The 1920s minesweeper had been used as a floating chiller

Then we drove to Port Hutt, with the intention of also checking out the basalt columns. We drove for 30 min or so to find the small collection of buildings all but deserted, so after a few photos, headed back to the columns at a beach just 5 min walk from the road. The coastal strip is desolate and wild, a strong surf and undertow clearly evident, and twisted windblown trees in small groups. The columns fit like a 3D jigsaw and were quite extensive in size and range.

Finally we headed off to the golf club, as Jane, ever keen had brought a few clubs with her. We arrived to find an old building, many 4WD and a pile of very friendly locals getting stuck into the CD beer and telling the usual golf/fishing/hangar flying tall stories and scandalous lies well all know so well.

Bill reaching rock bottom - possibly at his lowest ebb (sorry!)

Jane and Bill went out in the cold wind and rain to play 7 holes while JBR, Bruce and I settled for a game of darts and a couple of beers.

Evening saw us back for another welcome pub dinner and TV session.

Bruce was up early to get the latest met from Craig. It was OK for the Cessna, but 40kt headwinds were not on for us. John and I delivered the others to the airfield, posed for photos, and to sit some kids in our planes. Then we headed off for what would turn out to be an “unexpected adventure”, or “learning experience” or “total cock-up” depending on you point of view at the time.

We knew that the Moriori tree carvings were on the far side of the island at the Hapupu reserve, and that nearby was the old DC3 airstrip, long since abandoned. We bounced along increasingly scanty dirt roads until we arrived at a grove of trees with DOC signage. A 15 min walk showed us about a dozen carvings, some now barely legible on the 200 year old kopi trees. There was no sign of the airstrip, so we went through the gate and kept heading south down the side of the lagoon. After about 4 km or so, a large and unfriendly mud hole persuaded us that discretion was the better choice, and so we backtracked until we came to a side track. A bit rough, but, we thought, worth a go. John was driving, and had just commented that we were on a bike track when we crested a steep ridge. He slammed the brakes on but it was too late. We were 10 m down the slope and unable to back up. We tried forwards, and got stuck there too. We rolled back and sideways and got stuck again. And again… We then walked back 500m or so and “borrowed” some fence battens to help jack up the van and lay a track under it. The afternoon wore on. JBR displayed a mastery of language and frequency of repetition that would, had he been one of my 4^th formers, resulted in a rapid trip to the bosses’ office.

I wasn’t much use as this was definitely more the rural than town experience. JBR had the brain to follow. I tried to be useful and figured that if he was laying down poking about under the van, I would at least have a 5 sec head start if he started chucking bits or trying to commit GBH. Finally we got it moving slightly and I was treated to the hilarious sight of the van, engine bellowing, tyres smoking, lurching through the bracken at 10 kph, a maddened JBR at the wheel and stream of curses pouring out the window. I didn’t dare laugh!

At 5 pm we admitted defeat and started walking. It looked like about 2 hrs to the road, and a further hour to Kaingaroa. The sky was overcast and as darkness slowly descended, two lonely figures could be seen trudging north. JBR was well in front. Several rain showers passed and on we plodded.

Sometime after 7 pm we reached the “main” road, and by incredible good luck, were picked up by some people we had seen two nights previously in the hotel. They dropped us at Kaingaroa, and there we found, with the help of the barman, the “least unsober” owner of a 4WD. He then grabbed his mate and a holy terror of a 3 year kid, and we set out into the night in a ute that if stopped, could only be restarted by lifting the bonnet and playing around with a very sparky wire until the panel lit up and the starter motor would operate.

They could not believe how dumb we had been and the mate lectured us sternly about respect and getting help from locals etc. After 20 min we found the van and it was easily towed out. Back at the reserve we gave them $40 and hurriedly departed for the hotel and our meal.

Joan had missed us, and had phoned Kaingaroa to find out what had happened. When we arrived back, there was a nice meal, ready to microwave, and delicious desert waiting in the chiller. What a treasure she is.

L to R JBR, Jane BR, Paul, Joan, Bill, Betty and Bruce Brownlee

At last we hit the hay, looking forward to the return trip tomorrow.

We were up at 7, and John drove around to Craigs’ for the latest met. It looked good, so we finished packing, bought some last minute souvenirs and were driven to the airport.

Departure photo. This time the wind was straight down the runway :-)

We had fueled up the previous day, and so had only to stow gear, pose for some photos and then head away.

I managed some finger trouble with fuel cocks and the engine died on the taxiway, but it was soon sorted and triple checked, prior to departure from 23 seal. A low pass for those at the terminal, then up and away to the northwest.

Homeward Bound

We climbed out towards an overcast sky with one decent hole to the north of the island. Ground speed was painfully slow, and the GPS suggested 11.5 hrs was a distinct possibility. Once at the hole we circled for a while and climbed through, turning onto 276 magnetic and settling for a slow cruise/climb. The numbers just didn’t add up for the first 45 min or so, and I was recalculating my PNR

every 10 min. We kept going as we knew we were heading into better weather. The sky was a hard blue above with wide swathes of cloud about 1000-1500 beneath us, (tops at perhaps 8000’). Every now and then were large clear areas with a strong swell, but few whitecaps, visible far below.

We took photos of each other…

We settled down to a comfy cruise with ever increasing ground speed and the PNR receeding far into the distance. John came over the radio to ask if I had nodded off yet, as he was pretty close. No chance.

With about 160 miles to run we heard Bruce on the radio. He had brought out a load of friends in a Piper Navaho and made several passes for photographs when he intercepted us at 138 miles. I really appreciated the contact. I was W I D E awake when I flew through the wake of the twin and my personal bit of sky had departed suddenly. I’m sure JBR was laughing.

After that we simply continued to cruise at 9000’ and contacted Ohakea when at the edge of the FIR. They cleared us through to Feilding at 9000’

Landfall at Akitio

Transponder Hassles

I have a Microair T2000 transponder and an Ack 30 encoder. Since installation it has usually worked, but every now and then it drops Mode C and will not talk to the encoder. It has happened now 3 times in 60 hours, while in TM airspace, as well as perhaps 8-10 times when first switching on. I had emailed Microair, but zero response. It did it again at the edge of the FIR. I can usually reset it by turning off all power, then rebooting several times.

Finally I contacted HCPA at Masterton the day after we arrived back. I spoke with Alan Dempster and was absolutely floored by his response to my problem – bear in mind I’d not purchased through them, and never met or talked with Alan before.

As soon as I described the problem, he insisted on replacing the unit with a brand new one, at no cost to me, and promptly got on the horn to Microair in Australia to get organized. He knew the problem exactly, and more importantly, how much good customer relations are worth. I’m no big or regular customer, but I know where I’ll be shopping next time. Check their ad in Aviation News.

We made the coast just off Akitio and through the gaps below could see a crinkle of hills - the Puketoi Range - some showers, and the late afternoon sun adding colour and deep shadows to the sharp edged terrain of the coastal farms. A lump ahead in the cloud revealed the location of the ranges, and with only 10 min to run, Ohakea cleared us for a gradual descent to Feilding. They did seem a tad surprised (as was I) when I reported 5500’ and JBR called “passing 2000”. Some gradual descent. I pulled the power and stuffed the nose down and was soon switching to 119.1 overhead NZFI.

The reporter asked me to get back in for photos – painful. John just sat on the strut.

A line of cars beside the clubrooms showed a reception committee was in session. I did one run to clear sheep (completed by a considerate club member in a car), and touched down sweetly and gently a bit after 4:30 local time. I still have about 40 lit in the tanks.

A reporter and photographer from the Dominion Post were there, but I had a more important matter to attend to first – cuddles with my family, especially my lovely wife Judith, who had supported me in the whole mission, despite her own (hidden) worries. Brownie point time over the next few weeks I think!

The reporter thrust a drink into my hand, and photos were taken. When I finally had a swig, it was rum and coke – I never drink rum – and this was duly reported, as was my comment about a sore bum, despite the fact we fed the reporter lots of good info, and meaningful personal stuff about the trip.

Soon the crowd started to disperse, and I taxied the Avid around to it’s’ hangar, tired happy and ready for my holiday.

Lessons Learned (in no particular order)

1. Plan months in advance
2. Never stop checking “what if” scenarios
3. Invest in good friends with frank opinions
4. Be humble – there is always someone who has made your upcoming mistake previously. Learn from them.
5. Have a plan C as well as plan B
6. Learn all you can about weather systems
7. Stick to your plan, and proceed one step at a time.
8. Take a camera/film for the 200+ photos
9. Ask for help – it will be readily forthcoming.
10. Say “thank you” often. With photos if possible.

Would I do anything differently? (in this order)

- fine the prop pitch a few degrees

- try a longer test flight under full load conditions to get better speed and fuel data

- get a better seat cushion

- consider scrounging HF radio.

I’m bound to have missed something in this report to you.

I wouldn’t have missed the experience for anything – what a blast!!!

EBR and JHW back at their own hangars, safe and sound.