience of soaring?

I thank Edwin and Beaufort Gliding

Club most sincerely for the opportunity

for an 'Air Experience' and now I no

longer embarrass members of GFA by

being surface bound . Although not an

aviator, I can truthfully say, I know how

the stick feels.

Insurance Issues GFA's Public Liability Policies ('Broad

Based Limited Liability', the 'Contingent

Liability Policy') are due for renewal at

the end of April. OAMPS insurance broker

representative Chris Agnew is to provide

a schedule of charges to be reviewed by

the executive, May 2010.

CASA The Deed of Agreement has stipulated a

schedule of actions that are required to

be completed by the GFA. This schedule

will be posted on the GFA web base for

member scrutiny. The Board, Executive

and responsible departments are

confident in meeting the schedule as a

matter of normal business operations.

The project team addressing the SMS

(Safety Management System) has had

its inaugural meeting at the Somerton

offices and will continue to complete the

implementation of SMS in line with the

'Deed of Agreement' schedule and the

GFA safety strategy policy.

AeroSafe (consultants to CASAl are

continuing with their series of Webinar's

aimed at engaging GFA and the other

sport aviation organisations. This has includ

ed a series for 'Board' members where a

more comprehensive forum is discussed

with members from similar 'Self Adminis

tration Organisations' (SAO) in attendance.

GFA Housekeeping Some members still have questions

regarding the restructured Pilot Training

Methodology which is now known

as Glider Pilot Certification or 'GPC'

(002/09) Background

It has long been the stated aim of GFA

to produce safe and efficient cross

country soaring pilots and this commit

ment has enabled many GFA members

to enjoy long and satisfying involvement

in our sport. However, improvement

should always be sought and the changes

introduced by this Operations' Directive

are designed to enhance pilot training

to further advance the aim of GFA to

produce safe and efficient cross-country

soaring pilots.

Gliding, as an aviation sporting

activity, has always dictated that glider

pilot training must incorporate training

that is designed to equip pilots with

the skills and knowledge necessary to

ensure that the person will be a safe and

competent pilot and training that will

enable the person to enjoy the many

challenges of the sport of gliding as

a soaring pilot.

May 2010

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

This Operations' Directive introduces

structural changes designed to better

integrate fundamental flight training

provided by GFA-rated Instructors and

sporting training provided by instructors

and GFA coaches.

GFA Glider Pilot Certificate To provide improved training goals for

pilots and clubs, a new GFA certificate

is introduced, the Glider Pilot Certifi

cate (GPC).

The GPC will be awarded to a pilot in

recognition that he/she has been trained

and assessed as competent to operate a

sailplane as an independently proficient

GFA soaring pilot following satisfactory

completion of the GPC training syllabus.

GPC Privileges and Limitations All pilots operating under GFA are subject

to GFA operational requirements. The

GPC recognises that the pilot has been

trained and tested to the fu ll extent

of the GPC training syllabus and is

therefore entitled to be approved to

operate a glider within the privileges

and limitations of the syllabus items as

notified by pilot logbook endorsements.

GPC Syllabus The GPC training syllabus replaces the

'Flying Training Progress' record of the

GFA pilot logbook.

I hope this goes some way in

providing an overview of the GPC system,

the way it has been introduced and how

it is structured. The need to record and

be able to reproduce certification details

centrally will help meet our legislative

requirements.

GFA Volunteer Vacancies As a way of alerting members to roles

that need to be filled from the volunteer

pool this section of the business man

ager's report will list current vacancies.

This is not only to fill these important

roles within the organisation but to

also hopefully secure succession plan

ning for those members who wish to

become more involved . These positions

are for volunteers.

Interest in these vacancies can be

made to State officers or through the

secretariat.

NSW Gliding 'stil l' has a vacancy for

a GFA Regional Development Officer to

assist with sport and club development.

There is a program of materials and

guidelines with an interstate team of

other support. This is very much a hands-

May 2010

on member retention and recruitment

role with club and sport development.

Additionally, in NSW there is a

requirement for a Member Protection

Information Officer. In the MPIO role,

you will be trained to be the first point

of contact for a person reporting a

complaint under the GFA's Member

Protection Policy. The MPIO provides

confidential information and moral

support to the person with the concern.

For further information please contact

Dave Boulter <daveboulter@informgroup.

com.au>, mobile 0417 705 997 .

A vacancy exists for an RTO/A in Qld .

Please contact Ian Perkins <adsillej@tpg .

com.au>.

GFA BUSINESS MANAGER

Peter Hopkins Mobile: 0451055316

Email <[email protected] .org.au>

Soaring Calendar· · · · · · · • • • • • • • • • • • • • • AUSTRALIA

G A May Long Weekend , "Fly-in

30 April to 3 May 2010 Inglewood, OLD, Come and join us for a special long weekend. There'll be a canteen for the three days with hot and cold drinks and food until about 4pm each day, breakfast Sunday and Monday mornings, We will do fuel runs at various times, Hot showers, toilets availab le, surrounds are mowed, Meals and accommodation are also available at local hotels, clubs and cafes, See you at Inglewood!

~ Dam Busters 2010 PPG Fly-in V Queen's Birthday Long Weekend 11 to 14 June 2010 The Paradise PPG group and the Pico Club will be hosting the first annual PPG fly-in in SE Oueensland at Atkinson Dam, approximtely 60 minutes west of Brisbane, Camping style accommodation available and all skill levels welcome, For further information contact: Grant Cassar 0416 269894, <grant cassar@iinetnetau> or Brett Paull 0435 203153, <101 [email protected]>,

_ Keepit Speed Week ~ 5 to 11 September 2010 Sunday, 9:00am to 6:00 pm at Lake Keepit This coach ing week is aimed at those wish ing to raise their competition skills, a "Not the National Squad" Week to provide a lead in to the competition season, Contact Paul Mander 0417 447 974 or email < [email protected]> for further information.

_ Bunyan Wave Camp ~ 17 to 26 September 2010 Canberra Gliding Club, Bunyan Airfield, 15km north of Cooma, NSW The Spring Equinox period has produced Diamond Height flights over the past three years, Limited clubhouse, oxygen refills, access to high altitude soaring areas and coaching available. Registration of your intention to attend is requested, Phone Stuart Ferguson on 0419 797508 for details,

_ Queensland State ~ Gliding Championships NEW DATES: 18 to 24 September 2010 Kingaroy, OLD. Contact Lorraine Kauffmann <hlkauffmann@bigpond,com> or 0427 427448,

_ Queensland Coaching Week ~ 18 to 24 September 2010 Contact Greg Schmidt 0414 747201,

_ Australian Gliding Grand Prix ~ 26 September to 2 October 2010 Boonah airfield, OLD, The official practice day is Saturday, 25 September. Entries close 30 June, 2010, Further information [www.glidinggrandprix201 0, com ,au] ,

_ 49th Multi Class Nationals ~ 4 to 15 October 2010 Hosted by the Darling Downs Soaring Club at Dalby aerodrome, OLD, For further information contact < [email protected],au>,

• Corowa Classic 2011 21 to 29 January 2011

20m seat Grand Prix style competition, hosted by Australian Soaring Centre Corowa and Corowa City Shire, A friendly competition designed to introduce competitors to grand prix racing and an opportunity to learn from the some of Europe's best pilots, Entry fee $300 by 21 November 2010, late fee $350, Further information contact [www.australiansoaring-corowa,com/]. email d.bruinsma@mikefox, nl> or Peter Summersby 0413 028737, email <pjsum@bigpond,com>,

• • • • • • • • • • • • • • OVERSEAS

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

Advertising Index - May 2010

Airtime 3 Darling Downs SC 37 Eco Watch 5 GFA Form 2 23 GFA Treasurer 37 HGFA Merchandise BC High Adventure 9 High Adventure 27 Kangook IBC Lake Keepit Gliding Club 21 Manilla PG - Accessories 41 Microair Avionics 39 Mountain High 39 OAMPS 7 Paragliding Headquarters IBC Paraworth & PG QLD 40 Poliglide BC SportAviation 35


• •

Contact Addresses • • • • • • • • • • Southern Cross Gliding Club

GFA Australian Gliding Museum 2 Bicton St, Mt Waverley VIC 3149, 03 98021098.

Gliding Queensland C/- Treasurer, 67 Glenora St, Wynnum OLD 4178,0738348311,0417762621. NSW Gliding Association The Secretary, 44 Yanko Ave, Wentworth Falls NSW 2782, 02 68892733, 02 68891250, Trs: 0407 459581. South Australian Gliding Association PO Box 65, Millicent SA 5280, 08 8733421 , 0427 977218. Victorian Soaring Association 4/139 Roberts St, Essendon VIC 3040, 03 83835340, 03 93355364. Vintage Gliders Australia 22 Eyre St, Balwyn VIC 3103, 03 98175362. WA Gliding Association Inc. 59 Wellington Pde, Yokine WA 6060, 0893282511,0894449505.

NSW Gliding Association (NSWGA)

327 (Gliding) Flight, Australia C/- R Sheehan, 176 Macquarie Grove Rd, Camden NSW 2570, 0427 977127, 02 46553171 . Bathurst Soaring Club PO Box 1682, Bathurst NSW 2795, 02 63371180 (weekend), 0427 470001. Byron Gliding Club Incorporated PO Box 815, Byron Bay NSW 2481 , 02 66847627. Canberra Gliding Club GPO Box 1130, Canberra ACT 2601, 02 64523994, 0428 523994. Central Coast Soaring Club PO Box 1323, Gosford South NSW 2250, 02 43639"" 02 43844074, 0412 844074. Cudgegong Soaring Pty Ltd C/- Matthews Folbigg, Level 7, 10-4 Smith St, Parramatta NSW 2150, 02 96357966, 0296357966. Grafton Gliding Club 16 Fuller St, Mullaway NSW 2456, 0266541638, 0403088551. Hunter Valley Gliding Club Co-op Ltd PO Box 794, Singleton NSW 2330. Lake Keepit Soaring Club 234 Keepit Dam Rd, Lake Keepit NSW 2340, 0267697514. Leeton Gliding Club PO Box 607, Leeton NSW 2705, 02 69533825. Narromine Gliding Club Inc. PO Box 240, Narromine NSW 2821, 0268892733, 0418270182. Orana Soaring Club Inc. PO Box 240, Narromine NSW 2821 , 02 68897373, 041 8 270182. RAAF Richmond Gliding Club RAAF Base, Richmond NSW 2755, 02 45873214. RAAF Williamtown Gliding Club C/O Mr G R Lee, 10 Federation Dr, Medowie NSW 2318, 02 49829334. Scout Association NSW Gliding C/- Bob G Balfour, 80 Malvern St, Panania NSW 2213, 02 96951100. Soar Narromine Pty Ltd PO Box 56, Narromine NSW 2821 , 0268891856, 0419992396.

PO Box 132, Camden NSW 2570, 0246558882, 0417705997 (emergency). Southern Tablelands Gliding Club 57 Munro Rd, Oueanbeyan NSW 2620, 02 62973504. South West Slope Soaring PIL 181 Fishers La, Bendick Murrell NSW 2803, 0488 531216. Sydney Gliding Incorporated PO Box 633, Camden NSW 2570, 0412145144. Temora Gliding Club PO Box 206, Temora NSW 2666, 02 69772733.

Gliding Queensland

2 Wing AAFC School of Aviation Inc. 201 Squadron Air Force Cadets, PO Box 647 Archerfield OLD 4108, 07 38791980, 0415 150965. Barambah District Gliding Club 2 Yellow Gully Rd, Wolvi OLD 4570, 0754867247, 0412 719797. Boonah Gliding Club Incorporated 164 Depot Rd, Boonah OLD 4310, 07 54632630, 0408 016164. Bundaberg Gliding Incorporated PO Box 2" , Bundaberg OLD 4670, 0741579558, 0417071157. Caboolture Gliding Club PO Box 920, Caboolture OLD 4510, 0418713903. Central Queensland Gliding Club PO Box 953, Rockhampton OLD 4700, 07 49331178. Darling Downs Soaring Club Level" 1 Swann Rd, Taringa OLD 4068, 0746637140,0409507847. Gympie Gliding Club PO Box 722, Cooroy OLD 4563, 07 54835380. Kingaroy Soaring Club PO Box 91 , Kingaroy OLD 4610, 07 41622191 , 0438 179163. Moura Gliding Club PO Box 92, Moura QLD 4718, 07 49973265, 0428 360144. North Queensland Soaring Centre PO Box 3835, Hermit Park OLD 4812. Pacific Soaring PO Box 259, Caboolture OLD 4510, 07 54994997, 07 54994805. Southern Downs Aero & Soaring PO Box 144, Warwick OLD 4370, 07 38348311 .

SA Gliding Association (SAGA)

Adelaide Soaring Club Inc. PO Box 94, Gawler SA 5118, 08 85221877. Adelaide Uni Gliding Club Incorporated Adelaide Uni Sports Assoc, The University of Adelaide SA 5005, 08 88262203, 0412 870963. Air Cadet Gliding Club PO Box 2000, Salisbury SA 5108, 0883805137, 0429805137. Alice Springs Gliding Club PO Box 356, Alice Springs NT 0871 , 0889526384,0417 530345. Australian Junior Gliding Club 67 A Balfour St, Nailsworth SA 5083, 0417421650. Balaklava Gliding Club PO Box 257, Balaklava SA 5461, 08 88645062.

• • • • • • • • • • • • • • • • • • • • • • • • GFA MEMBERSHIP FEES 2009-2010 Membership: Normal Family NSW 5205 5164 Victoria 5210 5169 South Australia $212 $171 Queensland $210 $169 Western Australia $210 $169

Student membership: Full Family NSW $125.50 $84.50 Victoria $130.50 589.50 South Australia $132.50 591 .50 Oueensland $130.50 589.50 Western Australia $130.50 589.50


Short-term membership:1 Month' 3 Month' QueenslandNictoria 557 572 New South Wales 562 $ 77 South Australia $69 $84 Western Australia 567 $82 *Note: Once only purchase to Australian residents, thereafter 12 months membersh ip to be purchased.

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

Zone Country Price 1 New Zealand $51 2 Singapore $51 3 Japan, Hong Kong, India $51 4 USA, Canada, Middle East $74 5 UK, Europe, South

America, South Africa $74

• • • • • • • • • •

Barossa Valley Gliding Club PO Box 123, Stonefield via Truro SA 5356, 0885640240, 0488841373. Bordertown Keith Gliding Club PO Box 377, Bordertown SA 5268, 08 87521321, 0409 693027. Millicent Gliding Club PO Box 194, Millicent SA 5280, 0887333421,0427977218. Murray Bridge Gliding Club PO Box 1509, Victor Harbor SA 5211 , 08 85543543, 0409 677677. Northern Australian Gliding Club PO Box 38889, Winnellie NT 0821 , 0889412512. Renmark Gliding Club PO Box 450, Renmark SA 5341 , 0885951422, 0417890215. Scout Gliding Club 22 Burford Crescent, Redwood Park SA 5097, 0882895085,0418815618. Waikerie Gliding Club PO Box 320, Waikerie SA 5330, 08 85412644. Whyalla Gliding Club PO Box 556, Whyalla SA 5600, 0886452619, 0413 127825.

Victorian Soaring Association (VSA)

Albury Corowa Gliding Club PO Box 620, Wodonga VIC 3689. Beaufort Gliding Club 41 Ruby St, Essendon VIC 3040, 0431 702175. Bendigo Gliding Club PO Box 846, Bendigo VIC 3550, 03 54423459. Bothwell Gliding Club PO Box 288, Sandy BayTAS 7005, 03 62267615. Cloud Riders Pty Ltd C/- 18 Wyndham St, Werribee VIC 3030, 0397413142,0429351234. Corangamite Soaring Club Ku rweeton, Kurweeton Rd, Derrinallum VIC 3325, 03 55939277. Geelong Gliding Club PO Box 197, Bacchus Marsh VIC 3340, 0393385925,0409212527. Gliding Club Of Victoria PO Box 46, Benalla VIC 3671 , 03 57621058, 0429950580. Grampians Soaring Club PO Box 468, Ararat VIC 3377, 03 53525710, 0417514438. Horsham Flying Club PO Box 158, Horsham VIC 3402, 03 53823491, 0427 315845. Latrobe Valley Gliding Club PO Box 625, Morwell VIC 3840, 03 51221081, 0407 839238. Mangalore Gliding Club PO Box 208 Nagambie VIC 3608, 0357985512, 0428635717. Melbourne Motor Gliding Club PO Box 278, Dingley Village VIC 3172, 0418511557. Mount Beauty Gliding Club Box 486, Mt Beauty VIC 3699, 0260591417,0402075131. Murray Valley Soaring Club Ltd PO Box 403, Corowa NSW 2646, 02 60335036, 0400244578. Soaring Club Of Tasmania 34 Clinton Rd, Geilston Bay TAS 7015, 03 62437508. South Gippsland Gliding Club PO Box 475, Leongatha VIC 3953, 0437 454986. Southern Riverina Gliding Club PO Box 32, Tocumwal, NSW 2714, 03 58743052, 03 58742914. SportAviation Pty Ltd Gate 10, Babingtons Rd, Tocumwal Airport, Tocumwal NSW 2714, 03 58742734, 0427 534122. Sunraysia Gliding Club PO Box 647, Mildura VIC 3500, 03 50257335, 0448293927. Swan Hill Gliding Club PO Box 160, Nyah VIC 3594, 03 50376688. Tumbarumba Gliding Club C/- Judds Engineering PIL, PO Box 5283, Wagga NSW 2650, 02 69251642, 0428 251642.

• • • • • • • • • •

VMFG GPO Box 1096, Melbourne VIC 3001 , 0402281928 or 0398486473 (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 Cadets 7 Wing HQ, RAAF Base Pearce Bullsbrook WA 6084, 08 95717800. Beverley Soaring Society PO Box 136, Beverley WA 6304, 0894595719,0437377744. Gliding Club of Western Australia PO Box 6231 , East Perth WA 6892, 0892212164, 0417992806 (weekends). Morawa Gliding Club PO Box 276, Morawa WA 6623, 08 99723022. Narrogin Gliding Club PO Box 232, Narrogin WA 6312, 0898811795 (weekends), 0407 088314. Stirlings Gliding Club c/- Peter Hardy-Atkins, 8 Parker St, Lockyer, Albany WA 6330, 08 98428816, 0408 842616.

• • • • • • • • • • HGFA All correspondence, including changes of address, membership renewals, short term memberships, rating forms and other administrative matters should be sent to:

HGFA National Office

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

HGFA Operations/General Manager

Craig Worth 02 65592236, 0417 766356 <general [email protected]>, PO Box 5071, Hallidays Point NSW 2430. Information about site ratings, sites and other local matters, contact the appropriate State associations, region or club.

Board Members 2008 to 2010

Pres: Rob Woodward 0408 808436 <Presi [email protected]>, 38 Addison Rd, Black Forest SA 5035. V-Pres: Alex Jones 08 97344531 <Vice. [email protected]>, 1 McAvoy Rd, Allanson WA 6225. Sec: John Twomey <[email protected]. au>, 108 Osborne St, Williamtown VIC 3016. Trs: Raef Mackay 0408 894104 <[email protected]>, 1/20 Junction Rd, West Burleigh OLD 4219. Board Members: Ray Firth 02 99854600 <ray.firth@hgfa. asn.au>, 17 Noonbinna Cres, Northbridge NSW 2036. Chris Drake 0466 005967 <chris. drake@ hgfa.asn.au>, PO Box 988, Noosa QLD 4567.

States, Regions & Special Interest Groups

ACTHPA LPO Box 8339, ANU, Acton ACT 0200; [www.acthpa.org[. Pres: Matthew Smith <[email protected]> 0402 905554; V-Pres: Nic Welbourn <nic@corinbank. com> 0422 783763; Trs: Kristina Smith <kdsmith71 @gmail.com> 0407 905554; Sec: Nic Siefken <Nicolas. Siefken@ausport. gov.au> 0418 421683; Committee: Miguel Cruz <[email protected]> 0432 987819, Andrew Luton <andrewluton@ hotmail.com> 0404254922; Public Officer: Barry Oliver <Barry.Oliver@anu .edu.au> 0407 825819; Meetings: 1 stThu/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 <mgenerow@ optusnet.com.au>; Trs: Colin Brown 0407 700378, <[email protected]>. NSW HG and PG Association PO Box 3106, Bateau Bay NSW 2261 , [www.nswhpa.orgJ . Pres: Bruce Wynne

May 2010

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0417467695, <[email protected]. au>; V-Pres: Nir Eshed 0423 422494, <vice[email protected]>; Sec: Paul Cox 0421 072897, <[email protected]>; Trs: Graeme Cran 0414 668424, <gicran@gmaii. com>.

North Queensland HG Association PO Box 608, Kuranda OLD 4881. Pres: Bob Hayes 0438 710882 <[email protected]. au>; V-Pres: John Creswell 0400 122261; Sed Trs: Tracey Hayes, PO Box 608, Kuranda OLD 4881, 0418 963796 <info@azurephotography. com.au>.

Oueensland HG Association Pres: Greg Hol lands <greg.s.hollands@ transport.qld.gov.au>, PO Box 61, Canungra OLD 4275 07 38448566.

South Australian HG/PG/ML Association SAHGA Inc, c/O PO Box 6260, Hallifax St, Adelaide SA. All email: <sahga.exec@gmaii. com>. Pres: Stuart McClure 0428 100796; SeclTrs: Rob Woodward 0408 808436.

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

Victorian HG and PG Association PO Box 157, Northcote VIC 3070, [www.vhpa. org.auJ. Pres: Martin Halford <president@ vhpa.org.au> 0434 427500; Trs: Rob Parker <[email protected]> 0415 316861; Sec: Steve Poole <[email protected]> 0419 573321; SO: Hamish Barker <hamish.barker@ gmaii.com> 0437 137893; Site Dev: Mark Pike <[email protected]>; Committee: Glenn Bachelor <[email protected]. au>, Stephen Leak <[email protected]>, Julie Sheard <[email protected]>,Jan Bennewitz <[email protected]>.

The Pico Club (National Paramotor Club) 62 Anderson Street, East Geelong VIC 3219 Pres: Andrew Shipley; V-Pres: Grant Cassar; Sec: Jos Weemaes, 1468 Gooramadda Rd Gooramadda VIC 3685, 02 60265658 or ' <[email protected]>;Trs: Chris Drake.

NEW SOUTH WALES Blue Mountains HG Club Inc. [wwwbmhgc.org.auJ. Pres: Andy McMurray (PG SO) <[email protected]. au>, 0428 866737; V-Pres: Gregor Forbes (HG SO) <[email protected]. au>, 0421 376680; SedEd: Alex Drew (PG SO) <[email protected]. au>, 0423 696677; Trs: Allan Bush (HG 550) <[email protected]>, 0407 814524; Comp Dir: 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.comJ. Pres: Glen McFarlane 0414 451050 <glenbuilt@bigpond. com>; V-Pres: Jeff Terry 0416 291545 <jeff@ survivalsolutions.com.au>; Sec: Julie Terry 0411 567825, <[email protected]>; Trs: Paul Cox 0417 355897, <coxy@ccpara gliding.com.au>, SSOs: Paul Cox 0417 355897, Javier Alvarez 0418 116681. Meetings: 1 stThu/month, 7:30pm, Erina Leagues Club, lIya Ave, Erina. Dusty Demons Hang Gliding Club 6 Miago Court, Ngunnawal, ACT 2913. Pres: Trent Brown 0427 557486, <Trent.Brown@ anu.edu.au>; Sec: Peter Dall 0428 813746, <[email protected]>;Trs: Michael Porter 0415920444; 550: Peter Dall 0428 813746. Hunter Skysailors Paragliding Club Pres/SSO: James Thompson 0418 686199, <[email protected]>; V-Pres: Brent Leggett 0408 826455, <brent@flashme. cO.au>; 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 <chetcuti1@ bigpond.com>; Sec: John Parsons; 550: Tim Causer 0418 433665 <[email protected]>. Kosciusko Alpine Paragliding Club [www.homestead.com/kapcJ; Pres: Michael Porter 0415920444 <Michaei.Porter@jllrld.

May 2010

• • • • • • • • • • •

com.au>; V-Pres: James Ryrie 0261610225 <[email protected]>; Sec: Mark Mourant 0248464144 <[email protected]>. Manilla SkySaiiors Club Inc. PO Box 1, Manilla NSW 2346, [www.mss. org.auJ. Pres/SSO (PG): Godfrey Wenness 02 67856545, <[email protected]>, V-Pres: Matt Morton <[email protected]. au>, Sec: Suzi Smith <[email protected]>, Trs: Bob Smith <[email protected]>, 550 (HG) Patrick Lenders 02 67783484 <patrick. [email protected]>, 550 (WM): Willi Ewig 02 67697771 <[email protected]>. Mid North Coast HG and PG Club Pres: Nigel Lelean 0419442597; 550: Lee Scott 0429 844961. Newcastle Hang Gliding Club PO Box 64 Broadmeadow NSW 2292; [www. nhgc.asn.auJ. Pres: Stuart Coad <president@ nhgc.asn.au> 0408 524862; V-Pres: Dawson Brown 0429 675475; Sec: Simon Plint 0407 613701, <[email protected]>; Trs: Allan McMillan 0400 637070; 50s: Coastal - Tony Barton 0412 607815,lnland Scott Barrett 0425 847208, John O'Donohue 02 49549084, PG - James Thompson 02 49468680; Newsletter: David Stafford 02 49215832 <[email protected]>. Meetings: Last Wed/month 7:30pm South Newcastle RLC, Llewellyn St, Merewether. Northern Beaches HG Club PO Box 840, Mona Vale NSW 2103. Pres: Peter Rundle <[email protected]>; V-Pres: Brett Coupland 0409 162616, <[email protected]>; Sec: Alexander Drew 0423 696677, <dalexander@med. usyd.edu.au>; CEO: Jude Ho <heyjudeho@ bigpond.com>; Trs: Steve Nagle <steve. [email protected]>; Committee: Rohan Taylor <[email protected]>, Graeme Cran <[email protected]>. Northern Rivers HG and PG Club PO Box 126, Byron Bay NSW 2481; [www nrghpgc.netJ. Pres: Cedar Anderson 0429 070380 <[email protected]>;V-Pres: Brian Rushton 0427 615950 <byronair@optusnet. com.au>; Sec: Maureen McEneaney 0413 166548 <[email protected]>; Trs: Paul Gray <[email protected]>; 550 (PG): Lindsay Wooten <Iindsaywootten@ bigpond.com> 0427 210993; 550 (HG): Andrew Polidano. Meetings: 2nd Wed/month, 7pm, Byron Services Club. Stanwell Park HG and PG Club PO Box 258 Helensburgh NSW 2508; Pres: Chris Clements 0414 777853 <president@fly stanweli.com>; V-Pres: Tony Sandeberg 0413 593054 <[email protected]>; Sec: Jorj Lowrey 0400 937234 <secretary@fly stanweli.com>; Trs: Peter Ffrench 0403 076149 <[email protected]>; M/ship: Nir Eshed 0423422494 <[email protected]>; 550: Mark Mitsos 0408 864083, <[email protected]>. Sydney Hang Gliding Club Pres: Dean Tooker <[email protected]. au>; V-Pres: Brett O'Neil <b0307@westnet. com.au>; Trs: John Selby 02 93447932 <[email protected]>; Sec: Bruce Wynne 0417 467695 <[email protected]> or <[email protected]>; DevlTrain: Owen Wormald 02 94667963 <[email protected]>; 50: Bruce Wynne, Doug Sole; 550: Ken Stothard. Meetings: 3rd Wed/month, 7:30pm Botany RSL, Botany.

NORTHERN TERRITORY Alice Springs HG and PG Club Pres: Ricky Jones 0406 098354, <redcentre [email protected]>, contact for paramotoring, PG ridge soaring and thermal flying.

QUEENSLAND Caboolture Microlight Club 50 Oak Place, Mackenzie OLD 4156. Pres: Derek Tremain 07 33957563, <derekjo@gii. com.au>; Sec: John Cresswell 07 34203254, <[email protected]>; 50: Graham Roberts 07 32676662, <[email protected]> Cairns Hang Gliding Club PO Box 6468, Cairns OLD 4870. Pres: Bob Hayes 0438 710882 <[email protected]. au>; V-Pres/50: Brett Collier 0431 151150 <[email protected]>; Sec: Lance Keough, 31 Holm St, Atherton OLD 4883, 07 40912117; Trs: Nev Akers 07 40532586. Canungra Hang Gliding Club Inc. PO Box 41, Canungra OLD 4275; [www.chgc. asn.auJ. Pres: Phil Mcintyre <president@chgc. asn.au>; V-Pres: Lee Patterson <vicepresident

ALL CLUBS PLEASE CHECK DETAILS IN THIS SECTION CAREFULLY Could all Clubs please ensure they maintain the correct and current details of their Executive Committees and contacts here in the magazine. Specific attention is directed to the listing of SSOs and 50s for the Clubs. Please ALL CLUBS and nominated Senior 50s and 50s confirm ALL 550 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

@chgc.asn.au>; Sec: Mark Kropp <secretary@ chgc.asn.au>; Trs: Brandon O'Donnell <[email protected]>; Ed: Cameron McNeill 0419 706326; Gen-Exec: Greg Hollands <[email protected]>; 550 PG:Phil Hystek 07 55434000 (h), 0418155317 <sso @chgc.asn.au>; 550 HG: Lee Patterson 0417025732 <[email protected]>. Central Queensland Skyriders Club Inc. 'The Lagoons' Comet River Rd, Comet OLD 4702. Pres: Alister Dixon (instructor) 0438 845119, <[email protected]>; Sec: James Lowe 0418 963315, <j.lowe@cqu. edu.au>; Trs: Adrienne Wall 07 49362699 <[email protected]>; Events: Jon Wali 0427 177237, <jonathon.a.wall@team. telstra.com>; 550: Bob Pizzey 0439 740187, 0749387607. Towing Biloela: Paul Barry 07 49922865, <[email protected]>. Conondale Cross-Country Club [wwwconondaleflyers.asn.au/J Pres: Lewis Nott 0488 082937 <president@ conondalexdlyers.asn.au>; Sec: Michael Strong 0414 845785 <secretary@ conondalexcflyers.asn.au>; Trs: Steve Stocker 0411 226733 <steve_stocker@optusnet. com.au>. Dalby Hang Gliding Club 17 Mizzen St, Manly West OLD 4179. Pres: Daron 'Boof' Hodder 0431 240610, daron@ aclad.com.au>; SeclTrs: Annie Crerar 0418 711821, <[email protected]>; 550: Jason 'Yoda' Reid 0424293922, <jasonr@ gleda.com.au>. Fly Killarney Inc. Pres/SSO: Lindsay Wootten 0427 210993, <[email protected]>; V-Pres: Alistair Gibb 0414 577232, <11 thhour@iinet. net.au>; SecfTrs: Sonya Fardell 0415 156256, <[email protected]>. Sunshine Coast Hang Gliding Club PO Box 227, Rainbow Beach OLD 4581; <[email protected]>. Pres: Geoffrey Cole 0408 420808, 07 5455 4661; V-Pres & 550 (HG): David Cookman 0427 498753; V-Pres (PG): Tex Beck 0407 238017; Trs: Gary Allen 0417 756878; Sec: Janine Krauchi 0438 701220; (HG): David Cookman 0427 498573,07 54498573; 550 (PG): Jean-Luc Lejaille 0418 754157, 07 54863048. Wicked Wings Club Toowoomba & District PG/HG Club Inc, 190 Drayton St, Laidley OLD 4341. Pres: Peter Schwenderling 0427 461347 <swendo1@big pond.net.au>; Trs: Richard Cook 0427805960 <[email protected]>; Sec: Troy Litzow 0448 456607 <[email protected]>. Whitsundays HG Club SeclTrs: Ron Huxhagen 07 49552913, fax: 0749555122, <[email protected]>.

TASMANIA Tasmanian HG&PG Ass. (see States & Regions)

VICTORIA Dynasoarers Hang Gliding Club <[email protected]>; Pres: Dale Appleton 0408 382635; 550: Rob van der Klooster 0408 335559. Meetings: 1 st Fri/ month, venue see [www.dynasoarers.vhpa. org.auJ. Melbourne Hang Gliding Club Inc. PO Box 5278, South Melbourne VIC 3205 [www.melbourne.vhpa.org.auJ. Pres: Gabriel Toniolo 0407544511, <gabriei.toniolo@ hotmaii.com>; Sec: Peter Davies 0400 883155 <[email protected]>;Trs: Greg Stroot ' 0402473113, <[email protected]>; 550: Peter Holloway 0408 526805, <info@ freedomairsports.com.au>. Meetings: 3rd Wed/month, Tower Hotel, 686 Burwood Road, Hawthorn East VIC 3123. North East Victorian Hang Gliding Club Pres: John Chapman 0412 159472 <chappo [email protected]>; Sec: Bill Oates 0466 440 049 <[email protected]>;Trs/M/ship: Greg Jarvisy 0407 047797; SSONHPA Rep: Joe Rainczuk 0419 875367; Committee: Barb Scott 0408 844224, Bill Brooks 0409 411791; 550:

Karl Texler 0428 385144; Meetings: [www hgfa.asn.au/- nevhgdJ. Sky High Paragliding Club [www.skyhighparagliding.orgJ; Pres: Steve Leak <[email protected]>, 0409 553401; V-Pres: Martin Halford <vp@ skyhighparagliding.org.au>, 0434 427500; Trs: Julie Sheard <tres@skyhighparagliding. org.au>, 0425 717944; Sec: Phil Lyng <[email protected]>, 0421 135894; M'ship: Loz Pozzani <mem@ skyhighparagliding.org.au>, 0421 389839; Nov Rep: Mike Armstrong 0412 329442 <[email protected]>;Web: Pete Condick <[email protected]. au>, 0400 560653; Safety: Carolyn Dennis <[email protected]>, 0427 555063; Committee: Steve Poole 0419 573 321 . Meetings: 1 st Wed/month 8pm Retreat Hotel, 226 Nicholson St, Abbotsford. Southern Microlight Club [http://home.vicnet.net.au/- stciub/J. Pres: Mark Howard 0419 855850 <mark.howard@ auspost.com.au>; V-Pres: Ken Jelleff <kenj@ jelfor.com.au>; SedEd: Kelvin Glare 0421 060706 <[email protected]>; Trs: Dean Marriott [email protected]>. Meetings: 2nd Tue/month 8pm Manning-ham Club, 1 Thompsons Rd, Bulleen. Western Victorian Hang Gliding Club PO Box 92, Beaufort VIC 3373, [wwwwvhgc. orgJ. Pres: Phillip Campbell 0419 302850, <[email protected]>;V-Pres: Anthony Meechan 0407 163796, <meeks65@yahoo. com.au>; Sec: Rachelle Guy 0438 368528, <[email protected]>; Trs: Richard Carstairs 0409 066860, <rcarstairs@ optushome.com.au>; 550: Rohan Holtkamp 0408678734 <[email protected]. au>. Meetings: Last Sat/month, The Golden Age Hotel, Beaufort, 7pm.

WESTERN AUSTRALIA Albany HG & PG Club 550: Simon Shuttleworth 0427 950556; Sec: John Middleweek 08 98412096, fax: 08 98412096. Cloud base Paragliding Club Inc. Secretary, 12 Hillside Crs, Maylands WA 6051. Pres: Mike Annear 0400 775173 <mike@ mikeannear.com>; V-Pres: Eric Metrot 0407 003059<[email protected]>;Trs: Colin Brown 0407 700378 <cobrown@bigpond. com>; Committee: Shelly Heinrich 0428 935462 <[email protected]>, Rod Merigan 0439 967971 <[email protected]. au>, Clive Salvidge 0402 240038 <clive@iinet. net.au>, Julien Menager 0423 829346 <Julien. [email protected]>; 50s: John Carman, Nigel Sparg, Colin Brown, Mark Wild. Meetings: Last Tues/month, 7:30pm, Osborne Park Bowling Club, Park St, Tuart Hili. Goldfields Dust Devils Inc. [www.dustdevils.itaustralia.orgJ. Kalgoorlie: Pres: Toby Houldsworth drogue@bigpond. com>, 0428 739956; Trs/SSO: Murray Wood <[email protected]>, 08 90215771; SedSO: Richard Breyley <richard.breyley@ matsa.com.au>, 0417 986896. Perth: 550: Mark Stokoe <[email protected]. au>, 0414 932461. Hill Flyers Club Inc. <[email protected]>. Pres/SSO: Rick Williams 0427 057961; SedSSO: Gary Bennet 0412611680; 550: Gavin Nicholls 0417 690386, Mike Ipkendanz 08 92551397, Dave Longman 08 93859469. Meetings held on site during club fly-ins at York, Toodyay. Western Microlight Club Inc. Pres: Brian Watts 0407 552362; V-Pres: Keith Mell 08 97971269; Sec: Paul Coffey 0428 504285; CFI: Brendan Watts: 0408 949004. Western Soarers <[email protected]>, PO Box 483, Mt Hawthorn WA 6915. Pres: Michael Duffy <[email protected]>;V-Pres: Jason Kath <[email protected]>; SedTrs: Mirek Generowiu 0427 778280, <mgenerow@ optusnet.com.au>; 55 Os: Shaun Wallace, Gavin Nicholls, Matty Coull, Rick Williams, Michael Duffy. Meetings: See [http://au.groups.yahoo. com/group/western_soarersn.

Soari ng AustraJia 45

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

• • • • • • • • • • • • • • GFA

NOTICE TO ALL GFA ADVERTISERS

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

Level 1134 Somerton Road, Somerton VIC 3062. Ph: 03 9303 780S, Fax: 03 9303 7960 Email: <[email protected]>

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

Photographs may be provided in either photo print or slides. Low resolution digitals are not suitable.

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

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

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

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

Single-seater Sailplanes Astir CS low hrs, for sale/swap/or trade. All ADs done, new Microair radio & harness. Wings have gelcoat cracking. Sell $10000 or trade up to twoseater trainer, other offers considered. Enclosed trailer & winch available separately. Bundaberg Gliding. Ph: John 07 41280259, 0417 071157.

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

ASW20BL VH-HDY, 15m & 16.6m configurations. 2650 hrs, 860 landings. Comp ready. Excellent trailer. Full tow out gear. Many extras. $62500 ono. Ph: Gary 03 53524938 or <[email protected]>.

Cirrus STD good condition, good trailer, covers, walk out gear, first reg Aust. '74, $12000. Also: Cirrus OPEN very nice aircraft, VG trailer, G PS, parachute, etc. $15000. Ph: 07 54486808.

Jantar Std VH- IZT. 1750 hrs, 1000 landings. Good clean condition. Microair radio, Borgelt instrumentation, canopy hinge. Well thought out trailer & all tow-out gear. Competitive Std Class performance at $30K. Also ava ilable: Hangar Lake Keepit $10K. Ph: Paul 0404 851876.

Jantar Std 2 VH-UKP, $25000 ono, 2060 hrs, 850 landings, Registered 12/1981 Custom made trailer, ground handling gear, Borgelt basic instruments, vario, speed to fly & final glide computers. Turn & bank, Becker radio, oxygen (diluter demand system) Parachute. Ph: Rob 08 93062241, 0428 270153 or <[email protected]>.

Junior 51-1 VH-XOJ, 2688 hrs. Cambridge electric & PZL mechanical vario. Geneva 100ch radio 2688 hrs, 2284 launches inspection. Very good condition $18500. Ph: 03 95214942.

Libelle 201 B Sn344, VH-GBA, 2752 hrs, Form 2 to December. B50 plus standard instruments & Icom A200 radio. Tow-out gear, wing & canopy covers. Enclosed tandem axle trailer registered to August. $11500. Ph: 0427 015051 .

LS6 including trailer, towing gear & basic instruments. VH-XJS built 1985, 3500 hrs, 1000 launches, $65000. Parachute, Flarm, logger, lIec vario, negotiable extras. Fresh Annual 3/2010. View/test fly atTemora. Ph: Mike Cleaver 0412980886 or <[email protected]>, or Andrew Ward 02 62622426 (h) or <[email protected]>.

Warwick Gliding Club Hornet 206 VH-GKJ, 3548 hrs, 2677 launches. Priced to se ll $14000. Ph: Tony 07 46614090.

LS8-18 + hangar/land package. Rare opportunity, best LS8 with everything & hangar spot at Kingaroy &/or block of land at Narromine Skypark. Contact: Miles Gore-Brown <[email protected]>.

LS8-18 XGG Altir, Vega, Microair radio. Holmes PU refinish . All tow-out gear. Wing & elevator covers.


Form 2 2/2011, $130000. Ph: 0414 747201 or <[email protected]>.

Mini Nimbus B Excellent condition, always hangared, refinished in PU, 2150 hrs, Becker radio, parachute, winglets, Winter vario, Blumenauer vario/ speed to fly, oxygen, turn & bank, aluminium trailer for one-man rig/derig. $35000. Ph: 03 98466525 or <[email protected]>.

Std Cirrus Factory winglets, new canopy, basic instruments as well as a B50 vario. Trai ler in good condition. Parachute. Ph: Matt 0421 382990 or <[email protected]>.

Std Cirrus VH-GYZ with blended wing lets, well equipped, blue tint canopy, two-pack paint, wing covers, nose & belly hooks parachute, tandem trailer. $24000 ono, email for photos <dougcoac@bigpond. net.au>. Ph: 0418 777480.

Two-seater Sailplanes Blanik L 13 in current use. 4898 hrs, 175000 launches, enclosed trailer. $7500 neg. Ph: 07 54968323 or 07 54960331.

IS28 B2 Must Sell Good condition, n 4300 hrs, 30-year survey completed 2006; current C of A to 10/2010; offers considered . Ph: 02 60254436.

Twin Astir VH-KYM, Mfg 1978, 3474 hrs. Microair radio, basic instruments, no accident damage, not flown for three years. Enclosed tandem axle trailer is serviceable but needs some work $40000. Winch: 313 cub inch Chrysler, new rings & bearings, valve grind & running . New winch brakes, new cable drums. Work still to be done on winch & prime mover. Dodge truck (1959) is a good restoration project in its own right. Best offer (as is where is) Ph: Dave 08 86411525.

Self Launching/Motor Gliders Dimona H36 with Limbach L2400 motor. Hoffmann prop with latest mods. Folding wings, transponder. All in excellent condition. Glide @ 28:1 or cruise @ 96kt for 15 I/h r. $90000. Ph: John 03 52366290.

Dimona H36 Motor Glider 2000 Limbach. 2500 hrs TT. Form 2 in 12/2009, 238 hrs on factory new L2000 motor, 30 hrs since prop o/haul & magneto o/haul. Recent new battery, at Bordertown SA $75000. Ph: Peter 0409 693027, 08 87565019 (h) or <[email protected]>.

Grob Twin 111103 Self-launcher Very low hrs, refinished; delight to fly. $125000 flyaway. $135000 with trailer tow away. Ph: 02 68897254, 0428 716 807 or <[email protected]>.

1991 Motorfalke 2000 two legged undercart, large prop clearance, new Limbach, runs low temps, Becker 3201 & optional xponder. Ph: Ian McPhee 0428847642.

Price Drop Owners want this sold so have priced accord ingly. You will not find a better aircraft for the money! HK36TTC nosewheel version, 115hp turbo Rotax. Absolutely immaculate. AH, DG, lIec vario, Winter VSI, Winter alt. KLX35 Nav/Com. Transponder & encoder. Aluminium Grove u/c. Constant speed prop (zero t imed). An honest 11 Okt cruise at 20 I/hr nAE, approx. 220 hrs since new. Built 1998. [http:// picasaweb.google.com.au/biggreencod/Katana#], $149000 no GST, an absolute steal at this price. Serious enquiries only. Ph: Mark 0427 127128.

Silent 2 Targa VH-SIW [www.alisport.com] has all the technical details. Self-launcher. Steerable tail wheel. Cobra Trailer. Single-man rig/derig in 20 min. Flaperons. Very low air & motor hrs. Price negotiable. Ph: Greg Doyle 0400 114747 or <[email protected]>.

SF25 B Scheibe Jabiru 2200 Motor Falke VH-HNO, n 2275 hrs engine 215 before top overhaul, 32 litre tank plus 10 I long range tank. Basic instruments, Microair radio, new tyres, spare prop, etc.187kg cockpit load, A$38000. Ph : 03 95510965 or <info@ melbourneglidingadventures.com.au>.

Super Xi mango Plus A true touring motor glider. Excellent condition. Just completed 600 hourly &

Form 2, $165K. Fully equipped & tooled. Details & photographs, contact: Paul <energy@whitsunday. net.au>.

Wanted DISCUS A or B. No preferences regards instruments, oxygen, chute or trailer. Ph: Paul Rose 08 94674241 or <[email protected]>.

Instructors wanted. Sydney Gliding Club is seeking instructors for our weekend ops. We are selflaunching club with Super Dimona & soon ASK21 Mi in our fleet. Self-launching experience will be an advantage, however, we will offer conversions to suitab le candidates. Ph: Bill Wotten 0412 237897.

Instruments & Equipment

Ian McPhee all stocked tyres 10% off till June, Xcom radio, boom microphones (>2300 made) Cambridge 302, etc. Winter alt, AS ls, etc. Ph: 0428 847642 or <[email protected]>.

Gliding Publications Airborne Magazine: Covering al l facets of Austral ian & 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 Association 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 Association, Kimberley House, Vaughan Way, Leicester, England. Annual subscription for six copies £17.50. Sailplane Builder: Monthly magazine of the Sailplane Homebuilders Association. $US29 (airmail $US46) to SHA, c/o Murry Rozansky, 23165 Smith Road, Chatsworth, CA 91311 USA. Soaring: Official monthly journal of the Soaring Society of America Inc. PO Box 2100, Hobbs,nm 88241 USA. Foreign subscription rates (annually): $US43 surface delivery; $US68 premium delivery. Technical Soaring/OSTIV: Quarterly publicationof SSA containing OSTIV & other technical papers. c/o T U Delft, Fac Aerospace engineering, Kluyerweg 1, NL-2629 HS DELFT, The Netherlands. Vintage Times: Official newsletter of Vintage Gliders Australia, edited by David & Jenne Goldsmith, PO Box 577, Gisborne VIC 3437, Membership $20 pa.

May 2010

• • • • • • • • • • • • • •

• • • • • • • • • • • • • • HGFA

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 publication five weeks hence. Submitted classifieds will run for

one issue. For consecutive publication, re·submission of the classified must be made, no advance bookings.

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

your HGFA membership number (for verification) and the State under which you would like the

classified placed. (Note that the above does not apply to commercial operators. Instructors may

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

All aircraft should be suitable for the intended use; this includes the skill level required for the specific aircraft being reflective of the pilot's actual rating & experience. All members must adhere to the maintenance requirements as contained in Section 9 of the Operations Manual & as provided by manufacturers. Secondhand equipment should always be inspected by an independent person, an Instructor wherever possible. Advice should be sought as to the condition, airworthiness & suitability of the aircraft. It should include examination of maintenance logs for the aircraft. It is unethical & a legally volatile situation for individuals to provide aircraft which are unsuitable for the skill level of the pilot, or aircraft that are unairworthy in any way.

Hang Gliders & Equipment VICTORIA

Airborne Shark 144 int, 60 hrs, one owner, excellent condition, still with original DTs. Make an offer. Ph: Mike 0438 150100 or <[email protected]>.

Moyes Mission 170 Good condition . Price $550 ono. Ph: 0415520443.

Microlights & Equipment VICTORIA

Airborne XT 582 Cruze wing, 110 hrs, new trailer, new full cover, training bars, bar mitts & more. Ph: Ron 0433 551103.

Redback Trike, Wizard 3 wing, T2-6031, as new, only done 37hrs, radio, helmets, jackets, mitts, headsets. Excellent condition, $19000, extra $500

for trailer. Ph: 0418 109658.

Paragliders & Equipment QUEENSLAND

Ozone Mantra 3, size M, best performing 2/3 around. Grey/orange/white in great condition, $2400. Supair XP altirando light weight reversible harness, size M, in good condition, $750. Ph: 0429 775554.

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

POLlGLlDE

The best quality multifunctional gloves on the market. Three in one gives you 4 variations adapted especially for Paraglider & Hang glider pilots. Contact: POlIGlIDEat www.pollgllde.com

May 2010

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

VICTORIA

PARAGLIDING CENTRE We are based in Bright, N E Victoria, widely renowned as Australia's best flying region. Bright has been host to numerous Australian & international competitions.

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

Courses • Introductory & HGFA licence course • Thermal & XC clinics for all levels • SIV courses • Tow courses • XC tandem flights • Equipment Sales

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

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

Active Flight Fred Gungl, ph: 0428 854455 www.activeflight.com.au

Bright Victoria

Intro and Full Licensing Courses

Tandem Instructional Flights

New & Used Gliders Harnesses

BIOS Helmets Radios Varios

Garmin GPS Reserves

Flight Suits Flying Boots

Mystic Membership

100 Gavan St Bright Vic 3741 0357551753 - 0428 352048

www.alpineparagliding .com

CONCERTINA BAG

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

www.parasupply.com

VICTORIA

Dynamic Flight School Specialising in:

Hang Gliding & Microlighting

~~.~ .. ~ courses

.. ..... ~;::".. "

~ 17 Tansey Court, Trawalla3373

Phone - 03 53492845 [email protected]

Web - www.dynamicflight.com.au

EAGLE SCHOOL OF MICROLIGHTING 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 individual ly 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 chal lenge 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 CFI Mail address: 16 Hargreaves Road, Bright, 3741

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

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

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

PRESS TO TALK SYSTEM

PARA SUPPLY / PH sys, PARA SUPPLY / PH sys, PARA SUPPLY / PH sys, PARA SUPPLY I PH sys, PARA SUPPLY / PH sys, PARA SUPPLY / PH sys,

www.parasupply.com


HGFA Schools QUEENSLAND

RAINBOW PARAGLIDING APCO AUSTRALIA

Offering the full range of APCO equipment

APca Aviation three yearsl250 hours warranty for porosity Gliders that are made to fast unique

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

Test centre for APca gliders {www:apcoaviation.comj.

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 Rainbow Beach. In the Sunshine State, we fly all year round, 60km cross-country flights have been achieved in winter! FULL LICENCE COURSE - Strictly only four students per instructor, for quality personalised tuition at your own pace, between eight to 10 days. REFRESHER COURSE - Groundhandling, top landing or asymmetric recovery techniques: Come learn with the experts. INTE RMEDIATE, 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 repai rs. 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: 0754863048 - 0418754157

Email: [email protected]>

[www_paraglidingrainbow.com]

NEW SOUTH WALES

c ____ -Professional Paragliding

Tandem Introductory Flights Paragliding Courses and Certifications Pi lot Development Clinics Free Introduction course Tandem Endorsements Sales and service

Dealer for Advance Charly Flytec Icom Adventure Plus Paragliding Pty Ltd

Stanwell Park, Sydney Ph: 0412271404

<fly@adventureplusparagliding_com.au>

[www.adventureplusparagliding.com.au]


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

NEW SOUTH WALES

HIGH ADVENTURE Paragliding

Australia's biggest distributor of

Paragliding and Paramotoring

products, all online at the best prices

See our website for more details


- (0429) 844961 www.highadventure.com.au

WESTERN AUSTRALIA

Australia Wide Services HGFA Approved Paraglider

Testing & Repairs

r:'~\, '~I ~~~AI

• Comprehensive testing and repairs to all paragliders

• Fully equipped service and repair agents for: Advance, Aerodyne, Airwave, Bio·Air, Gin, Gradient, Mac Para, Niviuk, Nova, Ozone, Paratech, Sky, Swing, UP

• Full written report • Harness repair and modifications • Certified Australasian Gradient Repair Centre • Parachute repacking • Orders taken from anywhere in Australia,

New Zealand and Asia • Prompt turnaround

Paragliding Repair Centre

93 Princess Ave, Torndirrup, Albany WA 6330 Mob: 0417 776550

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

NEW SOUTH WALES

• MT BORAH, MANILLA is the one of the top 10 flying sites in the world & has more flyable days than anywhere else in Australia. It has 4 large launches for nearly al l wind directions & easy, safe top & bottom landings al l around. Great ridge soaring & XC all in one place. HOST of the 2007 PARAG LIDING WORLD CHAMPIONSHIPS!

• YOUR CFI IS GODFREY WENNESS: The most experienced paraglider pilot in Australia. Over 7000 hours airtime since 1988, World Record Holder - 335km (1998-2002), Longest Tandem Flight in the World - 223km (2000·03), Multiple National Records, National XC League Winner (inaugural 2001 & 2002), CFI, Instructor Examiner, Australian Team Member, Prototype Test Pilot, HGFA Safety & Ops Committee (PG), International Comps Organiser, & Owner of World Famous Mt Borah.

• NOVICE LICENCE COURSES: Our famous 9 day, live in, Novice Licence Courses, with genuine small class sizes «6), go well beyond the minimum requirements & include thermalling, ridge soar· ing, safety manoeuvres & more. Over a week of the highest quality tuition by highly experienced pilotslinstructors, using the latest techniques & equipment costs only 51720 (including accommodation and 5400 equipment discount).

• THERMALLlNG, XC & OTHER TUITION: We specialise in PG & offer personal one-an-one & group tuition in areas such as basic ski lls refresher, thermailing, cross-country, SIV safety clinics, & Intermediate, Advanced, Tandem, Motor & other ratings.

• HG TO PG ENDORSEMENTS: its easier than you think!

• ONLY QUALITY PRODUCTS FROM THE BEST BRANDS: Importer of Advance, Flytec, Hanwag and JDc. Stockist & service of all equipment, new & secondhand.

• CABINS & CAMPING ONSITE: Stay at Mt Borah - its nice & quiet! Cabins for just 515p/n ($ 100 p/w) & camping $6 ($35 p/w).

So come flying with Mani lla Paragliding, where the person who shows you the mountain, owns the mountain !

Phone Godfrey Wenness on:

02 6785 6545 or fax: 02 6785 6546

email: <[email protected]>

'The Mountain', Manilla, NSW 2346.

Accessories & Equipment

FLY TIES THE BEST TIES YOU CAN GET FOR YOUR

EXPENSIVE HANG GLIDER OR TRIKE WING

HIGH QUALITY. LONG LASTING. TOUGH AND DURABLE.

Made from 'Loadbinder' webbing . 4500 kg breaking strain 3 metres X 50mm. Soft edges.

End loop with industrial grade stitching .

You will not find ties of this quality in a hardware store that are suitable for

hang glider and trike wings

$22 per Fly Tie OR three t ies for $60 (plus $8 postage anywhere in Australia)

Call : 0431662089

May 2010

Long and Short Sleeved Polo

Peak Caps

Long an Sleeved Chambr

Slouch Hats Stickers/Badges

SALE ITEMS E: [email protected] W: www.hgfa.asn.au P: 03 9336 7155

May 2010 - SAFA

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