In England negotiation has taken place to ship a similar container to Tauranga containing pre-owned autogyros; last week was focused on bringing three machines and a container together to start their long journey.  I had looked at an unused ELA o7 based at Kirkbride airfield and this became the centre of operation pack-it.

I was directed to a very nice looking Montgomerie Benson single seat aircraft advertised on the web and located in Scotland a mere two hours towing distance from Kirkbride.  The owner turned out to be a motor trader and happy to use his vehicle transporter to rendezvous with us and the container.   Dead on time a rare double cab subaru pick-up rolled onto the tarmac with a professional looking trailer and load.

A quick examination of the machine confirmed that it was well constructed and maintained to a high standard, the engine started instantly and ran well.  Time to drain the fuel and pack-it.

To fill the remainder of the container I decided to include a side-by-side two-seat AirCommand that I had  stored for many a year.  This was little more that a kit of parts that might have more future with an enthusiast in NZ than in my backyard.   With some delving I combined the 25 foot McCutchen rotors, the neatly painted bodywork and the sad looking Rotax 532 into an inclusive package.   Transporting this package from Somerset to Kirkbride turned into a mini drama as the van rental Company failed to realise that I really did need the Renault Master that I ordered rather than the smaller Ford Transit that they choose to supply!  Even with the right vehicle and the strong arm of my buddy, Jon Erskine, a large amount of adjustment was required to ensure safe travel for over 300miles, (480Kms).

Fortunately the road system is good and we made the trip in about five hours allowing time for a comfortable nightstop before an uncertain day of loading.  The weather Gods had been so kind to us throughout this whole operation and after a nervous day of screwing tie-downs to the flour and lashing and counter lashing we closed the doors with the sun still shining on a warm balmy evening, unbelievable that we are on the Scottish border in September! Travelling  South on the Motorway we cruised in quite contemplation of our handy-work having to sustain equilibrium over rough road and tempestuous seas half way around the world while enjoying the superb vistas of unspoilt English countryside that still exists away from the industrial Cities.

A remnant of days gone by remains in the local station, the age of steam is thriving for the tourist and daily trains chug from Wernigerode’s Bahnhof  up to the 4000 foot summit of the Hartz Mountains.  The day I did the trip we went into Instrument Meteorological Conditions some way below the summit!  At a lower and warmer level lies the town of Hamlyn, world renowned for the tale of the Pied Piper.  Not only did we get to meet the chap but our small hotel was over run by the fabled rats!  Fortunately they were static as they appeared carved in the furniture and adorning the breakfast table in wooden form.

The weather had been warm and pleasant for most of our visit but really improved to offer a fine sunny welcome to the factory open day.  I first visited AutoGyro some five years ago and one can only wonder at their development in that time.   From a small start up operation strongly supported by local government development aid they have blossomed, due largely to the enthusiasm and endeavours of both the management and staff.  This year they tripled the floorspace used for gyroplane production and development;  the staff doubled to around 70 and they took responsibility for running the airfield where they are based.   Every aspect of the operation is designed for efficiency and the requirement for outstanding equipment and working environment is driving the Company decision making process.   Customers were welcomed to attend the event and a wide variety of colour schemes adorned the flightline, one eye catching example from a jeweller gleamed in silver and gold and was arrayed with diamonds (well cut glass look alikes) around the edge of the body shell and instrument panel!  Could this promotional tool have a tax advantage?

A mass formation was planned to try and set a world record for the most gyroplanes flying at any one time.   I was graciously offered a Company machine to fly in a striking lime green!   The flight briefing was about 30 minutes of German followed by a translation for me condensed to ‘ just follow ‘.  The formation take-off was thwarted somewhat by two fixed wing machines entering the line-up but twentyfive gyros ended up in ‘loose formation’ and meandered painlessly around the surrounding plains before stream landing in a semblance of order.

To close the day in traditional style a ‘sunset’ flight saw most aircraft in the air flitting past the local wind turbines that stand nearly 500 feet high and remind one of the power of air to drive machines, whether static or airbourne!  The final line-up of aircraft is a truly great salute to the efforts of a young team of engineers who will continue to expand the capabilities of Mr Cierva’s design .

Sue had been in the UK since May and had arranged for a week of holiday on the Mediterranean coast to help me put jet lag and work well behind me.  Well the idea was good and we knew a quiet hotel in Dalyon, Turkey which is so private it can be considered a personal villa.   We expected high temperatures but had not counted on the extremes that have hit Europe so very hard.   Russia this week has forest fires threatening daily life in Moscow but Turkey was also baking, over 40c for a week required serious rest and the intake of local cooled fluids to avoid heat stroke or worse!   Fortunately we were on a waterway and the swimming pool also stayed below boiling!   A novel activity we avoided was to immerse one’s body in a mud bath that had the accumulated dirt from ten thousand previous occupants before baking brick-like in the scorching sun.   Like hitting your head on a brick-wall it is said to nice when you stop and utilise a dribbling shower to remove the filth!   Wonderful what you can sell to a tourist!

Returning to my UK base I found the next item on the calendar was a ‘secret’ party for family and friends.  My daughter Rosie thought it inappropriate to celebrate my birthday out of the Country so like the Queen I was given an official birthday removed from reality but on a date  suitable for the occasion.   England supplied a great summer’s day, a couple of guys played gentle jazz and we all enjoyed a day of warm friendship well accompanied with quality food and drinks.   How lucky we are to enjoy an oasis of beautiful countryside and plenty when we see so many crying out for simple peace, water and something to eat.

I guess that’s a good spot to mention that I have managed to squeeze in a visit to the local Rotary club and exchange notes on our own club activities back in Tauranga.

With socialising well in hand I turned my attentions to other things rotary and undertook a journey North to the Scottish border in search of suitable pre-owned gyroplanes to ship back to the Gyrate hangar.  Kirkbride Airfield is defended from marauding Scottish hordes by Hadrian’s Wall, this was constructed by the Romans some 2000 years ago when it was in somewhat better condition and  more essential.   Today Kirkbride is home to a full-time gyroplane school and stores some 20 or so machines of various makes and vintages.  Like Gyrate, the main workhorse for training is the super reliable AutoGyro MTO3 and the CFI Chris Jones was airborne in one throughout my visit.  The other type of aircraft in storage here is the look alike machine from Spain known as the ELA.  These first arrived some 5 years ago and have been awaiting UK CAA approval to fly.  A number of owners have become disillusioned  and are seeking to sell their aircraft to other parts of the world where they fly prolifically;  hence my visit.

I was asked to research the situation on behalf of a Tauranga pilot wishing to find a two-place aircraft offering modern design but at a price below that of a new machine.  I am pleased to report that although several years since manufacture, and hence a little dated, these unflown aircraft could offer a suitable  stepping stone on the ladder of gyro progression.  It is highly likely that a container shipment will be heading South very soon.

Next week I go to Germany to visit the new AutoGyro factory at Hildesheim, this has doubled the production capability but still there is a backlog and about 45 people are working flat out to fulfil orders.

Before I left Tauranga we had a hectic few weeks of gyro activity.  First a fully qualified Jared Thomas departed with his Xenon to Taupo.   To house the aircraft a new hangar was built in not much more than a week!  This was achieved by the delivery of a 40ft. open-top container and the attachment of a metal structure to carry a canvas type roof made to measure.  Another Xenon owner, David Church, qualified for his Advanced National Certificate and is free to roam the Country.

Another container with a gyro in it left Tauranga last week bound for Melborne, Australia.  Brian Murphy sold his two-place Dominator complete with trailer and both can be seen snugly tied down ready for dispatch by Solowings.

Just off the ground again is ‘LittleRay’, this Montgomery Benson always has a touch of the 007 about it and now Mr Bond is flying it, yes Ray Bond. Neither shaken or stirred Ray enjoyed some calm conditions to move from the Eagle to single seat gyro flying, albeit within the airfield perimeter so far. Never fear Mr Bond we have plans for you.

Whilst in Europe I will be arranging some more containers, firstly to ship two new Calidus aircraft from Germany to arrive just before Christmas and then hopefully some pre-owned two-place aircraft from the UK to fill a gap in the price range available in NZ.

Bruce Watson flew me up in the Eagle that we use for training and I took the camera in the back seat.  Hub Hall was looking for an excuse to fly so arranged to meet us but chose to fly up the West coast direct from his own farm strip which is South of Hamilton.

The photos don’t do justice to the natural beauty which was shimmering with colours brightened by the recent rains.

No sooner had we touched down and Oscar was fitting equipment to the machine and in no time we were airborne to check the readings.  The initial result was pleasing as he could see that things were not too far out, this was our own view however until we could measure accurately it was only an opinion not a fact.

There was room for improvement and with just the addition of a small weight in the form of a piece of tape to the leading edge of one blade the readings reduced by a third.   Oskar kindly did the same work on Hub’s machine but found the readings so good that no adjustment was required.

Having refuelled ourselves from Hub’s flask and goodies bag we did the same for the aircraft grateful that Paraki is one of the few places where MOGAS is available in bulk.

We decide to start the return journey in formation and with Whenuapai Airbase closed for the weekend  we routed along the Auckland harbour getting up close and personal with the Sky Tower and the harbour bridge; a  great photo opportunity inspired by Mike Norton’s much better shots taken from his dominator some years ago.

The journey home was uneventful although we could see evening mist beginning to form in the Waikato valley as the clear skies allowed the temperature to drop once the warmth of the sun fell away.

No rush, we meet up with Mike Groome the airport manager who shows us where an open-top 40ft. container had been positioned to accommodate the Xenon XJE which is anticipated shortly.  We explained how pleased we were that the new changes to the AIP only referred to helicopters and not gyroplanes as closing a runway to our type of aircraft would be detrimental to the safety of gyroplane operations.  This point was noted but had not been considered!

Onward after lunch and the desert road was clear with only 5 octars of cumulus spoiling the mountain views.  Clear skies beckoned ahead and arrival into Foxpine was uneventful in perfect calm and peace.  What an oasis of real grass roots aviation this is!

Refuelled we followed the coast towards Mana Island and having obtained radar monitoring from Wellington control we track across Cook straight heading for Tory Point.  A glassy millpond crossing but it does get lonely with not even a boat in sight!  As evening light is closing in there is little traffic and we are cleared direct to Omarka where the flying club kindly slipped us into their huge hangar.  This is where we planned to night-stop and all is on schedule,  after some 4 hours 20 minutes in the air, which is somewhat comforting.

We plan our departure for when the air has warmed enough to allow cloudbase to lift but even so the hills around the airfield are shrouded.  Slipping low level out to the coast we plan to follow the shoreline and refuel at Rangiora, just outside Christchurch.  The forecast is for the Eastery flow to bring cloud and mist along our track and when we get the ATIS from Christchurch information this is confirmed with 4000 mtrs vis and 800ft ceiling.   Not a stopper but the inland route now looks clear towards Hamner Springs and although we could be heading for a dead end we set route up the huge glacial valley knowing we will need to cross a pass at 3700 ft.

This is where I regret not having a camera to hand as it is all new to me and very spectacular.  Jim is doing all the flying and I am in charge of navigation and radio; a good system that allows us both time to enjoy the scenery and contemplate such things as fuel burn and alternates.

With the valley floor close enough to watch horsemen herding cattle and the mountains towering high on both sides radio communication is impossible for almost an hour, thank Garmin for satellite navigation!

After clear conditions down the valleys it is a bit of a shock to find that we have to climb ‘on-top’ again before descending into the long deserted grass strip that the GPS has found.  A quick call to the owner, Roger Smith, and we are soon on route to the local garage for fuel and airborne again.  What great friendly service!  Thanks again Roger.

Up and under a layer of Strata Cu. we set course for Ashburton, which soon gets updated to Timaru, as the flat fields of the Canterbury plains slip by.  A quick turn-around as a heavy overcast is now threatening to lower and prevent us reaching the farm before the light fails us.  Out towards Oamaru airfield, then with increased power, we follow the coast maintaining about 800ft until turning inland in failing light for about 3 miles to descend around a welcome windsock.  Home for Jim and Calidus in a total of 9 hours flying .

Having declared myself the safety officer to the District Council who own the airfield I thought that I should try to arrive fairly early however the weather had other ideas.

David Church and I prepared the 914 powered Xenon and considered the prospects.  Cloud could be seen backed up on top of the Kaimai hills west of Tauranga so we delayed departure until the temperature had risen enough to lift early mist and then headed North for the local pass known as the Waihi gap.  This pass often allows aircraft to cross into the flat expanse of the Waikato valley when cloud  covers the hill tops and so it was to be for us.  Heavy frontal showers were forecast for the West coast and so my plan was to get out to the coast via the Waikato river mouth and then hug the coastline South to Raglan, this would avoid crossing any more high ground.  Before we could reach the river estuary the whole of the Western horizon turned an inky black right down to the ground, with no way through we scurried back towards the sanctuary of Matamata Airfield and a coffee.  The rainwas falling on the clubhouse roof  when my phone rang to say that it was fine in Raglan and when were we coming!  We departed with full fuel and things looked brighter in all respects, ahead the horizon showed broken cumulus and good visibility and so it stayed until six miles out.  We could see the airfield and made the joining radio call but as we came over the estuary so did one of the darkest wettest clouds of the day.  I let down over the water and followed the shoreline whilst a nasty gusty squall produced some unpleasant downdraught and a couple of minutes discomfort.  No sooner had this happened when it cleared away leaving fine views and a simple arrival.

It turned out that we were the last of four aircraft to arrive, two by trailer and another flown in from Tauranga, Mark Humbke in an Eagle, who had come via Te Kofai.  With mixed weather I wrapped up the Xenon and headed for some socialising which developed into a party of about 20 gyronaughts at the local hotel for dinner, a good result for a dismal day.

Next day was beautiful, calm winds warm sunshine and visibility for ever.  We had a brief gathering to discuss aspirations for such events and future venues to suit all tastes and then headed skyward.  David and I took the Xenon North along the scenic coastline before heading in along the Waikato river enjoying perfect flying conditions, even a practice forced landing worked out well!  As the pictures show the coast at Raglan produces great surf and the harbour entrance is a Mecca for kite surfers, not to mention wind surfers and board sailors.    With the accommodation and flying facilities on offer it could also become a regular destination for gyro pilots, see you there.

No sooner did that happen when Sid Lane took up the space  in our hangar with ZK-RSL complete with a large ‘FOR SALE’  notice.

On the training side we have enjoyed the company of Rex Telfer and Jim Service for a week.  Both these guys are from Dunedin and they found it hard to come to terms with the fine weather that we take for granted in the Bay of Plenty.   Rex was on a concentrated training routine and clocked in 2 or 3 hours a day, Jim came looking for a Biannual Flight Review and left with a serious interest in a Calidus.   All being well this will become our first machine to be based on South Island.

Elton Haakma has completed instructor training and will be joining our team to provide cover for me, he is now very comfortable in both the Eagle and the Xenon and having been trained on a single seat Dominator he also understands the process for conversion very well.

Those of you familiar with the school machine ZK-KIW need to hit the delete button in your memories.   This machine has changed registration and now flies as ZK-MOR,  it is now owned by Mike O’Rourke although it will still remain in our training fleet.  KIW is reserved for future glory!

Anybody interested in a Calidus should not delay as we expect to have some wait for the next machines to arrive.  We have some significant interest and could be placing an order for resupply very shortly, however it makes sense to order more than one at a time.

Looking ahead we are preparing for the fly-in at Raglan next weekend and hoping for some good flying conditions.  There is a tentative booking for 20 on Saturday night at the local hotel where they offer a wide choice from simple Burgers to Fancy Food.  See you there?

http://www.worldflight.tv/Australia-NewZealand.html

http://www.youtube.com/watch?v=j80rNvCGyCg

http://www.youtube.com/watch?v=_qtGHa30tfs

http://nzcivair.blogspot.com/2010/03/safari-at-rangiora.html

http://flyinggeek.blogspot.com/2010/03/wellington-aero-club-open-day-2010-7.html

Taken on the day we checked out Otmar, Melanie and Andreas for the conversion of their German Licences to New Zealand Microlight Certificates. Waihi Beach offers special facilities and sunshine!  With no time to introduce them to the ways of Kiwi flight our briefing involves a huge emphasis on maintaining formation and  following the guy ahead.

Onward and upward we start clocking the hours in, a total of around 45 flying hours from start to finish, about 30% more than the fixed wing contestants due to speed and range issues.

Refreshment is earned and appreciated.

The Safari neck tags show the meals and facilities that were pre-paid for each contestant, they also help to remind you who you are after a very heavy day!  All this took a huge amount of organising which became more and more apparent as the trip progressed.

Elton Haakma accompanied Hub Hall in MTO with both parties benefiting from the experience.  Elton soon traded shorts for thermal long johns as we headed South and the  temperature dropped with latitude and altitude.

Hub was benefiting from a full face visor and noise limiting helmet which makes for a really comfortable flight and crystal clear communications.  He also had the latest portable GPS from Garmin with a touch screen that offers both car and aircraft facilities.  I think he had worked out which mode he was in by the time we got back!

The Stuetz family are both pilots and camera persons, they were intent to demonstrate their skills in both arenas and not only did they expand their flying experience but provided us with a picture record of each leg which is most appreciated.  On an off day we were shown their DVD from the gyro flying that they did in Africa, outstanding.  They say the New Zealand material is just as good so we are certainly anxious to see the results.

Melanie is gregarious and a great ambassador for the gyro community.

The first night at Ardmore required the teams to find their own accommodation and we stumbled upon some real treasures.  Up in the hills near the well known ‘Waterworks’ reporting point is a rural retreat with great views.  Thanks to Steve Holmes for the transport!  We enjoyed a great team BBQ which set us up for day one.

Otmar was flying the Calidus which meant he was always ready first as such details as warm boots and coveralls were not included in his personal wardrobe.

Most of the time his patience held as we all piled on layer after layer including lifejacket PLB and map holder.

I really enjoy flying the Eagle and one up I was able to carry a large holdall with kit for the team, only occasionally did I relish the heater and map folding facility of Calidus.

Patience was a virtue all round, here the team wait while I take the CFI of gliding at Omarama for his first flight in the safest design of flying machine known to man.   Much to his surprise he was well impressed!   This also had the benefit of getting our landing fees paid.  We revisited Omarama on our return route from Queenstown and were very grateful not only for their fuel but also the welcome we received.

There was a prize for the best team uniform and our token caps were left unnoticed alongside the more flamboyant ‘Blues Brothers’ and the flowing robes of Arabia which somehow got into small cockpits without fouling the controls.

In the variety of weather conditions encountered I think we were the more practical and of course publicised the gyro logo, this also got well displayed in most of the club rooms we visited in the form of bumper stickers!

On our rest day at Marsterton we were invited to fly to Wellington for the club anniversary, Sue took the opportunity to enjoy the back-seat of the Calidus and reported it to be quite stable compared to the Eagles that fought through the 35knot Wellington winds.  Certainly the camera evidence supports this view.

Although my recall is of wind and cloud the evidence would point to generally fine conditions and a lot of photography took place both in the air and on the ground.  All credit to Andreas and Melanie for thinking camera while we were intent on aviation issues and organising the next cold beer.

These two are travelling the world with only the kit that they can carry, which includes several cameras, one a large high definition unit with multiple accessories, they have reduced personal items to an absolute minimum yet seem to have adequate atire for every occasion, there must be a lesson for us all in their suitcase.

Along with most other pilots on the Safari we had to return by coach to Invercargill to retrieve our five machines and position them to Queenstown to attend the final celebrations and prize giving at the Millenium Hotel.

A resistance to early starts had spread throughout the 160 participants and so reluctantly the organisers allowed a one hour respite and wheels rolled sometime after eight; by the time mid-morning arrived we could see a respectable cloudbase above the Invercargill airfield.  With the poor weather passing through,  some teams chose to head further South to Stewart Island while we took a conservative option North, via the deep river valley, to Alexandria, Cromwell and over the ‘Roaring Meg’ pass to Queenstown.   Despite rumours that microlights were banned from landing the clearances and help that we received from the air traffic controllers was superb, we felt welcomed and privileged to be there.

This same attitude prevailed throughout the final dinner; at every  opportunity the organisers expressed their satisfaction and indeed pleasure at having us take part while openly admitting to some scepticism beforehand.

All credit to the aircraft and the pilots who overcame some foul conditions to shine and gain respect from every quarter.

Onward and upward the team departed Queenstown Airport as professionally as they arrived.  In neat formation past Bungy Bridge, holding low to avoid turbulence until rising ground and increasing air movement indicated the need for greater terrain clearances.  The routing passed adjacent to the Airshow at Wanaka but with gathering dark clouds threatening rain we were glad to be leaving early.  On through the Lindus Pass to Omarama for a quick fuel stop and then over familiar ground direct to Rangiora where the conditions were warm and fine.  I had in mind that we should try to make North Island before dark as there was a front forecast to be troublesome the next day however when asked if we would like to see a new gyro that had just started to fly we couldn’t resist.

Well here was another homebuilt single seat machine with a large Subaru engine and a large pilot.  Having some 200 hours on fixed wing aircraft and five hours on gyros the statistics were not favourable for ongoing success but we watched a perfectly acceptable circuit before heading on to Omaka airfield at Blenheim.  Some twenty miles out we hit the headwind from hell and yet another battle against turbulence began.  The airfield was reporting a 30knot North-westerly on the ground and although the skies were clear it was clearly unwise to push on further with the evening closing in.   With the benefit of daylight saving clock adjustment we planned on a first light departure which materialised in perfect calm.  Cook’s Straight was millpond still and the Sounds shimmered in the morning sun, superb.  Wellington radar monitored our progress and as we left them we could see that there was low cloud and rain on track.  A quick adjustment and we were on the ground refuelling at Paraparumu before any movements had occurred.  A met review showed our best chance of progress was over the hills towards Masterton and then North – which we did without delay.  Persevering through some challenging shower cloud we found that beyond Dannevirke the skies cleared and Hastings welcomed us around 11.00am in glorious warm sunshine.  Clearly we had left the frontal weather behind us and we were intent on it not catching us up.  A direct track to Tauranga, via the Napier to Taupo road, is less than two hours and so we were soon celebrating a successful conclusion with a hearty brunch at the Classic Flyers Cafe.  A text from Otmar showed him to be in Munich much the same time!