February done and dusted.
As I write, most of the country is recovering from the aftermath of former tropical cyclone Gita. We got off very lightly. The Central Districts Gliding champs were held on the field last week. Normally they tend to be drought busters but they had a very good week with only a couple of days being unflyable. Good thermal and wave days made for a very successful week for them and I think they had around 22 entries which is a good turnout. This competition is now shared between us and Greytown in the Wairarapa so we only get to catch up with these guys every 2nd year. They are a great bunch of people who have become personal friends and it’s good to catch up. Of note this year was a glider with a jet turbine attached. It looked like a slightly oversized hairdryer attached to the rear cockpit area but certainly sounded and performed like the real thing. I’m not sure of the specs of the thing but it certainly seemed impressive.
The weather we have been experiencing recently has seen thunderstorms and high temperatures which has been conducive to grass growth in some areas. The field was mown prior to the gliders arriving and it has freshened up to look a picture. My flock of hares are thriving and enjoying the conditions although I had to recently euthanise one which had a broken leg.
The planned beach trip was very enjoyable with eight aircraft and 14 people attending. Some brave souls entered the water which by all accounts was refreshing and invigorating.
Three plane loads of us recently attended the annual RAANZ fly in to Stratford.
The following is a report from Ross Hatfull and Derek Simmons:
RAANZ NATIONAL FLY IN HOSTED BY STRATFORD SPORT FLYERS
Early WX watch showed a reasonable window for Friday Saturday and Sunday morning of the weekend before the incoming cyclone Gita to safely get to Stratford and home again. On Friday at 2.30pm CHB and KPP vacated to the southwest heading for Stratford via the gorge, and later in the day JDP taking a more direct track via the Norsewood gap, with a west/north westerly breeze showing a ground speed of around 60kts at times we waffled our way towards Stratford, with 2.1 hrs on the hobbs we were touching down in Stratford, with a full gathering of all manner of flying machines that had arrived before us. The furthest came from just west of Invercargill and the bravest travelled from Auckland on their weight shift trikes, we were made very welcome by thousands of very loyal flies, (they stayed with us all weekend), and the team from Stratford Aero Club. After registration of around 35 aircraft we headed for the bar in the club house. It was a very social evening. We had fish and chips or pizza for tea before been delivered to our motel for the night. We were collected again at 7.15am for a 7.30 am continental and cooked breakfast. Dining facilities were set up in one of the hangars. They were not going to let us starve. Then at 10am was a briefing of our itinerary for the weekend , firstly was the bombing , spot landing and then a navigation course, and after lunch for those that were interested, a trip to NP to fly in the Catalina and to view other aircraft in Brett Emeny’s hangar. Weather conditions were marginal with a northerly breeze and low cloud, a few participated in the bombing and spot landing, but no one from Ypukand no one at this stage had attempted the nav course. After the lunch break those that wanted to fly to NP casually headed off. We and others took the mini van. We had a guided tour around NP before arriving at the airport. Once we had all gathered at NP, sixteen of the group took the first flight in the Catalina, still in marginal conditions, and enjoyed approximately a 20 minute flight around the area. The second group were stopped at the holding point in a solid shower of rain.They returned to the hanger and disembarked. With that flight postponed we then made our way over to the next generation Toy shed of jets and vintage air craft with BrettEmeny giving us a comprehensive report on his Vampire, identical to what the RNZAF used, with its plywood fuselage, 18oo litres per hour fuel consumption, and at full noise 40mins to empty the tank capable of 530mph. The other interesting craft was a L39 Albatross Russian jet. This aircraft was designed by flying instructors and built by engineers. It is very easy to dismantle into three sections for maintenance and had several safety features like the flaps which will not work out of the speed range, and will beat up your ears if you forget to put the wheels down and it burns a modest 800 litres per hour. Both these units were immaculately presented and both fully operational. The hardest part in flying them was the radio work because of the speed they travelled, they could cover the ground at 5 miles a minute. With a break in the weather we meandered back to the Catalina and the second flight got under way. They were treated to a Yak flying in formation on their wing tip. We then dispersed back to Stratford and to the bar set up in the hangar with a beer in hand we sat and watched a formation flying display over the airfield by four Sonerai aircraft. That wound up a very enjoyable day with a bbq tea, prize giving and a slide show of the Reno air race, and by about 9.30 most were leaving and been delivered back to their motel. We were collected again at 7.30am bought back to the airfield for breakfast and from there the assortment of aircraft slowly dwindled away in the nor/westerly breeze to Kerikeri in the north and west of Invercargill in the south and several places in between, we arrived back in CHB in 1.6hrs to find the airfield over run with gliders preparing for their week. Next years RAANZ gathering is to be held in Manapouri,now there’s a mission to look forward to.
Thanks Ross and Derek. It was a great weekend and very pleasing to have more than just Wendy and me to represent CHB. Hamish Ross and a student from Hastings and Ken McKee, also from Hastings/Napier came over for the day on the Saturday. Great to see them. This is the national annual fly in for RAANZ. Most if not all Micro pilots in HB are affiliated to RAANZ.
To continue the Wright Brother’s story from where I left off last month.
While Wilbur was entertaining the French with his flying ability in France, Orville was exhibiting his prowess at Fort Meyer, Washington DC in the USA. There was an arrangement with the US Army that if Orville could attain the speed of 40 miles per hr in a speed test, they would receive the sum of $25000 . This he did on his first flight but unfortunately crashed the flyer during the process. After repairs he flew the Flyer with increasing time, distance and control over the following days to great acclaim. As he built up a reputation for fine demonstrations of this flying art during Sep 1908, President Roosevelt himself made known of his intention to go up with Orville in this new and wonderful flying machine.
On Thursday Sep 17 1908, Orville prepared for another day of demonstrations. A young army lieutenant by the name of Thomas Selfridge had assigned himself to be a passenger in the flyer. He had 2 eminent ancestors of the same name in his past. Both Rear Admirals. The great uncle, Thomas Selfridge had been the naval officer assigned in 1870, to survey the isthmus of Central America to determine the place to cut a canal linking the Atlantic and Pacific Oceans. Despite his background and personable manner, Orville disliked the man and wrote in a letter to Wilbur that he was almost certain to be a spy for Alexander Graham Bell.
Becoming airborne, the Flyer with both men on board circled the field several times at around 40 MPH at about 100 ft. Suddenly a sizable piece of something was seen to depart the Flyer which was immediately identified as a piece of a propeller by an observing army officer. Orville was later quoted as saying that he heard a loud tapping from the rear of the machine followed by 2 loud thumps. ( Apparently, a portion of one propeller detached and in the resulting vibration, a bracing wire detached and wrapped around the propeller. This in turn distorted the Flyer to such a degree that she became uncontrollable.) The Flyer became uncontrollable and plunged to the ground “Like a bird shot dead in flight” said Orville later. Both men were extracted from the wreckage and taken away to hospital but it was much later, after dark that news came back that Orville had a fractured leg, hip and 4 broken ribs and although in a critical condition was expected to live. Selfridge on the other hand had died of a fractured skull without ever having regained consciousness.The honour of being the first aviation fatality falling on his name. Interestingly, the reports contained the message that in spite of the accident, the problem of aerial navigation had been solved and that if Mr Orville Wright never again entered an aeroplane, his work during that week at Fort Myer will have secured him a place in history as the man who showed the world that mechanical flight was an assured success. That Orville’s passenger that day could well have been Theodore Roosevelt, was not mentioned.
Orville’s recovery was slow and it was not until Oct 31st that he was put on a train back to Dayton. By late December he was well enough to head off to France to join Wilbur who had been continuing the flying in France. During the 6 month period that he had been flying at Le Mans, over 200,000 people had come to see him. Having completed the testing required by the French, Wilbur began training the first of 3 French aviators. This man, Comte Charles de Lambert, would take to it like a fish to water and would later become famous in his own right as the first to fly over the Eiffel Tower at a height of approx. 1400 ft.
In March 1909, the king of England, Edward V11 arrived at Pau, where Wilbur was now performing and was treated to some flying demonstrations by Wilbur and some explanations of how the machine worked by Orville.
The rest of the story I could bore you with for pages but most of it is well known. Interestingly, Bleriot became famous for being the first to cross the English Channel. He was the first to admit that it was a fluke and that he was very lucky. He had very little control of his machine in comparison to the Wrights. He blundered across the channel and crashed onto the English side. History records only the successes.
Orville and Wilbur had by design, never flown together because they needed to ensure that at least one of them would survive to take this dream to the ultimate end. On Wednesday May 25th, 1910 Orville asked their father, Bishop Wright, who until that time had never flown, to climb aboard. He did so and at age 82 became the oldest person to fly at that time. Following that flight, Orville asked Wilbur to take their father’s place and the 2 brothers flew together for the first time. For those watching it was an indication that they had achieved what they wanted to achieve and could see no reason to further prolong the enjoyment of sharing this thrill of flight.
Wilbur died of complications of typhoid feveron Thursday May 30th 1912.
Orville lived much longer and saw the advances of his invention form the terrible weaponry of WW1 and WW2. He lived to see the advancement of aviation through the jet age, the introduction of the rocket and the breaking of the sound barrier in 1947. He died of a heart attack at age 77 on Jan 30th 1948 in his home town of Dayton Ohio.
On July 20th 1969, when Neil Armstrong, another American born and raised in SW Ohio, stepped onto the moon, he carried with him, in tribute to the Wright Bros, a small swatch of muslin from a wing of the 1903 Flyer.
(Call me soft but I teared up when I wrote that last line.)
The following from John Hamilton:
2018 Walsh Memorial Scout Flying School
The 2018 Walsh Memorial Scout Flying School was held at Matamata during the two week period 10-24 January. The Walsh has been operating each year since 1967 and gives students between 16 and 19 years old the opportunity to start learning to fly and to be exposed to the many opportunities for careers in the aviation sector. The School camp provides a real challenge for the students. They are living under canvas, in close proximity to others, and are expected to show teamwork and initiative as members of flights of 17 students under the control of student leaders For some the camp is their first time away from home; some needed tuition on how the washing machine worked and others how to prepare vegetables for meals! On the flying side, not only do they have to overcome the challenge of getting airborne, and for many it is their first time at the controls, they also have to have the commitment and self-discipline to absorb the intensive classroom and cockpit instruction at a rate that will allow them to go solo at the end of the two week camp while manging other distraction that abound in camp living!
I was the Director of the School again and this year we assembled 70 students, half of them male and half female, 16 Cessna 152/Tomahawk aircraft from various owners, schools and clubs, and 25 instructors and another 15 camp staff. The operation was supported by Airways with the mobile tower and the control zone, the MetService with a forecaster and observer for the duration of the camp and the RNZAF with three fire-rescue personnel. For 2018 we hosted 44 ab initio students and 26 students returning for their second year. 42 of the 44 ab initio students reached the standard that enabled them to complete their first solo, usually with between 8 and 10 hours dual logged.
Walsh is fortunate to be able to call on a very experienced pool of instructors, who like all instructors, showed courage and patience and a sense of humour. Eleven of the instructors are airline pilots with the Air New Zealand Group (domestic and long haul) and Cathay Pacific. Another three are retired Air New Zealand captains and the CFI provides space for four junior C-Cat instructors to be involved and to learn from the experience that surrounds them.
The camp was very successful. We achieved a high flying rate and safe conduct experiencing only minor issues such as a case of fumes in the cockpit due to a cracked muffler on a Tomahawk, and some plug fouling due to long taxi times and the time it takes to complete checks! Students (or more likely, their parents) have to raise just under $2000 to attend the School. If they can scrape together some additional funds, they can also take rides in the more exotic aircraft that are available including the Nanchang ZK-MAO from Wellington, a Citabria, an Airtrainer and the Ercoupe ZK-EXC.
A formal wings presentation parade is held at the end of the camp along with a prize-giving dinner. Wings are presented to those that go solo and this year the presenter was Flight Lieutenant Dan Pezaro, a member of the Black Falcons aerobatic team and an ex-Walshie. The prize list is extensive and for many gives them additional funds to continue their flying or to experience operations with Air New Zealand, the RNZAF, Airways and the MetService.
Invariably the students leave Matamata as different people. They will have gained self-confidence; they learn more about themselves and their abilities as decision-makers and leaders; and, they form some strong bonds with their instructors and fellow students.
If you know of young people in the 16-19 age bracket who have an interest in flying and would benefit from some personal development, steer them towards (the Club first) and Walsh by looking at the Scouts New Zealand website ( and making an application when they open in May. It is a fantastic opportunity for young people!
Thank you John. The Walsh has certainly attained a reputation and is an inspiration to young aspiring pilots. We loaned ETJ to them one year and maybe DOM went with her. Will have to ask him.
The following from Club president, Rick Gunson.
Greetings All, isn't mother nature throwing some curve balls ! Up until recently some parts have been very dry but good old CHB has been ticking along nicely thanks to regular thunderstorms ,and the Airfield is remarkably green as a consequence .
As Ross mentioned last month BEF has been sold. Many thanks to Phil Gray for handling the sale through trademe and achieving a very satisfactory result although I am sure many will feel a tinge of sadness at her departure .The question of where to from here will no doubt be asked and discussed, personally I would like to see considerably more utilisation of CHB and FGJ before we seriously consider another purchase. A repeat of the circumstances around BEF I would not wish on any committee or individual.