Hi All
I think below is the article referred to. The first part is already published in NZ Aviation News, the rest is for next month. Please skip through it as you wish but do not publish it! I am awaiting proper accounts from Rach, Kev and Emma, not to mention Chris himself. I'll post stuff as I receive it. Plans are changing all the time, but I'll keep the Forum advised of progress, hopefully with 24 hours warning of the Tasman crossing to Kerikeri. That needs westerly winds Thursday December 6th onwards. The day after the crossing he might fly on to Parakai to be ready for a scheduled official arrival at Whenuapai towards. Kerikeri arrival will be at dusk and Parakai apron is easily accessible. I am asking permission for friends to be admitted to Whenuapai if there is a scheduled arrival/reception. I will need names, and you will need photo ID. Article follows
Contact jonathanpote47@gmail.com if you have questions
G-GBNZ: Commemorating and Celebrating 100 years of the Royal Air Force in an Inspiring Way.
2018 marks the centenary of the Royal Air Force, and many RAF100 events (Motto: Commemorate, Celebrate and Inspire) have recalled that, in particular the one-hundred aircraft flypast over London, the Cosford air display, and the re-launched RAF Museum. One of the last commemorations is now underway, and is headed for New Zealand. The lightest aircraft to attempt the United Kingdom to New Zealand hemi-global route, Aeropro Eurofox ER (appropriately registered G-GBNZ) has left England bound for RNZAF Base Auckland at Whenuapai. Due to considerable commitments to support the STEM (Science, Technology, Education and Mathematics) philosophy along the way, and the hospitality of the Air Forces of India, Thailand, Malaysia, Singapore, Australia and New Zealand, all of which share a common heritage, arrival at Whenuapai will not be until early/mid-December. New Zealand Aviation News will be following the flight, whilst
www.gb-nz.com will carry a tracker.
Background
Less than ten years after its formation, the young Royal Air Force set out to span the World, the four Short Southampton IIs of the RAF Far East Flight setting out for Australia before partly back-tracking to reach Hong Kong and finally settling in Singapore where they became 205 Squadron, the first RAF unit to be based in the Far East. Just weeks later, in September 1928, the Southern Cross made the first trans-Tasman flight, something the RAF expedition had hoped to do first but were unable due to their limited range.
Much has occurred since, the RAF becoming a truly global air force operating from thousands of airfields around the world before shrinking its footprint as times changed post WWII. The Far Eastern Air Force stood down in 1971, the Middle Eastern Air Force in 1976. Occasional ‘out of area’ flights continue, the A400M at the RNZAF 80th at Ohakea in 2017 being the most memorable recently although an A400M brought relief supplies to Indonesia just weeks ago.
The Expedition
The RAF team is flying a Eurofox Light Sport Aircraft from Lincolnshire, spiritual home of the Service, to Whenuapai: 17,000 miles, 26 hops, 100 MPH, 100 HP, 100 years. With an empty weight of under three-hundred kilograms, the Eurofox weighs little more than a single engine of the Southern Cross and it is hoped to make the first non-stop Trans-Tasman crossing in an aircraft below an all up weight of 500 kilograms, flown solo. Appropriately registered G-GBNZ, the colour scheme follows that of ETPS aircraft, a patriotic red, white and blue. Such was the ubiquity of the RAF that all but one of the stops has a significant RAF connection, whilst the great majority of all its one-time bases lie alongside the route. Only Russia, The South Atlantic, Southern Africa and Japan are well off route, and the single exception en route is due solely to political considerations; there are many ex-RAF bases nearby.
With a non-stop trans-Tasman sector intended, and some very long sectors in other places (Egypt – Bahrain, Christmas Island – RAAF Learmonth, Perth, WA) there was initially no LSA suitable for the flight. Aeropro, however, reacted positively from the initial contact, sketching out a doubling of fuel capacity within the wing there and then. The resulting Eurofox ER has a fuel capacity of 146 litres, a range of 1200 NM, and fifteen hours endurance. This is more than enough for the Tasman crossing although favourable winds will assist as daylight duration is critical. It has a full IFR fit (although not certified) with most of the information displayed on a single ‘digital analogue’ dial. A second multi-function screen displays a moving map, terrain clearance, airfield charts and so on. I found the seats, which I tested with a six hour sortie recently, to be very comfortable.
Chris will be accompanied by four others each covering a sector. Wing Commander Kev Gatland is an RAF navigator and civilian pilot; He and Chris have shared the cockpit of a Tornado on operations. Squadron Leader Emma Landy is a Sea King pilot, Rachel Nugent a meteorologist seconded to the RAF, and Officer Cadet Abby McGill, of Yorkshire University Air Squadron, is at the start of her career. I hope to join him flying around Cape York, following the 1928 RAF flight route in reverse and his younger brother, Phil, has already flown a sector.
The Route
Whilst there is really no choice about the general route, the details have changed over the three years planning, and will continue to do so for a variety of reasons. Finding that the landing fee for a 500 Kg light aircraft at one airfield was $3000 caused a rapid diversion, whilst advice to cross the Inter-Tropical Convergence Zone further west meant RAAF Learmonth, near Perth, became the Australian landfall instead of Broome.
Progress
It was intended to start from the former RAF East Kirkby on October 13th, but Storm Callum lingered and postponed the departure. Despite the weather, the whole team gathered beside Lancaster NX611, itself a focus of attention as it returns to flying condition at East Kirkby. Here Air Vice Marshal Gary Waterfall, Chief of Staff at the Permanent Joint Headquarters saw them off – by car to Boscombe Down.
The Story so Far, compiled by Phil Pote
Tuesday 16th October: UK – France
The expected improvement didn’t come, leaving Chris stuck at Boscombe Down hoping for an improvement. Even having a professional meteorologist as his first co-pilot did not help. Low-level routes through France to allow for the low cloud base were looked at but there was no imperative in getting to Rome on time; chasing arbitrary deadlines, as Chris noted, was a good way to get oneself killed. Much better to take a step back, wait for better weather and stay alive… Being cooped up alone in Boscombe Down flying club didn’t helped and as he said would make a good Human Factors talk one day.
Monday was no better but a better forecast for Tuesday, with the cloud base forecast to lift from 10:00 meant Chris and Rachel got underway, a little later than planned, the (invaluable) GPS tracker showing him passing Salisbury at 14:00-ish BST. GBNZ coasted in at 14:41 BST with clear skies and not a cloud in sight but still a turbulent ride to Lyon that evening. The first over-water crossing was complete, only the Mediterranean, the Indian Ocean and the Arafura plus Tasman Seas to go. Not to mention the sand seas of Arabia.
Wednesday: Lyon – Rome
This was a solo leg, Rachel the meteorologist having to return to work. This put the Weather Gods in a bad mood again, a strong headwind on the eastward leg to Corsica (bad enough in itself) but then also on the south-easterly leg from Corsica to Rome; the wind pattern exactly mimicked Chris’s route, in the least helpful way possible. The tracker shows a major deviation approaching the Gulf of Saint-Florent; the peninsular is mountainous, and a series of thunderstorms over the top of the peaks made them unpassable. So he turned north and scouted round the tip before turning for Rome. A helpful French air traffic controller, based in Corsica, kept in touch with throughout, using his weather radar to give guidance. The support lasted well into Italian airspace, the French ATC correctly assessing he would give Chris a better service than his Italian counterpart, the Controller also perhaps appreciating what it is like to be alone in a single engine aircraft out over a stormy sea.
Over Orbetello (a couple of hundred Km northwest of Rome, a beautiful town and beach to which he and family had been on holiday in May) Chris was met by an Italian Air Force Typhoon. It did a series of friendly passes (i.e. not passing in front of Chris’s aircraft) over 15 minutes, passing at 130kts compared to Chris’s 100kts. At first Chris was concerned – he had had radio issues, and for a moment thought he was being intercepted. But it was soon evident it was all in good humour.
Fighting the headwind all the way to Rome he arrived at Roma Urbe at17:30-ish local, later than planned but still with an hour before the VFR limit. Benito Mussolini named (then called Lictor) and opened this airfield in 1928 and some of the trailblazers would have used it before the Allies pounded it in WWII. Younger brother Phil lives in Rome, so transport and accommodation were, for once, provided.
Thursday: Rome to Calabria
Frustratingly, prior permission to land at Chania was still awaited. The RAF Air Attaché was trying to get clearance, and also looking at Heraklion as an alternative. Chania, in Crete, is an important RAF historical link as it was heavily involved in the Battle of Crete in 1941, being close to the pivotal airfield at Maleme. Meanwhile a small grass strip in Calabria (on ‘The Toe’ of Italy) with MOGAS and a great reputation would help. GBNZ could fuel up there for the onward leg. Italy is long, and Calabria is not far short of halfway from Rome to Crete. On the way was Calitri, where the RAF and Army carried out their first Combined Operation, Operation Colossus. In an attempt to destroy an aqueduct, thirty eight specialist paratroopers were dropped by Armstrong Whitworth Whitleys on February 10th 1941. Much went wrong, and although the aqueduct was successfully destroyed, the effect was limited. However, from this experience grew the armadas of Normandy, Arnhem and the Rhine Crossing, and in part the Special Air Service.
Chris and Phil were at the Eurofox at 08:05 and ready to go at 08:30 – at least they thought they were. ATC told them to call the person who had reviewed the flight plan, filed the night before on the ipad. There were a couple of issues – a timing error, and also the lack of PPL at Chania. The official was incredibly helpful, and within a couple of minutes clearance to Sibari in Calabria was given while continuing to work on clearance for the second leg.
Phil related “We got underway well before nine, into perfect clear blue skies, heading east from Rome at first then turning slowly to the south, passed from waypoint to waypoint by the generally friendly ATCs. We soon hit the foothills of the Apennines (not literally), climbing from 1500’ to 5000’ to crest the ridges. We cut towards the Mediterranean south of Rome, passing the coast near Terracina, following the coastline while cutting across the big bays as we went. The Bay of Naples was one of the most spectacular sights, Vesuvius rising behind the ancient city into clear skies, and shortly afterwards we flew over Positano on the Amalfi coast. But to get to Sibari we had to cross the southern tip of the Apennines at the Pollino National Park, the mountains being covered in cumulus. We climbed to 6000’, not far off the cloud base and not as high as the highest peaks. Chris picked a likely looking valley between two peaks and we headed for it through turbulent air; we flew through the steep sided valley with cloud above, trees a few hundred feet to one side, and me somewhat anxious to see what lay beyond (see note below). The narrow valley opened out and the ground descended towards the coast. At this point we still hoped to carry on to Crete, so I was sending messages on my Italian phone to the ops manager at Sibari, asking him to be ready with fuel for our imminent arrival.
Soon after leaving the mountains behind we saw the small grass strip, surrounded by thousands upon thousands of olive trees (I’m not kidding – the fields of trees stretched for kilometres in every direction). Chris flew a tight approach, cutting the finals corner and side slipping in, landing neatly in a 12kt cross wind. We pulled up to the single hangar to be met by Stefano, the friendly ops manager, and his all-important miniature fuel bowser (just a trailer with a fuel drum on the back). Frustratingly as soon as Chris got onto his email it became clear we weren’t going to go any further that day – Chania had denied our request to land. A plan B (more accurately at least a plan H) was required.
There followed a couple of hours of re-planning while sipping good Italian coffee and eating crisps in the clubhouse. Sibari, being a grass strip and one hangar with 10 aircraft, had no customs facilities, so Chris could not clear the Schengen area from there. Stefano spent the best part of half an hour on the phone, trying to find a solution – failing, sadly, when he discovered that the ‘local’ (an hour’s drive away) border police did not work on Thursday afternoons(!). That meant a direct flight to Cyprus (to try to make up time) was not possible. We looked at Italian and Greek options, settling on Rhodes and Crete as the two best options. Eventually it became clear that Heraklion would work best. That decided, we headed back up into the air for a tour of Calabria, heading up the coast then back across the mountains, rather less rushed this time. It was a perfect flight; enough cloud to make the mountain crossing exciting, but always with a clear escape route to lower ground. We landed at 17:45, cleaned the aircraft and filled all four tanks, then retired to our out of the way B&B. At dinner that night we were two of four diners at a large waterfront restaurant in Villapiana – the chef, evidently desperate to avoid having to throw out his best meat, cooked us each about a kilo of meat.
Chris dropped me at the train station at 06:00 while he went on to the airfield to do his planning. He was off early on the leg to Crete – all seemed to go well”.
Friday. Calabria to Egypt
After leaving Sibari solo, Chris routed via Crete to RAF Akrotiri in Cyprus. Instead of the planned day of rest catching up with RAF friends and memories of flying Tornados from Akrotiri, it became a quick refueling stop. Most importantly, Wg Cdr Kev Gatland joined him. The two have flown operationally as a Tornado crew, and headed for the familiar sands of Arabia together, reaching Egypt after a long day for Chris.
Saturday Egypt – Bahrain
This was the first ‘Challenging Leg’ with tailwinds required to make it comfortably with two on board despite the theoretical fifteen hour endurance. Whilst the route did not cross ‘The Empty Quarter’, there would be little to see but sand for most of the journey. Thankfully the weather Gods finally leant a hand, even if the mechanical Gods didn’t; instrument failure (heading reference) no doubt making it harder work than it needed to be. I am not sure if GBNZ followed an oil pipeline as was commonly done in times past, but if so there would be a disused airstrip periodically, used by maintenance crews before helicopters. That said even Avro Shackletons have operated off unprepared desert clay operationally, so a safe landing is usually an option. Being rescued is a more concerning aspect.
Summary
Bert Hinkler crashed before he left Europe in 1933 on his final attempt over the route whilst Charles Kingsford-Smith disappeared in the Lady Southern Cross near the Andaman Islands in 1935.
It may be over ninety years since light aircraft first began to attempt this voyage but the hazards are still there. Whilst passing time has greatly improved the chances of survival in the event of mishap, officialdom has complicated matters; the map is no longer pink all the way. The weather is as unpredictable and merciless as ever, and the seas and rain forest are untamed.
Stop Press: At the time of going to press, G-GBNZ was at Bangkok
Notes:
1) G-GBNZ is not being flown into “any likely valley” blind. The avionics fit includes adjustable height terrain colouring on the movable map so that all clear routes below, say, 3000’ are seen. Box canyons should be obvious and avoidable.
2) The expedition is funded largely through personal contributions and generous sponsorship. Therefore it has chosen to support three charities through fundraising: Royal Air Forces Association (RAFA); Royal Air Force Benevolent Fund (RAFBF) and Save the Children. Visit <https://uk.virginmoneygiving.com/Team/RAF100GBNZ> if you wish to support the team in sponsoring these worthwhile charities. Two charities are Royal Air Force centered, but ‘Save the Children’ has universal appeal.
3) G-GBNZ should reach RAAF Pearce near Perth on November 3rd, pausing there before finally arriving in New Zealand in early December. Progress can be followed on
gb-nz.com/tracker/ www.facebook.com/RAF100GBNZ/gb-nz.com/blog-2/ rnzaf.proboards.com/thread/27171/raf100-eurofox-flight-britain-zealand