This article by Roger Druce was first published in Australian Gliding, May 1995.
Horsham Week went well with seven out of eight days flown in good weather. Some of us were able to stay on afterwards to fly with the prospect of the good weather continuing.
On Sunday 12 February, Neil Burns and I with the Nimbus 3DT declared a 500km triangle, Horsham Aerodrome to Ouyen silo to Boort silo and return, as a record attempt. The weather was very good most of the way to Ouyen and weaker along the second leg. Neil navigated through the rain showers near the second turn point, still skilfully finding good climbs. A great final leg followed for l29km/h achieved speed and hopefully a new Australian national record.
This flight encouraged us to try the 1000km triangle task the next day, Monday l3 February. Joe Luciani said if the day dawned clear it should be good.
Neil and I spent time in the evening planning a few possible tasks. The Sunday weather had north-easterly winds with clouds at around 7,500 to 8,500ft. We expected that the winds would shift more around to the north, leading to hotter conditions and still higher cloudbases. The possibility of last climbs late in the day over the scrub country to the north and north-west was also recognised.
The weather pattern was changing towards the classic pressure pattern which creates l000km possibilities in south-eastern Australia, namely a substantial well formed high pressure cell out in the Tasman Sea to the east, with a cold front line coming from the west, preceded by an upper trough line introducing instability, but hopefully not overdevelopment.
The winds circulating around the high pressure cell were NE in the Wimmera Mallee region, and could be expected to swing progressively over the next day or so to the north, and then to the NW ahead of the trough line. For a change there was no inland high level cloud showing on the satellite weather photograph which could be drawn south and wreck conditions.
If the rate of change in the weather system slowed down, due to the high pressure cell forming a blocking pattern, then even hotter conditions and higher cloudbases would result. However that would probably delay the best prospect to Tuesday.
The day dawned clear and for a change I got up early (well, OK then, earlier). Neil was resuscitated with his morning orange juice and other inducements. A moderate NE wind of around 10kt was in evidence, together with no obvious inversion.
Breakfast got us going and the task was confirmed: Horsham to Carrathool (on the Mumrmbidgee River east of Hay in NSW) 390km, then 330km to Wentworth Aerodrome (west of Mildura, on the NSW side), then 285km to home. The task was programmed into the Apollo 920+ moving map GPS, an invaluable tool.
This task choice involved starting into the NE wind, which is not a happy choice, but something forced on us because of our starting point being a southerly location, and the need to fly north up into the
hotter country. We expected, based on experience, that the wind would abate as the depth of convection developed. This same difficulty of having to start into a NE wind is often faced on 1000km attempts from Tocumwal. And of course conventional wisdom has it that it always gets hotter, the further north you fly.
Preparations went smoothly. The Nimbus was loaded with water to 800kg. This would potentially make early climbs difficult. However all the work we had put into the Nimbus the previous summer, with the complete modification of the outer wing aileron drives to current factory design, the wing tip extensions, the new fin and rudder design with tail ballast, and sealing the wing controls, elevator and rudder had improved the glider to such an extent that it flies carrying that weight very well.
With care you can get the circling speed down under 60kt with more than 45 degrees of bank at that weight, which is good news, even if incomprehensible to our low wing loading brethren.
We got out on the runway at 10.15 and departed on tow at 10.30. Scott Johns of Wimmera Soaring Club gave us a great tow bringing us around to the southern side of the aerodrome at 4,000ft. On the tow up the air was active to around 2,500ft which was a good sign, although one's feel for the air was masked by the tug wake and the sheer weight of the Nimbus. The first glide through smooth air down into the thermal turbulence would clearly reveal the top of the convection layer.
With 130kt and 3200ft (under 1000m) sustained for long enough to notch the barograph trace, we whistled over Joe Luciani's hangar door at 10.45am. The pullup yielded 3,450ft and the first glide entered the turbulent layer at 2,740ft, a very encouraging sign. The first thermal came at 2,200 and yielded 3kt, an excellent start! By careful flying Neil kept us above 2,000 and skilfully extracted climbs of 2.5 to 3.5kt to 2,800ft, which enabled us to keep moving steadily on. But the NE wind could be felt slowing us down.
About 11.45 the first cumulus started to appear to the north-east and within reach. This was exciting because of the prospect of decent climbs, perhaps 7,000 plus cloudbase. However the first clouds reached yielded no better than 4kt climbs to 5,500ft, and the subsequent clouds were also disappointing. Perhaps the air mass was not as warm as expected such that high cloudbases would not occur now or later. And the blasted headwind could still be felt eating away at our achieved speed!
Thus ensued a long run up to Carrathool trying to pick the decent cu, but hardly ever getting 6 or 7kt and going between 4,000 and 6,000ft, with a 6,500 cloudbase. We were not to be granted an easy run in that higher altitude low density air sought by speed and long distance gliding freaks.
Passing into NSW with sparse population and a confusing terrain of minor rivers, irregularar creeks, scrub, odd blocks of forest and lacking readily identifiable major navigation features, the GPS earned its keep. This is another way of saying that sitting in the back seat without the Swan Hill 1:250,000 chart I was lost, but I wouldn't admit that to Neil in flight. Neil via GPS declared Moulamein below, so I confidently agreed and reaching for the Hay chart started participating in the navigation. The only problem then was that the Hay 1:250,000 map confirmed what was blindingly obvious looking around and below, the whole joint ahead was a blank nothingness!
Well, not quite. Careful reading of the map and observation did enable one to find the minor roads and tracks, the homesteads and the dry lakes or swamps. And yes some homesteads do have airstrips, but good enough for a 25 metre low set wing span?? Maybe?? Better not to look down for somewhere to land, but rather trust to the Nimbus' incredible glide capability and the range it provides to reach somewhere. (But where? Well, somewhere ...) And concentrate on flying right. And if things all turn to mud, try the turbo.
Progress was slow, Hay and the Murrumbidgee River appearing in what was becoming a greener region. Neil kept rowing the boat onwards, but it was starting to look like we were running too far behind schedule. And then neairing the turning point we could see the clouds stopping short of Carrathool because of the cool air coming off the Griffiths irrigation area.
Taking 6,500ft, cloudbase before the turn we glided in conservatively and turned at 3.23pm with only 390km at about 85km/hr achieved so far. Fortunately the GPS enables one to turn right at the point and avoid wasting kilometres going beyond the turn for the photos.
Regaining the clouds after the turn there was some initial indication via GPS that the ground speed had gone up, so I determined to measure the ground distance achieved in the first half hour. Hay slipped by to the south as we launched into fresh areas of sparse terrain. With 63km run in 30 minutes the ground speed had risen to 125km/hr plus, and this was confirmed on the CPS. The damned strong cool NE wind now had turned to advantage and there might be a chance if we could get to Wentworth by 6.00pm, preferably 5.45pm.
Plotting our progress and ground speed using quarter million charts kept me quiet in the back, while Neil in the front kept up his unfailing application to the flying task. Past Lake Ita cloudbase slowly, rose to 7,000 then 7,500ft and it was evident conditions were warmer the more to the west one went. Lift improved to 6 and 7kt, but still without long sustainable climbs and rarely to cloudbase. Just grab some height and run on again.
North of Balranald conditions became decent with 8,000ft and some good climbs. Yet there was some rain from some overdeveloping cu to be avoided. Short of the Murray River ar Mildura a pall of blowing dust was evident and appeared to be initiated by a downburst from a decaying storm cell. The dust streamed out along the wind and Neil reasoned that it would kick off decent lift. He turned off track a few kilometres and had his judgement rewarded with 9kt to 8,500.
Our track took us past the northern side of Mildura through quiet air. The Mildura irrigation area was having a deadening effect, particularly creating a cumulus cloud free area locally to the south and west of Mildura. And further to the south and west the available cu were starting to become spaced further apart as happens late in the day.
We glided conservatively into Wentworth Aerodrome and turned at 5.50pm having regained our time schedule. With 4,000ft we set off to try and find a way down to the better conditions over the scrub country to the south. We could not chase the enticing clouds to the west of track, because they were off track even before adding the drift influence of the NE wind. Being late in the day Neil had to accept some modest climbs to avoid getting too low and have some hope of reaching the better conditions.
In the farm country on the northern edge of the "Sunset Country" scrub we could see two adjacent willy-willies, spinning off a ploughed paddock in the distance. As we approached they moved into a fallow straw paddock and became no longer visible. It was then necessary to estimate where they would track to, having regard to the NE wind drift. We both agreed as to the path to take, and Neil connected with 9kt at 5,000ft.
Two eagles joined us and we circled up in the best lift we'd seen and adjacent to a rain shaft coming out of the braod dark based cu. Nearly 9,000ft put us back in the race and gave us the height to commence crossing the scrub tracking just to the west of Rocket Lake.
The sky became very sparse of cu to the east, but had extensive development to the west and south-west over the scrub and well off track. Our way home fell between these extremes. Every bit of decent lift we found had to be used to keep us high and give us the range and the ability to reach the next potential lift. We crossed the first block of scrub reaching the Pink Lakes and the farming country around Underbool on the southern side, with 185km to go.
Onward to the Big Desert scrub country. Over the Wirrengren Plain within this next block of scrub, Neil found the last lift at 6,000ft and set into working it for maximum height, there being no further cu prospects ahead. The climb was weak and uncertain requiring repositioning and exploring on occasion to find the lift again, or recentre it to keep the climb rate of 1 to 2.5kt going.
Eventually the cloud developed better to the north of us necessitating backtracking about 5 to 8km, and after an age 9,300ft was reached. The GPS said 146km to go and with the glide capability of the Nimbus and some wind assistance, this should be enough.
So we set off on final glide with the problem of fading daylight starting to become evident, particularly with the large cloudbanks out to the west. Assuming a 55:1 glide we would achieve 5.5km each 0.1km loss of height. Since 1km is 3,280ft, 0.1km is 328feet. I rounded this to 300 feet to be conservative and ease the task for the brain.
Thus marking 300 height loss steps on the altimeter, I counted down the distance achievable from the height available for comparison with the GPS distance to go from Neil's magic gadget. As the glide progressed we seemed always to have height in hand to fly l0km beyond Horsham.
This final glide scheme worked well. Yes, a Peschges VP3E all singing all dancing variometer and final glide computer system was on board, but this and the radio had been turned off since before Carrathool to conserve battery power in favour of powering the GPS unit, and flying on ever dependable Winter mechanical varios.
And yes, being 3,300 feet (ie. 1km) at 45km still feels too low ! Yet Neil could afford to increase speed a little beyond the speed for best glide. This would get us to Horsham quicker and help us beat the fading daylight.
Our crew was hanging onto our radio transmissions and helped by getting the runway lighting turned on. Ten kilometres to go and a 1000 feet in hand, and success could not be denied. Sweeping in over Joe's hangar door at 8.59pm at 300ft and 70kt, the undercarriage was put down, the last of the water drained out and an abbreviated but neat circuit followed. The main wheel rumbled along the ground at 9.00pm after ten and a half hours in the air.
(While the hour was late and we were well into February, the visibility was without doubt still more than adequate for a safe landing. This reflects the fact that Horsham is in the western part of the time zone, ie. the sun sets later in western part of Victoria.)
So it should come to pass that Neil will be credited with the first two-seater motorglider 1000km triangle distance (1005km) and speed records (98 km/h) records flown by Australians in Australia. 
This was not an easy day for the task. The weather did not develop quite as expected. The airmass had come off the ocean and over the coastline between Sydney and the Queensland border, before being progressively turned to the south. It had been cool on the NSW coast, with rain on the coastal slopes tending to dry the air out. Because the air was approaching from the NE (in comparison to a northerly path) it did not have a long overland trajectory over hot terrain, and had thus not warmed up sufficiently to produce better conditions on the first leg of our task. Further west was better, because the air had warmed up more with the longer overland trajectory over hotter terrain.
Success had come from 10 hours plus of excellent application by Neil, at the controls flying. And it had needed all of Neil's and my preparation of the glider, the building up and maintaining of personal flying skills and a glider of the Nimbus 3DT capability to achieve the goal.
Success also depended on starting from a good site, Horsham Aerodrome - home of the mighty Wimmera Soaring Club, and being supported by their enthusiastic club members. Our sincere thanks to Joe Luciani, our Official Observer, and to Scott Johns and Kelvin Mills for excellent tows, on this day and others.
To wind down I flew a new national record for the 300km triangle the next day, Tuesday 14 February at around 128km/h, while Max Hedt completed a SERIOUS flight in the Standard Jantar, a 750km triangle to Redcliffs, Wakool and return in eight hours, and Scott Johns flew his first 300km triangle. And before the change finally came in late on the Wednesday, Neil flew the 200km triangle record at around 130km/h.
Yes, February was good out Horsham way. Thanks Wimmera Soaring Club. And of course there was February 25, 625km and 12,500ft cloudbase - but that is another story!