December 2007 Edition - Caboolture Gliding Club

December 2007/January 2008
SEASON’S GREETINGS
BUMPER SUMMER EDITION
New Tug Pilot joins the crew
In the best tradition of newspaper publishing this
second edition of the new look Lookout is packed
with reading to keep you informed and entertained
over the Christmas/New Year break. News, views
and – most important of all – advice on keeping your
summer flying safe. If you read only one article,
please make it Dr Ken Wishaw’s Slip Slop Slap
starting on this page.
Emma John
Our youngest solo pilot
Congratulations Emma John. She has to be one of
CGC’s youngest solo pilots if not the youngest ever
because she had to wait for her 15th birthday before
she could take to the air alone. This she did, with
proud dad Peter flying the tug, on Monday 10
December. They later flew together to give the
Channel 9 chopper crew some great air-to-air shots of
GBJ for the story that went to air that night.
With a local newspaper story as well, Emma’s big
day has generated extraordinary publicity for our
sport and our club. A double reason for us all to
celebrate!
Another young pilot making
big news around YCAB is
Will Dyer. He completed his
endorsement training with
Tony Sorensen just one day
before Emma’s solo to
officially join the elite group
of CGC Tuggies – and
celebrated by flying most of
the 15 launches that day.
Will is no stranger to flying around Caboolture. Apart
from his flights in club gliders when he made his
conversion from powered flight over the past year, he
is also regularly seen and heard in command of the
meat bomber. Welcome, Will, from all of us.
Slip, slop, slap, slide, seek,
slurp, and swallow
Steps to make you safe to fly in Summer.
Gliding days are long and hot. This can not only be
irksome to your partner when you arrive home too
tired to cook the dinner or party on into the night, it is
a basic safety matter that we need to consider in our
preparation to go gliding and when at the field.
Before dealing specifically with the above, your
safety and the safety of others and even the club’s
reputation relies on you being honest about whether
you are safe to undertake a flight. This is a
fundamental part of our ongoing risk assessment and
management program.
I’M SAFE has been an acronym that has been around
for years in the aviation field.
I
From youngest pilot to no-so-young gliders. Bert
Persson’s beautifully restored K7 joins Speedy’s K6
and GBJ on the Caboolture flight line.
Illness. Do you have an illness that precludes
you from flying? Are you being honest with
yourself? Have you really fully recovered? If you
have a respiratory tract infection do your
colleagues a favour and stay at home!
M Medication. Are you suffering the effects of
prescription or recreational drugs?
S Stress. Are you under undue stress from work,
family, or people at the field that will impair your
ability to focus on safe flying?
A Alcohol. Have you had a sufficient gap between
bottle and throttle? Are you hung-over.?
F Fatigue. Are you well rested? Did you get a
good night’s sleep last night?
E Environment. Are you finding the environment
of the day degrading on your ability to fly safely
or to help others do the same? These may be both
physical and mental.
If you answer yes to any of the above consider
carefully whether it would be better to stay on the
ground – or stay at home!
Let’s look at that last one as it relates to summer
flying. The hot humid environment for hours on end
severely degrades our performance. Here are some
things you can do to minimise this.
Slip on some sun protective clothing. It’s hard
to fly when you are sunburnt. There are loads of
sun protective clothes available through the club.
Good alternative sources for cheap effective hard
wearing sun protective clothes are fishing shops.
Slop on some sunscreen. SPF 30+. Do it again
every few hours. Do NOT put it on your forehead.
This can run into your eyes without warning and
blind you instantly. That’s why you wear a hat.
Do not use white zinc on your face, it reflects into
you eyes and can, over long term, increase eye
damage. Use either tan zinc or “Invisible Zinc”
available in most department stores. Always have
a lip balm in your pocket and put it on hourly.
Slap on a hat. The typical gliding hat was not
chosen just to make us look dorky. It is the most
functional design for our sport. Wider brimmed
hats make it impossible to see above the aircraft
and for the instructor in the back to see where you
are going! Baseball caps also limit our visibility
above the aircraft severely, while leaving our ears
and back of the neck to fry in the sun. To my
mind if you are not wearing a hat all day you are
not fit to fly.
Slide on some sunglasses. Our eyes really cop a
pasting on a good gliding day. Gritty eyes at the
end of the day have nothing to do with the dusty
environment and everything to do with
inadequate eye protection. Gritty eyes results
from sunlight from the sides focussing through
the clear part of the eye and burning the inner part
of the eye. Left to happen for years and you will
form a small tumour called a pterygium (tearridge-ee-um) that requires painful surgical
removal and can permanently damage your
vision. The answer is good wraparound
sunglasses. Leave your aviator glasses to impress
the girls at the pub! If you wear prescription
glasses the sunwraps from Borgelt instruments in
Toowoomba are hard to beat. They not only
protect your eyes, they also enhance contrast to
help see other aircraft.
Seek shade. Take every opportunity to be in the
shade. Anytime you can see blue sky you are
being exposed to UV radiation. I make a living
out of treating skin cancer. Do not become part of
my retirement plan!
Slurp some fluids frequently. Water is simply
dangerous. You need to replace electrolytes as
well. Proprietary sports drinks in adequate
volume (several litres on a hot day) are essential
and make a world of difference to how you feel at
the end of the day. Buy a tub of powder next time
you are at the supermarket. Visit my article on the
CGC web site for more details on this matter.
Swallow some food regularly. Don’t forget to
eat. Avoid just lollies as they will have your
blood sugar yo-yoing all over the place which
will severely impair your ability to fly safely. Go
for lower GI foods that are absorbed more
gradually (sandwiches, nuts, biscuits, protein and
some fruit.)
Plan for all of these things before your day, and you
will not only be a safer flyer you will be a better lover
that night too!
Dr Ken Wishaw
GFA Technical Officer – Operations Kevin
Olerhead shows slides of a glider crash at the
Boonah safety seminar.
GFA Safety Seminar
A sharp lookout, safe speed near the ground and
holding off for a low energy landing – the mantras of
our club’s constant in-house safety message were also
the major themes of the GFA Safety Seminar, held at
Boonah on Saturday 17 November.
Ten CGC members were among the large group of
pilots from SE Queensland and northern NSW who
attended the day hosted by Kevin Olerhead, GFA
Chief Technical Officer – Operations.
Kevin’s talks and PowerPoint shows included graphic
details of a recent mid-air collision to convincingly
show that the greatest danger of collision between
two gliders is when both pilots are well aware of the
presence of other aircraft in their area.
This includes competition gaggles, of course, but also
general flying where other gliders are present, while
the highest risk of collision between gliders and
powered aircraft is in the vicinity of an airfield.
Since both situations describe local Caboolture
soaring perfectly, the message for CGC pilots is
clear!
Kevin’s video footage of an IS-28 landing gone
horribly wrong was also a great object lesson on
establishing a stabilised approach for a proper flare
and hold off. All in all, a day that gave every pilot
present plenty to think about.
President’s Report
Welcome to this edition of
Lookout, I hope all is well in
your world.
Your committee has been
working steadily to consolidate
the new executive and provide
new direction for the club. We
are currently developing a new
business plan and you will be
contacted personally in the near future to participate
in a short survey to assist this endeavour. Please take
the time to think about your requirements, and give a
little of your time for this survey. Members make a
club, it is your club, and the committee needs your
input to enable appropriate decisions to be made.
On an operational front, flying hours are well down at
present. This is partially due to recent inclement
weather, (a bit odd really, in the middle of a drought
and all), but numbers at the field on flying days have
also been down. With increased costs emerging at
the field, it is important that we all make the effort to
fly as often as is practical. It is also vital that we keep
our accounts in credit or pay as you go for flights.
The club is not in a position to carry member’s debt,
and we are certainly not a bank. The up side of the
present situation is that there is less waiting time, due
to the availability of gliders at present.
On a final note please ensure that the office, hangar
and toilets are kept clean. The landlord has recently
advised that we are responsible for the toilet nearest
to the hangar. Lindsay has provided some cleaning
equipment for the Sunday crew to utilize as part of
the daily routine on that day. Remember, if you leave
rubbish lying around, a volunteer is required to pick
up after you, we don’t employ cleaners.
Safe flying, see you in the air.
Steve Bowtell.
Committee goings on
Over the last few weeks the
club committee has held two
meetings and numerous
internet and on field
discussions regarding club
direction and business
strategy. We have been ably
assisted by other club
members, especially Chris
Newton, Garrett Russell and
Phil Behnke. Overall we
CGC members enjoy a break at the seminar.
have decided to have a good hard look at ourselves
and work on how to secure and grow the club while
having more fun.
Highlights
Over the next 2 months we will be formulating a
questionnaire for all club members to gather as much
information about what members want. This will be
posted on the web site to be filled in. We will also be
keen to talk to as many members as possible about
their thoughts on the club.
We are revamping our AEF advertising and hope to
reverse the slump in AEF numbers which are a major
source of income for the club. Chris and Garrett have
done some fantastic work on new ads etc. We are
mindful that we do not want to go back to the days
when there were so many AEF’s that club flying
suffered.
Duty pilots
This role in the club is vital to efficient flying. It is
not the most popular role in the club but without it,
organization of the day becomes very difficult. This
is particularly so when there are a number of AEF’s
as well as club flying (and we need both to run
smoothly if the club is to continue successfully).
The duty pilot is entitled to a flight at tow only rates
at a time that suits him and the instructors. It is not
restricted to a hangar flight at the end of the day, it
may be a either an instructional training flight or a
solo soaring flight, whatever he wants. If the rest of
us ensure it happens, then maybe we can revive more
enthusiasm in the role of duty pilot.
New Audio Variometers
Brian Wade and I have agreed to loan money to the
club to put “state of the art” audio variometers in all
three Blaniks. Hopefully this will occur by the end of
the year. We are keen to see Blanik flyers have as
much opportunity for good thermalling flights as the
more advanced aircraft flyers, and also keen to work
on post solo coaching of all members.
Pie cart.
The poor pie cart has seen better days. Please keep it
as neat as possible. If anyone has any idea how we
can replace it at minimal or no cost to the club please
let the committee know.
Remember committee members are there to make
your club work and to help us all have as much fun as
possible. Let us know how we can help make this
happen!
Happy flying
Ken Wishaw
Blanik Varios on the way
The audio variometers Ken mentions above have now
been ordered for all three Blaniks and will be
installed as soon after delivery as possible.
Members wishing to prepare for some super Blanik
thermalling performance can get a sneak preview at
http://www.users.bigpond.com/dweston/ILEC/Produc
ts/SC7.html and read the manuals at http://www.ilecgmbh.com/manuals/sc7.pdf.
Could people please do their duty pilot duties.
It is up to the rest of us to respect the role of duty
pilot and make their day as pleasant as possible. Help
them with retrieving vehicles, ferrying passengers,
and setting up the pie cart.
If duty pilots can use the daily preference sheet to
record what people want to do, then we will all have
a better day and the duty pilot and instructors are
more able to see everyone gets a fair go.
Club radio
The pie cart radio has been has had a major overhaul,
and now has a functioning external speaker. This is
primarily so we can hear gliders turning downwind
and have a vehicle manned and ready to assist with
the ground retrieve BEFORE it lands. This will
increase aircraft availability and help us all to spend
more time in the air. Please listen to it and help make
this work.
Not a preview of the new Blanik varios – but a relic
from Bert Persson’s collection!
From The CFI's Desk
Caboolture is becoming
an increasingly busy
airfield and there is
nothing more frustrating
for power pilots than
having to “go around”,
or delay a departure,
because the runway is
obstructed by one or
more gliders waiting to
be towed/pushed clear. In a worst case scenario, a
partly blocked runway can be a contributing factor in
an accident and so we have a very clear responsibility
to minimise such obstruction.
vertical spread, but the ultimate aim is always safety
first and "see and be seen".
Entering and Leaving
•
The first glider in a thermal sets the direction
of turn.
•
Do not do pull-ups into an occupied thermal,
nor dive abruptly on leaving one.
Joining
•
Joining must be done in a manner that will not
require a pilot in the thermal to have to take
evasive action.
•
There are many techniques that can be used.
One is to initially join the gaggle in the same
direction and speed, but well outside and then,
once a space becomes available, slot into it by
merging on the tail of the glider which will be
immediately in front of you. If this is done
correctly, the front glider will be sufficiently
progressed around the turn once you have
joined to be able to see you slightly adjacent
to them.! Of course you must be absolutely
certain that you will not be blocking any other
glider at the same height.
KEEP OUR RUNWAYS CLEAR FOR OTHERS
•
All things being equal, do not land on the
main runways – leave these for the power
types. Where this is your intention, and
particularly when you are aware of another
aircraft in circuit for the same runway, it is
appropriate to state “06 grass left” etc in your
radio call.
•
If landing on the main runway is necessary,
then use the momentum of the landing roll to
clear the runway area by gently veering to the
nearest side. In so doing, however, never rely
on a working wheel brake to prevent a
collision and always veer toward a clear area.
While such action is against currently
published GFA policy, the matter has been
discussed at an appropriate level and has been
endorsed.
•
If the glider comes to rest in a position which
even partly obstructs a runway, the pilot must
immediately push it clear – irrespective of the
apparent absence of other traffic.
SAFETY IN GAGGLES
It is inescapable that if a number of gliders are
sharing a thermal (i.e. “gaggle flying”), then the risk
of a mid air collision will be ever present. It
therefore follows that, in a gaggle your absolute top
priority must be safety and not performance. Those
who seek to out climb others in the same gaggle are a
menace to themselves and their fellow pilots. Those
who adopt this course of action by aggressively
barging their way in and through will, at best,
probably wear a “bunch of fives” when back on the
ground and, at worst, will kill someone.
The application of the following fundamentals will
vary depending on the size of the gaggle and the
When in a Gaggle
•
Ensure the nose of the following glider!always
points!behind the tail of a leading glider.!
Never allow!the following glider to point at,
or ahead of, a leading glider.!
•
It must be accepted that sharing a thermal will
usually result in a reduced rate of climb for all
concerned.
•
Centring the thermal in a gaggle is something
you do only very gently if at all.
Lookout
•
A very good look out is absolutely essential allied to the overriding assumption that the
other person has not seen you.
•
You cannot afford to have your head in 'the
office” at all. This means that a really good
audio vario is necessary, and that it be used as
the primary aid to assess rate of climb.
For a more detailed discussion of this important
aspect of gliding, go to the Members section of the
CGC website and select “READ ME NOW” then
“Joining Thermals”.
As a reminder, entry details for the Members section:
Username: glidingcaboolture
Password: nimbus
Finally, never forget that the two things that have
the greatest potential for killing you in a glider are
failing to maintain a good lookout at all times and
failing to maintain a safe speed near the ground.
Brian Wade
CFI
From the Tug Master
Tug Master Tony was
overseas when the call
for articles for this
issue went out. The
fact that he is back
home as this comes
out is entirely the fault
of the editor and
nothing to do with
Tony – whose special European report follows:
Just back in London after a non stop drive around
Ireland over the past couple of weeks. Now flat out
spending countless pounds day and night here and
will not get a chance to do an article for the next issue
of Lookout, as my future Daughter-in-law wants to
pack up her laptop now to catch the plane this
evening to Sydney on business. Maybe Steve can
give you something. I will make up fot it in the next
issue.
People think London is expensive, but the Republic
of Ireland, with its new found economic strength, has
now joined the top rip-off countries in the World.
Tugmaster
Tony Sorensen
Airworthiness
Every pilot is responsible for
the airworthiness of our
aircraft not just Bert, Speedy,
Eric, Vince, Leon and myself
who do the actual work on
the aircraft. I say this because
of my concerns on several
fronts.
First is the general
cleanliness of the aircraft. In
the morning the canopies are cleaned but that is only
the part you see out of. Too often there is dust, bugs
and mud, when it rains, on the wings and fuselage
that isn’t washed off. Ideally this should be done at
the end of the days flying. Splattered bugs corrode
the aircraft skin. Mud also does and has the potential
to restrict the undercarriage movement. If it is
cleaned at the end of the day it’s a lot easier than the
next morning and reduces possible future concerns.
So much for the outside. The inside is neglected
more. Most days the Blaniks are pushed out and are
too far from the hanger to vacuum. Vacuum them
every day before they are rolled out. A hint, when
you vacuum look very carefully at what you are
vacuuming up. Use a torch to help. Loose screws,
nuts etc could mean trouble later. Dirt and grass have
the potential to get into control linkages and cause
excessive wear or worse failure. If you don’t believe
how much gets in a cockpit next time we have an
aircraft apart have a look before we remove the kilo
or so of mud, dirt, grass leaves that should be
vacuumed out at the daily inspection time.
There is another bad habit I’ve seen a couple of times
lately and I’ve spoken to those concerned. It’s
retrieving aircraft with passengers in the cockpit
holding the canopy open. This is a no no. The
aircraft should be retrieved with the canopy closed
and latched. This is due to the additional strain on the
canopy hinges when the aircraft bounces as it is
moved. By closing and latching the canopy there is
no movement in the hinge so no adverse strain.
Remember to treat our aircraft well. Our lives depend
on them.
Lindsay Mitchell
Member Lookout
In the last edition we
introduced a new series of
brief member profiles with
some facts you may not have
known about President Steve
Bowtell. Now it’s the turn of
the rank and file.
Introducing relatively new
member – and new
Queenslander – Mike Brunt.
How long have you been flying and where did you
start?
Started in May, 2005 at Benalla, Victoria. Put it on
"hold" to shift to Queensland.
Re-start at Caboolture in April, 2006.
What types of aircraft have you flown?
Blanik, IS28 & 30, Twin Astir (off daily checks).
Nanchang & Piper Cub with Steve C.
Grob 109B with Hans O.
What brought you to flying Gliders?
The Saga of VH-GYK
A stuff-up. Attempted to resume h/gliding after a 10
year break. Took wrong turn. Ended up at Benalla.
By the time I worked out how much more difficult it
was, I had gone too far, so I just kept going (think
"Forrest Gump").!
The story of how our new Blanik came from Forbes
to Caboolture is quite an adventure. Here it is from
the adventurer himself, Lindsay Mitchell.
How long in Club? 1
7 Months at Caboolture
How many Hours?
25 hr solo.
What is it that caught your attention most about
gliding?
No emergency procedures for engine failure.
Favourite Moment?
Backchatting Hans O.
Best Achievement?
Coping with Hans O's backchat.
Goals This Season:
At least one of: C certificate; solo in Club Libelle;
solo in Grob 109B.
What are you reading at the moment?
GFA BGK + Edgar Allen Poe.
0700 November last year saw Bert Persson and I
taking off in his Wittman VH-WAT from YCAB
bound for Forbes in Southern NSW. We were going
to check out a Blanik for sale by the Forbes Aero &
Soaring Club. Our track was West of Warwick over
Texas, Coonabarabran to Narromine then a turn
South to Forbes. 8-10Kt thermals and not a glider in
sight over Narromine made us wonder where they
were. 5 hrs 30 min flying time we were on the
ground at Forbes.
They no longer soar at Forbes preferring to fly noisy
smelly aircraft. The Blanik had been damaged when a
beam fell from the hanger onto the right wing but we
had a good idea of the damage having seen photos.
What we really wanted to see was its general
condition and check its log book history. It needed a
fair bit of TLC but we could see if CGC could
purchase it for a reasonable price it would be a useful
addition to the fleet. Having satisfied ourselves we
flew back to Narromine to refuel and spend the night.
An early start the next morning aided by a 20Kt tail
wind saw us land at YCAB at 1130 Sunday.
Favourite Food!
Seafood.
Favourite Red Wine or Drink?
Beer only, thanks.
Favourite Ship
Grob (Twin Astir & 109B).
Most enjoyable aspect of Gliding?
The people you meet at CGC, Air- tows and
thermalling (when I can get it!).
New advertising campaign
It took a couple of months but we finally settled on a
price, $4,750, so the next task was to collect VHGYK. There were several false starts till 0600
Saturday 25th August saw my partner Harriette and I
heading south. I had collected the trailer from
Caboolture the day before in pouring rain but the
forecast for central western NSW was fine. The last
thing we needed when towing a glider in an open
trailer was rain. Bob Hainsworth and Barry
McCarthy had checked the trailer wheel bearings and
lights but I still had a flat tyre that had to be replaced
before we left Brisbane.
I should have realised when I got out of the Jeep in
Warwick for our first pit stop that it would be a
different sort of trip. It was quite cool but I had left
my coat at home. That’s OK I’ve got a long sleeved
sweat shirt for tonight, Wrong. All my clothes apart
from jocks and socks are at home hanging in the
hallway waiting to be put in the car. Definitely keep
my arms down as the last thing I wanted to do was let
Harriette near any shops even outback NSW ones.
Apart from that we had an uneventful drive to Dubbo.
950km in the day. We had dinner that night at the
Dubbo RSL. It is quite obviously the social centre of
Dubbo but reminded me of a Chinese eating hall with
huge meals in a big plain room with no atmosphere
apart from 2 blokes on stage trying hard to imitate
Tom Jones but not succeeding.
afternoon. Everything was going fine till about 8km
from Warwick when Harriette said ‘what’s that’
pointing to the middle of the road in front of us. I
replied ‘a wheel’. Better still it was a trailer wheel as
in a glider trailer wheel.
The wheel neatly rolled down a hill, over a bridge,
bounced over the table drain through a 5 strand barbwire fence and about 150m into a paddock. Luckily I
was able to stop reasonably close to where I thought
it was and was able to find the runaway.
Sunday morning we moved early for the 2 hour drive
to Forbes. They had the glider out and ready to put
on our trailer. Many hands make light work and we
were soon loaded and ready to head for Caboolture
except they could not find the log book. After much
searching and phone calls it was located at a members
place about 40km away. Post it to me was the
decision and we hit the road. We decided to call in to
have a quick look at the radio telescope at Parkes.
Now this was a problem. The suspension swing arm
had actually sheared off so there was no way I could
repair it. Several phone calls to Stuart Addinall, the
maintenance course co-ordinator, and we decided to
limp the trailer on three wheels to Massie field and
secure it as best we could. 20km of very slow
travelling through Warwick and we made it to Massie
Field. We secured it between the hangers and headed
for home. Total trip was 2,200km.
I thoroughly recommend anyone travelling the
Newell Highway to take the time and visit the display
at this historical telescope. I did buy a shirt there so I
could lift my arms again without suffocating Harriette
and we also had an excellent lunch. Harriette
attacked the souvenir shop so at least she couldn’t say
she didn’t do any shopping. For those who aren’t
familiar the Parks radio-telescope is a vital link in
space communication with the Space-station, the
Hubble telescope and in the past the Moon landings.
Coonabarabran became our destination for the day.
We could have pushed on to Narrabri but I did not
want to be in the Pilliger Scrub at dusk with the big
grey kangaroos hopping around. A 450km day.
0600 Monday and we were on the road again. I
originally intended to leave the aircraft at Massie
Field Warwick as a training aid for the Maintenance
course being conducted there in September. This plan
was thwarted when I was not going to be able to get
access to a hanger so I was going to take the aircraft
to my place. I intended to be home by 2.30 that
Vince Everett was on the Maintenance Course so I
asked him to see what could be done with the trailer.
Vince removed the suspension torque block and
brought it and the swing arm home with him after the
course. He welded it hoping it would hold and he
and I went back to Warwick the next week. We did
choose a good day as the Cadets had a week course
on and the Wednesday we were there the Army flew
a new Tiger Armed Reconnaissance helicopter over
to give them something to aspire too. The handling
demonstration it put on was amazing considering
helicopters theoretically shouldn’t fly and only do so
because they beat the air into submission. I’ll be in
trouble with my daughter saying that as she flies
Blackhawk and Kiowa helicopters with the Army.
Vince and I set off for my place but were barely
20km on the Cunningham Highway when I noticed a
lot of black smoke from the right side of the trailer.
The Cunningham Highway is a reasonable road but
does carry a lot of B-double transports and has rather
narrow shoulders so there is little room to safely pull
over. I managed to find a safe area to pull off. Safe
in that engineer Vince was not on the bitumen as he
inspected the suspension only to find his welding had
caused the swing arm to fracture and move enough
for the tyre to rub on the trailer body hence all the
black smoke. Our main concern was the draft from
the transports would cause the trailer to fall off the
jack.
The trailer became a three wheeler again and we
carefully and slowly once again headed for Brisbane.
It is incredible how many bumps there are on the road
when you try to miss them. We were carefully
edging our way down Cunningham’s Gap when we
looked at each other as we heard a very unusual
squeak. We were travelling with the car windows
down but this noise was very unusual. I carefully
pulled over again but the squeaking continued. How
could it when we were stationery. Quite simple. It
wasn’t us at all but Bell Birds calling in the scrub.
We were getting a bit paranoid about getting this rig
to Caboolture. We continued on mindful of the
additional stress put on the other wheels and hoping
they would not fail and put us in a very awkward
situation. Something not to think about, ‘a trailer
with a glider on it stuck on the side of the highway
miles from any-where’. We didn’t think about it and
made it to my place.
Vince again removed the suspension arm so he could
again weld it so I could at least get the trailer to
Caboolture. The next Saturday he refitted the
assembly and I set off for Caboolture via the
Gateway. Surely a steady drive on the reasonably
smooth motorway wouldn’t cause any problems.
Wrong again. Just past the M1 – Gateway merge
there was more black smoke emitting from the trailer
side. The suspension again had failed but this time
the tyre also blew. Once again back to three wheels
and a steady drive and finally Blanik VH-GYK
arrived at its new home.
GYK finally arrives in CGC
hangar
The saga came to its conclusion when Blanik GYK
finally made its way out of Kevin Rodda’s hangar
and across the taxiway to the club hangar.
The Friday crew put in a strenuous effort to move the
old Blanik fuselage from its long term resting place
along the western wall, prepare a clear space for the
landlord to carry out work related to the building next
door and set GYK up in its new home.
And all this took place while Lindsay worked on
maintenance of CQC’s hoteliers.
GYK in place and CQC’s hoteliers checked and
cleared for operations – the Friday crew take a
break from a morning of heavy work.
Caboolture Gliding Club Inc
Hangar 105 Caboolture Airfield
Post Office Box 920 Caboolture QLD 4510
www.glidingcaboolture.org.au
Fax
07 5499 2022
Office
0418 713 903 (Lindsay Mitchell)
Pie Cart
0418 713 083
COMMITTEE
President
V President
Treasurer
Secretary
Member
Member
CFI
Tugmaster
LOOKOUT
Editor
Steve Bowtell
Barry McCarthy
John Sharman
Lindsay Mitchell
Bob Hainsworth
Ken Wishaw
Brian Wade
Tony Sorensen
0404 012 793
0428 538 711
0408 721 160
0418 157 588
07 3851 1540
0412 947 429
0432 724 040
07 3869 3036
Garrett Russell
0412 374 477
[email protected]
DUTY ROSTER 8 DECEMBER – 3 FEBRUARY 2008
Date
Day
Friday Crew
N
-
Duty Inst.
Clayton, Turner,
Sorensen, Wishaw.
Inst.
-
AEI
Mitchell L.,
McCarthy.
Tug
Bowtell
Sorensen.
8/12/07
Sat.
2
Stephenson
x
Everett
Chapman
DP
Hainsworth, Hoch,
Hutton, Manning,
Smith.
Dunn
9/12/07
Sun.
2
John
x
Reiter
Bowtell
Burgess
15/12/07 Sat.
3
Clayton
x
Harford
Esler
Colley
16/12/07 Sun.
3
Behnke P.
x
Muspratt
Sorensen
Blake
22/12/07 Sat.
4
Clayton
x
Moran
Donald N.
Borowski
23/12/07 Sun.
4
Oerlemans
x
Thompson
Bowtell
Fardell
29/12/07 Sat.
5
Clayton
x
Everett
Ashford
Ruaux
30/12/07 Sun.
5
John
x
Mitchell
Grady
Moloney
5/01/08
Sat.
1
Stephenson
x
Harford
Chapman
Brunt
6/01/08
Sun.
1
Oerlemans
x
Thompson
Sorensen
Fardell
12/01/08 Sat.
2
Houghton
x
Muspratt
Esler
Wilkinson
13/01/08 Sun.
2
Clayton
x
Reiter
Grady
Jordan
19/01/08 Sat.
3
Stephenson
x
Moran
Donald N.
Charrington
20/01/08 Sun.
3
Oerlemans
x
Mitchell
Sorensen
Manietta
26/01/08 Sat.
4
Houghton
x
Everett
Ashford
Wooler
27/01/08 Sun.
4
Clayton
x
Thompson
Grady
Fardell
2/02/08
Sat.
1
Clayton
x
Muspratt
Chapman
Gonsalves
3/02/08
Sun.
1
John
x
Mitchell
?Dyer
Higgs
*
Ashford, Clayton,
Perkins, Sim,
Sorensen, Wishaw.
.
Mitchell L.,
Reiter,
McCarthy,
Newton.
Grady,
Sorensen
Russell
Reserves *
Please advise agreed changes to [email protected]
Changes to roster are in blue
Duty Crew to be at the hangar at 0730. Briefing 0800. First Member flight 0830