When
flying was for birds and dare-devils, and when pilots flew while birds were
grounded
The second in a series that will lead to publication
of the book Wings Over Waharoa in
this 60th year of the Piako Gliding Club.
The Piako
Gliding Club’s first glider, Rhonlerche II ZK-GBO was damaged in an accident in
July 1958. It collided with the tow plane, Tiger Moth ZK-AQA. A new wing needed
to be imported from Germany. But there was a problem.
At the
end of 1957 there had been a change of government, the new government faced a
balance of payments crisis and Finance Minister Arnold Nordmeyer issued his
famous Black Budget, which, among other measures, placed severe restrictions on
imports. For a time, it was feared that the club might not survive without a
flyable glider. Meanwhile, members kept the revenue flowing with private
flights in the otherwise unemployed tow plane until an import licence was
finally granted and gliding started again on February 21, 1959.
In those
early times everyone was on a learning curve, and with little regulation,
incidents and accidents were common.
The club’s
two machines, ZK-GBO and tow plane ZK-AQA were involved in a comedy of errors
at Tahuroa, near Morrinsville, on April 7, 1960, that could have seen both
aircraft damaged beyond repair. AQA, flown by Peter Blakeborough, had towed
GBO, flown by Tony Littlejohn, to Hamilton for maintenance. On the return
flight, noticing that AQA had suddenly found extra airspeed, Peter looked over
his shoulder in time to see GBO (the Little
Stinker) heading for a steep topdressing strip. Tony had inexplicable
released the tow. He made a good landing on the strip, stopping half-way up
with room for AQA to pass to one side. Peter landed and taxied to the level
loading area at the top and together they hauled GBO to the top of the strip
ready for take-off. After a council of war, a phone call to Les Marshall, who
lived in Morrinsville, brought him to the strip to fly AQA so that Peter could
fly GBO with Tony as passenger. A strategy was devised whereby the Tiger Moth,
famous for not having brakes, would idle slowly off the edge of the loading
area, taking up the slack as it proceeded downhill. But this was a serious
miscalculation. The strip was steep enough for the Tiger to get airborne
without the propeller doing anything. It was thought that when the slack was
taken up, the two aircraft would take-off normally. That was the plan. But it
didn’t quite work out that way. Immediately the tug was clear of the level
loading area, it quickly gathered momentum, the rope tightened equally quickly,
and in less than its own length, GBO was catapulted into space, immediately catching
up with the tug. Les continued his downhill take-off while Peter, already
airborne, used spoilers to stay in position and thereby avoided towing the tug.
The two aircraft then returned to Waharoa without further incident.
Two days later
April 9, 1960, GBO was involved another adventure that was possibly a first for
Piako, and possibly a first for any New Zealand gliding club. At an air pageant
at Whakatane three gliders performed formation aerobatics, including loops and
stall turns followed by a maximum speed downwind run before landing from a 180
degree turn. That was not easy for two Rhonlerches formating with a faster Slingsby
Skylark II. The aircraft were Skylark ZK-GBM from the Auckland Gliding Club,
ZK-GBO (Peter Blakeborough) and Rhonlerche ZK-GBQ (M. Kirk) from the Tauranga
Gliding Club. The pageant was to mark the opening of Whakatane Airport. (Some of this information may be in need of correction)
The
Rhonlerche was a trainer with limited soaring capabilities. It could handle
thermals that were close to the home base at Waharoa and it could make a
downwind return to the airfield from the easterly Kaimai Range wave, provided
the pilot kept a close watch on height and distance. On Saturday September 3,
1960, the club began a new type of operation that would enable ridge flying in
a westerly wind. The Montague family at Gordon offered the use of their farm
airstrip, a flat paddock, within easy distance of the Kaimai Range. For most
Piako members, ridge flying was a new and enjoyable experience and by Sunday
night Ross Carmichael, Peter De Renzy, Stuart Rogerson and John Cresswell had
flown solo on the ridge in GBO.
MORE:
Wings Over Waharoa 1
Ag. Flying in New Zealand
Mobile Flight Simulator
Missing Airliners
All in a Day's Flying
MORE:
Wings Over Waharoa 1
Ag. Flying in New Zealand
Mobile Flight Simulator
Missing Airliners
All in a Day's Flying
Tiger Moth ZK-AQA
was involved in numerous incidents with the Piako Gliding Club during its three
years of service. One incident highlights the adage, ‘There are lots of young
bold pilots, but few old bold pilots.’ Les Marshall in AQA, and Peter Blakeborough
in GBO, decided one foggy winter morning in 1960 to check out the ceiling. Several
members were keen to fly, and the crew were keen to see them airborne. The fog
seemed to lift a little and the tug and glider took off.
Unfortunately, at
about 200 feet both aircraft entered cloud and Houston had a problem. Fortunately,
Les had completed the instrument flying part of his commercial pilot training
just days before and Peter was just able to keep him in murky view at the other
end of the rope. The Rhonlerche had only an airspeed indicator, altimeter and
variometer. Without the tow plane as his artificial horizon, Peter would have
been doomed within seconds. He carefully followed the minor control surface
movements of AQA, keeping his wings level with the tug, while Les executed a
180 degree turn. For an age they flew downwind on reduced power. Then the small
control surface movements indicated another turn for Peter to follow. Then the
power came all the way back and Peter opened the spoilers to stay in position. A
short time later, the trees on Jagger Road (now removed) at the approach end of
Runway 10 slipped by with ample clearance. The runway, clubhouse and hangar
also appeared, both aircraft landed safely, and that would have been the end of
the escapade, but for a third aircraft that appeared out of the fog.
AQA and GBO had
barely rolled to a stop when a Piper Apache landed alongside them and taxied to
the pump. On board was Civil Aviation inspector George Arkley. George took Les
aside for a stern lecture on flight safety, after which he relaxed somewhat and
thanked Les for saving his life. He explained that he had been flying from
Wellington to Auckland but diverted to Hamilton because of fog in Auckland. But
when he got overhead Hamilton, it had closed too. He decided to fly to
Tauranga, but halfway there he realised he didn’t have enough fuel to make it.
With no airports available he was looking for holes in the fog when he just
happened to catch a glimpse of a Tiger Moth with a Rhonlerche on tow, so he
followed in a wide circle to compensate for the Apache’s higher speed.
For some time
after this incident, it was remembered as the day that Les Marshall saved three
lives, including his own.
In those early
days there was often times when the best of plans failed to go according to
plan. One such day was when Arthur Bull, and aero club instructor from Tauranga,
visited to sign tow ratings for some Piako pilots. The requirement at the time
called for both tester and applicant to demonstrate that they could operate
from both ends of the rope. So, Arthur flew the glider while the local pilot
flew the tug. Then they swapped places, and everything went to plan until the
glider pilot released the rope whereupon the tug pilot released his end too. Members
spent the rest of the day looking for the rope, the only one the club had, but
like Houdini, its escape was complete. The rope was never seen again.
ZK-AQA was a
good performer due to its large diameter metal propeller, an unusual feature on
a Tiger Moth, which increased the climb rate while aiding with engine cooling
on long climbs. It also had wing slats which lowered the stalling speed and
improved low speed handling. The metal propeller was heavier than standard wood
propellers and was inclined to run on for a time after shutting down. It also
had a larger diameter and these two qualities suddenly became a burden one
Sunday when AQA was being put to bed for the night. Someone waved Les Marshall
right into the hangar, but to be on the safe side he cut the switches
immediately after a short burst of power to get the wheels over the hangar door
tracks. AQA kept rolling forward and the prop continued to rotate, the
propeller tips grazed the steel rafters, and a fireworks display lit up the
hangar in the fading light.
On Christmas
Eve, 1960, ZK-AQA had an unscheduled brush with Terra Firma that resulted in substantial damage. Meanwhile,
aircraft loaned from the Waikato Aero Club kept members flying while a search
was mounted for parts. That was in the days when it was commonly believed that
sobriety came immediately after downing the last drink, and it was safe to
drive and/or fly immediately. The incident happened early in the morning and
was therefore quite unexpected, as accidents usually are. Les Marshall towed
the Rhonlerche into the blue and immediately returned to Waharoa to await the
next launch. It must be said that in those days flying and gliding were less
regulated than in later years and there was always a degree of experimentation
with the way things were done. It was common practice to drop the tow rope
before landing. This was sometimes accomplished with a high-speed, low-level
run downwind, a little like an elated Spitfire pilot returning from a
successful mission, with the rope landing as close as possible to the duty
pilot’s feet. It was felt that landing with the rope trailing behind was bad
for the rope, especially if it dragged over a fence. So, following the downwind
dash, the tug would pull up into a steep turn, power would be cut, and a steep
slipping turn would place it on the ground and clear of the runway before the
glider approached. This day, Les did everything perfectly until it was time to
straighten up from the steep slipping turn, and AQA would have been history
except for some brilliant team work and the sudden appearance of main planes
and other bits and pieces, several weeks later. After two days of hectic work,
on a balmy moonlight night, ZK-AQA survived a test flight at the hands of Wally
Christofferson of Tauranga, who also supervised the rebuilding. The test flight
included some low-level aerobatics and a dead-stick landing. It was all typical
of the times.
That was 60 years ago. Flying and gliding are
much safer now, and that is how it should be.
In this 60th year, the
history of the Piako Gliding Club is soon to be published in a book and
assistance would be appreciated with photos of people, places, events and
aircraft, along with documents, records and stories. If you can help, please
contact Peter Blakeborough at peterblakeborough@gmail.com or call on 021-115-0543.