Wednesday, December 17, 2014
Tuesday, December 16, 2014
Wind map 3
Here is another wind map website.
Now there are three of these (links in the right column of the blog). Which one is your favorite?
Now there are three of these (links in the right column of the blog). Which one is your favorite?
Saturday, November 22, 2014
Sunday, November 16, 2014
Number 600
A milestone was reached yesterday. Dakai and Lane took to the air on the 600th (and likely final) flight of the 2014 PMSC season. This is a club record for the number of flights in a year.
Andy, who is always ready with his camera to record historical occasions, took this action-packed photo of the pilot, the copilot, and the ground crew, just before the momentous flight occurred:
There is actually something interesting to note in the photo. The glider was lined up for takeoff on Runway 5. The late-afternoon (2:00 pm!) sun is shining directly down the runway, which happens only this time of year. We had to use improvised launch signals, because Andy could not see the glider from the towplane!
Six hundred flights is a lot, for a small club. Congratulations everybody!
Andy, who is always ready with his camera to record historical occasions, took this action-packed photo of the pilot, the copilot, and the ground crew, just before the momentous flight occurred:
There is actually something interesting to note in the photo. The glider was lined up for takeoff on Runway 5. The late-afternoon (2:00 pm!) sun is shining directly down the runway, which happens only this time of year. We had to use improvised launch signals, because Andy could not see the glider from the towplane!
Six hundred flights is a lot, for a small club. Congratulations everybody!
Monday, November 10, 2014
Weekend report November 8 - 9
We're definitely winding down. This weekend, two pilots showed up to fly and four pessimists showed up to take their gliders home for the season.
The pilots, Bill O and Dakai, flew the 2-33 eight times between them. The weather was not very good either day, but that gave us more opportunity for ground school and other excuses to stand around and talk, and it allowed us to choose our takeoff times without any pressure.
It was fun to observe Bill getting used to the 2-33, which is new to him. It was Bill's last weekend at Post Mills, and we look forward to seeing him in the Spring. And we're envious that he'll be spending the winter flying with NFSS.
The best flight of the weekend was turned in by Dakai and Lane, who stayed up 40 minutes, somehow, under a solid overcast. They were out of sight the whole time, and we were just about to send up the posse when they showed up in the landing pattern.
Thursday, November 6, 2014
Wave Day - NOT
I thought the forecast yesterday looked pretty good for wave:
After a high tow all I could find was "almost" zero sink:
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I guess the boundary layer went a little too high (the red Z was more of an S). I did manage to find a 6 kt climb at 2000' off the end of the runway.
Thank you Rick for towing, crewing and downloading PM's flight recorder.
Tim
After a high tow all I could find was "almost" zero sink:
I guess the boundary layer went a little too high (the red Z was more of an S). I did manage to find a 6 kt climb at 2000' off the end of the runway.
Thank you Rick for towing, crewing and downloading PM's flight recorder.
Tim
Monday, November 3, 2014
Solo slacker steals the candy on Halloween
On Friday, October 31, Halloween day was all treats, no tricks for sole slacker Lane. A rare light and local schedule Friday made available this terrific late season treat. Here's the story...
My work schedule sent me to a jobsite in Pike, NH. While there, "skyballing" the morning weather began revealing an ever more interesting sky...long, streety cloud banks, both sharp-edged and convective looking, separated by "windows" of blue sky. As the morning wore on these conditions persisted to where I finally called Rick to enquire of his towing availability. "Come on over!" was the welcomed response.
Arriving at Post Mills, we were staged by 1 PM and ready to launch the 1-23. By then, things were looking somewhat less desirable with cloud growth producing more shading of the weakening October sun. After a lengthy discussion about where and how high (or even whether to delay the launch), the decision was made to go now. So off we went, intending to take a high tow up between two cloud banks north of West Fairlee. Climbing in this area, it quickly became evident that we were ascending into a box canyon of clouds. This was an exhilarating tow with highly banked turns to keep within the confines of the cloud corral. Upon release, I began exploring the edges only to find smooth 1 and 2 knots down. Two circuits brought me to where I could duck under the dark cloud bottoms...and that's where the fun began.
Under this menacingly dark gray cloud band, I discovered abundant lift of from 1 or 2 knots to as much as 7 knots!
There was a patch of sunny ground on the copper mine and as the flight developed, I began to associate this lift with any sunny ground, as wane as it might have looked. Up near cloud base, any section of the cloud that had a feature, such as concave bottom, or was extra dark or had a patch of swirly smoke underneath, usually meant strong lift. At cloud base, it often took thermaling at 80 mph to keep from being sucked up into the cloud!
After a while of this I was satisfied that I could leave the West Fairlee area and explore around a little. I headed south over Tug Mountain, mostly in light sink until at the south end I caught more rising air. A few turns in, I decided to light out for the east ridge where there was more abundant sunshine.
Arriving there at 3000AGL, I found choppy air that confirmed what I had learned earlier: any sunny ground was producing lift. I had several 2000 - 3000 foot climbs back up to the cloud bases at 5200 feet. In one thermal I caught up with 2 red tailed hawks and circled with them for a short while.
I decided to try crossing the Connecticut River over to the Orford , New Hampshire area where there was another patch of sunny ground. Arriving on the fringe of that area with 4000 AGL, I decided that prudence dictated turning back towards Vermont rather than pushing things looking for lift. A retrieve just would have put a damper on what was turning out to be a thrilling, unexpected late season gift. Back over the east ridge at 2000 AGL, I encountered the same results as before - light but workable lift that began to scratch me back up. I'm sure I could have regained cloud base again and really wanted to because I had a strong desire to explore an area of open sky to the south with some of the last sunshine bearing on the ground and a sharp edged cloud band on the far side of it.
But alas, by this time my bladder was threatening to explode and I was forced to terminate further exploration. 80 MPH back to the airport soon burned off excess altitude and saw me at pattern entry height. A long, smooth pattern ensued (at no time in the flight was it ever very turbulent nor did I find much by way of really sinky patches), followed by the best feather light touchdown of my season. I taxed up to the trailer area and to my surprise, was met there by Rick sitting in the golf cart. After a quick visit to the bushes I came back and gave Juliet a kiss on the nose and considered giving Rick one too. Flight time was 2 hours even.
My thanks to the sweetest glider I've ever flown, 3Juliet, and Rick Sheppe for being a friend, a tow pilot, available, and living across the street from the airport.
If this be the final flight of the season, it was a beaut!
My work schedule sent me to a jobsite in Pike, NH. While there, "skyballing" the morning weather began revealing an ever more interesting sky...long, streety cloud banks, both sharp-edged and convective looking, separated by "windows" of blue sky. As the morning wore on these conditions persisted to where I finally called Rick to enquire of his towing availability. "Come on over!" was the welcomed response.
Arriving at Post Mills, we were staged by 1 PM and ready to launch the 1-23. By then, things were looking somewhat less desirable with cloud growth producing more shading of the weakening October sun. After a lengthy discussion about where and how high (or even whether to delay the launch), the decision was made to go now. So off we went, intending to take a high tow up between two cloud banks north of West Fairlee. Climbing in this area, it quickly became evident that we were ascending into a box canyon of clouds. This was an exhilarating tow with highly banked turns to keep within the confines of the cloud corral. Upon release, I began exploring the edges only to find smooth 1 and 2 knots down. Two circuits brought me to where I could duck under the dark cloud bottoms...and that's where the fun began.
There was a patch of sunny ground on the copper mine and as the flight developed, I began to associate this lift with any sunny ground, as wane as it might have looked. Up near cloud base, any section of the cloud that had a feature, such as concave bottom, or was extra dark or had a patch of swirly smoke underneath, usually meant strong lift. At cloud base, it often took thermaling at 80 mph to keep from being sucked up into the cloud!
After a while of this I was satisfied that I could leave the West Fairlee area and explore around a little. I headed south over Tug Mountain, mostly in light sink until at the south end I caught more rising air. A few turns in, I decided to light out for the east ridge where there was more abundant sunshine.
Arriving there at 3000AGL, I found choppy air that confirmed what I had learned earlier: any sunny ground was producing lift. I had several 2000 - 3000 foot climbs back up to the cloud bases at 5200 feet. In one thermal I caught up with 2 red tailed hawks and circled with them for a short while.
I decided to try crossing the Connecticut River over to the Orford , New Hampshire area where there was another patch of sunny ground. Arriving on the fringe of that area with 4000 AGL, I decided that prudence dictated turning back towards Vermont rather than pushing things looking for lift. A retrieve just would have put a damper on what was turning out to be a thrilling, unexpected late season gift. Back over the east ridge at 2000 AGL, I encountered the same results as before - light but workable lift that began to scratch me back up. I'm sure I could have regained cloud base again and really wanted to because I had a strong desire to explore an area of open sky to the south with some of the last sunshine bearing on the ground and a sharp edged cloud band on the far side of it.
But alas, by this time my bladder was threatening to explode and I was forced to terminate further exploration. 80 MPH back to the airport soon burned off excess altitude and saw me at pattern entry height. A long, smooth pattern ensued (at no time in the flight was it ever very turbulent nor did I find much by way of really sinky patches), followed by the best feather light touchdown of my season. I taxed up to the trailer area and to my surprise, was met there by Rick sitting in the golf cart. After a quick visit to the bushes I came back and gave Juliet a kiss on the nose and considered giving Rick one too. Flight time was 2 hours even.
My thanks to the sweetest glider I've ever flown, 3Juliet, and Rick Sheppe for being a friend, a tow pilot, available, and living across the street from the airport.
If this be the final flight of the season, it was a beaut!
Friday, October 24, 2014
Wave Camp Coordinator
From what I saw all the aircraft, equipment and fuel got up to Gorham and back with little drama. We are a good team. Thanks to everyone for their efforts and especially Dennis who took on the roll of Camp Coordinator.
Tim
Tim
Tuesday, October 14, 2014
Gorham early report
We've had five straight flying days at Gorham, and our wave camp has been a success so far by every criterion, with the possible exception of absolute altitudes achieved. The best, so far. has been 19000 feet. by the HP-14 flown by Chris Giacomo of Ohio. Our club's highest flight was to 17000 feet by Tom Hopper on Tuesday, followed by a climb to 14000 feet by Pete Dodd and Sonny Cilley in the Blanik.
Tomorrow looks like another sunny day, with decent wave possibilities, but the end of the week looks like rain.
Here's hoping for improvement for the final weekend!
Friday, September 26, 2014
Wednesday, August 20, 2014
Tuesday, August 19, 2014
Where's Waldo?
How many people in this picture do you recognize? Click on the photo to enlarge it, or you can get the really big version.
Friday, August 1, 2014
Tuesday, July 29, 2014
Thursday, July 24, 2014
Tuesday, July 22, 2014
Report from the West
After harassing Tony for not sending any pictures or accounts of his western adventures, we got this report about his flying in Bishop, California. (Thanks, Tony!)
The Air Sailing Club just went to Bishop, California, a small town about 200 miles south of Reno, for our annual encampment. Yosemite is 70 miles to the northwest and Death Valley some 100 miles to the southeast. It's at the north end of the 10-mile wide Owens Valley.
The Bishop area has the strongest soaring conditions in northern Nevada. High-end ships out of Minden often make the flight. Air Sailing is farther to the north so only a few of our ships with sustainer engines fly down.
The White and Inyo Mountains on the east side of the valley generate tremendous lift when the wind is from the west. Getting to the top is the challenge. The peaks are 10,000 feet above the airport so it's prohibitive to take a tow all the way to the top. Because of the valley alignment there are generally only light winds which parallel the valley early in the day. The sun doesn't begin to heat the west-facing slopes until around noon. Light upslope winds that trigger thermals are usually absent as is ridge lift. So getting up requires staying extremely close to the lower cols and ridges using S-turns and Figure 8's at recommended speeds five knots or more above best L/D for safety. This flight log exaggerates ground proximity but does give a sense of the drill.
You never know how much of a workout you'll encounter getting on top. It can take 15 minutes one day and over an hour the next. Once up you can generally rocket north/south on the Whites and pick your way along the lower Inyos to the south where the lift generally isn't as strong. Closing speeds are high so pilots use "Procedure Alpha," a safety protocol on a frequency not used for other traffic, to report their positions relative to six prominent peaks including altitude and flight direction.
The Sierras on the west are far more jagged, foreboding, and beautiful than the Whites. But the prevailing westerlies late in the day can generate huge sink and turbulence. In 2007 Steve Fossett went down flying a Citabria about 45 miles northwest of Bishop apparently due, at least in part, to these conditions.
I flew to Mt. Whitney, the highest peak in the lower U.S., the last day of the encampment. Couldn't get on top so had to fly just off the ridges 60 miles each way. There was enough 1 to 2.5 knot lift to offset the huge sink, but it was a workout in a narrow flight band all the way. Obviously you always keep a bailout to the Owens Valley, which has a few airports and suitable fields, in range.
The soaring community is indeed small. John Boyce, Evan Ludeman's brother-in-law, is an Air Sailing member. He was at the field this weekend but did not make the Bishop trip this year.
The Air Sailing Club just went to Bishop, California, a small town about 200 miles south of Reno, for our annual encampment. Yosemite is 70 miles to the northwest and Death Valley some 100 miles to the southeast. It's at the north end of the 10-mile wide Owens Valley.
The Bishop area has the strongest soaring conditions in northern Nevada. High-end ships out of Minden often make the flight. Air Sailing is farther to the north so only a few of our ships with sustainer engines fly down.
The White and Inyo Mountains on the east side of the valley generate tremendous lift when the wind is from the west. Getting to the top is the challenge. The peaks are 10,000 feet above the airport so it's prohibitive to take a tow all the way to the top. Because of the valley alignment there are generally only light winds which parallel the valley early in the day. The sun doesn't begin to heat the west-facing slopes until around noon. Light upslope winds that trigger thermals are usually absent as is ridge lift. So getting up requires staying extremely close to the lower cols and ridges using S-turns and Figure 8's at recommended speeds five knots or more above best L/D for safety. This flight log exaggerates ground proximity but does give a sense of the drill.
You never know how much of a workout you'll encounter getting on top. It can take 15 minutes one day and over an hour the next. Once up you can generally rocket north/south on the Whites and pick your way along the lower Inyos to the south where the lift generally isn't as strong. Closing speeds are high so pilots use "Procedure Alpha," a safety protocol on a frequency not used for other traffic, to report their positions relative to six prominent peaks including altitude and flight direction.
The Sierras on the west are far more jagged, foreboding, and beautiful than the Whites. But the prevailing westerlies late in the day can generate huge sink and turbulence. In 2007 Steve Fossett went down flying a Citabria about 45 miles northwest of Bishop apparently due, at least in part, to these conditions.
I flew to Mt. Whitney, the highest peak in the lower U.S., the last day of the encampment. Couldn't get on top so had to fly just off the ridges 60 miles each way. There was enough 1 to 2.5 knot lift to offset the huge sink, but it was a workout in a narrow flight band all the way. Obviously you always keep a bailout to the Owens Valley, which has a few airports and suitable fields, in range.
The soaring community is indeed small. John Boyce, Evan Ludeman's brother-in-law, is an Air Sailing member. He was at the field this weekend but did not make the Bishop trip this year.
Monday, July 21, 2014
Porterfield from Montana to Post Mills
Tim
Thursday, July 17, 2014
T8's Tip of the Week
It's July and those lovely lush, green fields you see down below you are too tall for safe landings.
If it's dark green and you can't see dirt between rows (and maybe even if you can) it's a bad bet. If you can see the crop waving around in the wind, it's definitely a bad bet.
Cut hay stubble has a yellow tinge. Cut but not yet baled hay has a soft gray green color. You can distinguish these colors from ten miles away. Some sunglasses (e.g. "Sun Tigers") interfere with this. Avoid them.
Absent obstructions (e.g hay bales), cut hay is often a good choice. If the field won't break a mower, that's a good start.
More: A great article on off field landings from Kai Gertsen.
Happy Landings!
T8
PS: Here's how it goes in a cut cotton field in South Carolina.
If it's dark green and you can't see dirt between rows (and maybe even if you can) it's a bad bet. If you can see the crop waving around in the wind, it's definitely a bad bet.
Cut hay stubble has a yellow tinge. Cut but not yet baled hay has a soft gray green color. You can distinguish these colors from ten miles away. Some sunglasses (e.g. "Sun Tigers") interfere with this. Avoid them.
Absent obstructions (e.g hay bales), cut hay is often a good choice. If the field won't break a mower, that's a good start.
More: A great article on off field landings from Kai Gertsen.
Happy Landings!
T8
PS: Here's how it goes in a cut cotton field in South Carolina.
Wednesday, July 16, 2014
Postcard from D.B. Crewper
Picture of Concordia on tow in Poland today from DB Crewper (AKA Dick Butler's Crew Person, AKA Rick).
Is that a TriPacer?
Tim
Is that a TriPacer?
Tim
Tuesday, July 15, 2014
Weekend report July 11 - 13
It was a 3 day weekend for PMSC. On Friday Moshe (RU) had a nice 206 km (304 OLC points) flight to Franconia, Peacham, Knox Mt. and Hanover. Andy Lumley. took the towplane up to Franconia and brought back FSA’s SGS 2-33 and Blanik L-23. They will be based at Post Mills until they get their towplane fixed.
Saturday was a marginal local soaring day but between FSA and PMSC operations there were 14 flights.
Sunday was a marginal training day. Bill braved the weather to fly over from Portland to fly a couple of patterns with Henry.
Andy towed all three days. Thanks Andy!
While FSA is with us we will be logging all their flights on our sheets too. For glider IDs we will us the following:
For the 2-33s – “67” us. “68” them.
For the Blaniks – “BA” us. “BB” them.
Private glider – “US” is them.
(their 2-33 is N33968, their Blanik is N118BB and Jim David’s ASW-20 has competition ID “US”)
Moshe sent along some pictures from the weekend.
- Tim
Saturday was a marginal local soaring day but between FSA and PMSC operations there were 14 flights.
Sunday was a marginal training day. Bill braved the weather to fly over from Portland to fly a couple of patterns with Henry.
Andy towed all three days. Thanks Andy!
While FSA is with us we will be logging all their flights on our sheets too. For glider IDs we will us the following:
For the 2-33s – “67” us. “68” them.
For the Blaniks – “BA” us. “BB” them.
Private glider – “US” is them.
(their 2-33 is N33968, their Blanik is N118BB and Jim David’s ASW-20 has competition ID “US”)
Moshe sent along some pictures from the weekend.
- Tim
Friday, July 11, 2014
Winner of the Franconia 4th of July Encampment
I am declaring myself the winner of the Franconia Encampment because I had the most fun on any flight.
It started on Sunday morning at 11:00 with a cloudscape of lenticulars. Lift was a little hard to come by and I made retreats from Mt. Lafayette and Littleton area. Two hours into the flight I was 1400’ over the field and thinking of calling it quits when I found a little thermal that went back up to 5000’. From there the clouds over Kinsman had developed and it’s up to cloud base 8000’. Then it’s a classic wave entry. Sneak out the up wind side of the clouds. Go up 100’ then down 80’, repeat. After 10 minutes I've gain 200’ and enter 5 kt wave lift to 10,000’.
Now the fun part. Looking out to the NW from 10,000’ I can see regular bands of clouds. I think the wind was 330’ at about 30 kts. I head into the wind and head toward the next wave crest. When I hit wave sink I crank it up to about 80 kts. At times the sink rate hits 8-9 kts down but it didn’t last too long. I keep traveling north hopping from cloud bank to cloud bank. Further north the cloud banks get longer, more like cloud bands. Now several miles long the cloud bottoms were at about 7,000’ and the tops at about 9,000’. The problem was that you didn’t want to go under the clouds because you would be below the wave. You couldn’t make it over the highest clouds because of the head wind and sink. The only choice was to head for the spot where the tops of the clouds were the lowest. From 10,000’ I would head for the valley in the clouds at 80 kts in sink. The glider would start sinking deeper into the cloud valley and the clouds would start looming up on both sides as valley floor got closer (of course I was careful to maintain VFR cloud clearances). It would get darker as the clouds blocked the sun. As soon as I got to the other end of the valley I would hit the bright sunlight, pull up hard and turn to remain close to the face of the clouds and start climbing back up in the wave. Too much fun!
After 5 or 6 cycles I was near Lake Willoughby. There were more clouds and their pattern was confusing. I’m tired so instead of trying to figure it out I want to go home. Its 40 nm to Franconia, I’m at 9,000’ and when I turn around I should have at 30 kt tail wind. Should be no problem. When I turn around the L-nav says I only have a 15 kt tail wind. Still should be no problem. A couple of mile further I hit sink and I’m down to 8,000’ and the L-nav says I have a 15 kt head wind. My “final glide” has gone from “cushy” to “maybe”. I decide maybe I better tank up with a little more altitude. The problem is I’m in a big clearing and still sinking. There is a nice looking band of clouds running north from Burke Mt. so I head for it. When I get to the cloud band I’m at 7,000’, below cloudbase and too low for wave. I really don’t want to try to fly the broken thermals the 30 nm back to Franconia. I wanted to get back into the wave. So it's the classic wave entry again. Sneak out the up wind side of the clouds. Go up 100’ then down 80’, repeat. It takes a full 20 minutes to gain 200’ and enter the wave. But this wave feels even stronger than before. It starts out at 6-7 kts. I take it all the way back up to 13,500’. And now it IS an easy glide back to Franconia!
When I finally land at Franconia the towplane and Blanik are leaving and all the trailers have been packed and are departing (thanks everyone!). All I have to do is pack my glider and say good bye to the other die-hards (Dan, Evan and Moshe).
I’m the winner. I’m quite sure.
Tim
It started on Sunday morning at 11:00 with a cloudscape of lenticulars. Lift was a little hard to come by and I made retreats from Mt. Lafayette and Littleton area. Two hours into the flight I was 1400’ over the field and thinking of calling it quits when I found a little thermal that went back up to 5000’. From there the clouds over Kinsman had developed and it’s up to cloud base 8000’. Then it’s a classic wave entry. Sneak out the up wind side of the clouds. Go up 100’ then down 80’, repeat. After 10 minutes I've gain 200’ and enter 5 kt wave lift to 10,000’.
Now the fun part. Looking out to the NW from 10,000’ I can see regular bands of clouds. I think the wind was 330’ at about 30 kts. I head into the wind and head toward the next wave crest. When I hit wave sink I crank it up to about 80 kts. At times the sink rate hits 8-9 kts down but it didn’t last too long. I keep traveling north hopping from cloud bank to cloud bank. Further north the cloud banks get longer, more like cloud bands. Now several miles long the cloud bottoms were at about 7,000’ and the tops at about 9,000’. The problem was that you didn’t want to go under the clouds because you would be below the wave. You couldn’t make it over the highest clouds because of the head wind and sink. The only choice was to head for the spot where the tops of the clouds were the lowest. From 10,000’ I would head for the valley in the clouds at 80 kts in sink. The glider would start sinking deeper into the cloud valley and the clouds would start looming up on both sides as valley floor got closer (of course I was careful to maintain VFR cloud clearances). It would get darker as the clouds blocked the sun. As soon as I got to the other end of the valley I would hit the bright sunlight, pull up hard and turn to remain close to the face of the clouds and start climbing back up in the wave. Too much fun!
After 5 or 6 cycles I was near Lake Willoughby. There were more clouds and their pattern was confusing. I’m tired so instead of trying to figure it out I want to go home. Its 40 nm to Franconia, I’m at 9,000’ and when I turn around I should have at 30 kt tail wind. Should be no problem. When I turn around the L-nav says I only have a 15 kt tail wind. Still should be no problem. A couple of mile further I hit sink and I’m down to 8,000’ and the L-nav says I have a 15 kt head wind. My “final glide” has gone from “cushy” to “maybe”. I decide maybe I better tank up with a little more altitude. The problem is I’m in a big clearing and still sinking. There is a nice looking band of clouds running north from Burke Mt. so I head for it. When I get to the cloud band I’m at 7,000’, below cloudbase and too low for wave. I really don’t want to try to fly the broken thermals the 30 nm back to Franconia. I wanted to get back into the wave. So it's the classic wave entry again. Sneak out the up wind side of the clouds. Go up 100’ then down 80’, repeat. It takes a full 20 minutes to gain 200’ and enter the wave. But this wave feels even stronger than before. It starts out at 6-7 kts. I take it all the way back up to 13,500’. And now it IS an easy glide back to Franconia!
When I finally land at Franconia the towplane and Blanik are leaving and all the trailers have been packed and are departing (thanks everyone!). All I have to do is pack my glider and say good bye to the other die-hards (Dan, Evan and Moshe).
I’m the winner. I’m quite sure.
Tim
Wednesday, July 9, 2014
Franconia Encampment - Great Teamwork!
Someone commented on the blog “Great amount of work by the few that always do the work but poor club participation”. BS!
I think that group participation in the work part of the Franconia Encampment was fantastic! I think it was at an all time high (but I have only been involved for last 6 years). At the risk of leaving some contributions out (sorry) here is how I saw it:
1) Paul (and Marsha) arranged for rooms at the Kinsman (Traditionally Done By Andy ("TDBA") and Judy).
2) Greg spent 2 hours organizing the bins in Rick’s garage (TDBA) a couple of weeks before the encampment. He also made up extra tow ropes (Henry and Ben helped).
3) Greg, Dan and Evan fixed up the fuel trailer.
4) Karl got the fuel and brought it to Franconia.
5) Evan set up a spreadsheet to organize the mobilization to Franconia and the return (TDBA) and people signed up for every piece of equipment. This is HUGE. Even though Rick and Pete took it upon themselves to get most of the equipment up to Franconia, knowing that someone had made the commitment ahead of time was just as important as actually moving the equipment. There were many private gliders going and many owners were committing themselves to making multiple trips if necessary.
6) I saw Pete and Sonny assembling the 1-23 as usual but I know there were others.
7) Judy organized the BBQ as usual. But instead of Judy supplying all the food everyone contributed. Thanks everyone!
8) Moshe secured the space for the BBQ at the Kinsman Lodge.
9) Andy did the grilling as TDBA but I think he enjoyed it on the Kinsman’s Mega-Grill.
10) Dennis, Dan and Sawyer got the picnic tables from Cannon and returned them after the BBQ.
11) Dakai, Ken and a giant cooler supplied cold drinks at the field. In years past it was every man for himself. Dakai signed up for every empty space on the planning spreadsheet!
12) Lane setup the base camp at the field (AKA the tent).
13) The bulk (actually all) the towing was done by Andy as TBDA but this was his choice. In fact I saw Andy beating Evan with the fuel sampler when Evan tried to get in the tow plane. Doing all of PMSC's tows was not enough for Andy so he did all of FSA's tows too!
14) Greg and Paul made sure everything got packed up and moved out on Sunday. I know they had lots of help but I don’t know who did what because I was still flying. When I landed everything was gone and there was nothing for me to do (thank you, I REALLY appreciated that!). Often we leave stuff behind and have to make special trips the next week – not this time.
15) Significant Other (wives and girlfriends) participation was higher than ever. I heard that 2 SO’s , Anne (who said she wanted “nothing to do with husband's flying stuff”) and Angelica drove trailers home! And others drove cars for the ferry pilots. OUTSTANDING!
16) 100 other things that I can’t think of….
And to top it off there was more biking, kayaking, hiking, climbing, stargazing (thanks Henry), bear watching (wild bears and at Clark’s) than ever.
And to double top it off FSA’s towplane was broken so we towed all their gliders and saved their weekend.
PMSC is operating like a well-oiled machine! We should all be proud of our club.
Tim
I think that group participation in the work part of the Franconia Encampment was fantastic! I think it was at an all time high (but I have only been involved for last 6 years). At the risk of leaving some contributions out (sorry) here is how I saw it:
1) Paul (and Marsha) arranged for rooms at the Kinsman (Traditionally Done By Andy ("TDBA") and Judy).
2) Greg spent 2 hours organizing the bins in Rick’s garage (TDBA) a couple of weeks before the encampment. He also made up extra tow ropes (Henry and Ben helped).
3) Greg, Dan and Evan fixed up the fuel trailer.
4) Karl got the fuel and brought it to Franconia.
5) Evan set up a spreadsheet to organize the mobilization to Franconia and the return (TDBA) and people signed up for every piece of equipment. This is HUGE. Even though Rick and Pete took it upon themselves to get most of the equipment up to Franconia, knowing that someone had made the commitment ahead of time was just as important as actually moving the equipment. There were many private gliders going and many owners were committing themselves to making multiple trips if necessary.
6) I saw Pete and Sonny assembling the 1-23 as usual but I know there were others.
7) Judy organized the BBQ as usual. But instead of Judy supplying all the food everyone contributed. Thanks everyone!
8) Moshe secured the space for the BBQ at the Kinsman Lodge.
9) Andy did the grilling as TDBA but I think he enjoyed it on the Kinsman’s Mega-Grill.
10) Dennis, Dan and Sawyer got the picnic tables from Cannon and returned them after the BBQ.
11) Dakai, Ken and a giant cooler supplied cold drinks at the field. In years past it was every man for himself. Dakai signed up for every empty space on the planning spreadsheet!
12) Lane setup the base camp at the field (AKA the tent).
13) The bulk (actually all) the towing was done by Andy as TBDA but this was his choice. In fact I saw Andy beating Evan with the fuel sampler when Evan tried to get in the tow plane. Doing all of PMSC's tows was not enough for Andy so he did all of FSA's tows too!
14) Greg and Paul made sure everything got packed up and moved out on Sunday. I know they had lots of help but I don’t know who did what because I was still flying. When I landed everything was gone and there was nothing for me to do (thank you, I REALLY appreciated that!). Often we leave stuff behind and have to make special trips the next week – not this time.
15) Significant Other (wives and girlfriends) participation was higher than ever. I heard that 2 SO’s , Anne (who said she wanted “nothing to do with husband's flying stuff”) and Angelica drove trailers home! And others drove cars for the ferry pilots. OUTSTANDING!
16) 100 other things that I can’t think of….
And to top it off there was more biking, kayaking, hiking, climbing, stargazing (thanks Henry), bear watching (wild bears and at Clark’s) than ever.
And to double top it off FSA’s towplane was broken so we towed all their gliders and saved their weekend.
PMSC is operating like a well-oiled machine! We should all be proud of our club.
Tim
Tuesday, July 8, 2014
Monday, July 7, 2014
Sunday flight of RU at Franconia
Moshe writes:
It was hot, even at 6000 feet, with no significant shade from clouds. I got to 6500 feet, tossed in rotor in the lee of Lafayette, but couldn't find any wave lift. The WSW wind (Nook said 15 knots but I think it was stronger) blew me farther away.
Coming back to Cannon I lost some 2500 feet in sink, and there I joined 3 other gliders in a gaggle turning to the right, which I am not good at. Barely climbing there, that's when I noticed the wetness in my seat. Turned out the Camelback water spout got stuck under me, and thus my sorely-needed drinking supply turned into a puddle in the seat pan. That was not fun.
I kept scratching anyway, trying unsuccessfully to make headway upwind, and making a couple of low saves near the airport. Finally, in the fourth hour, the cu got nicer and I got a bit of shade at 7000 MSL, going near Moosilauke. Sure got exhausted!
I see that other people struggled too, e.g., Tim spent a whole 2 hours scratching, often lower than I got. But, they were eventually rewarded with finding the wave and going to 12,000 feet. I never found the wave; perhaps I need to learn where to look for it!Send your stories and pictures to me!
Weekend report June 30 - July 6
The preparation phase
MONDAY
Pete and Rick drove to Franconia and delivered 3J and RU.
TUESDAY
Pete and Rick drove to Franconia and delivered PM and the golf cart, and drove back home. Then they went back to Franconia by air with the Blanik in tow, and returned to Post Mills by air.
WEDNESDAY
Pete and Rick took the day off.
THURSDAY
Evan drove from home to Franconia and dropped off his car and trailer. Andy flew to Franconia in the Champ, picked up Evan, and brought him back to Post Mills. Evan then flew the towplane back to Franconia, towing nothing. Karl towed the fuel trailer from Post Mills to Franconia. Pete drove his truck back to Franconia, towing nothing, and checked in at the establishment across the street from the airfield. This completed the preparation phase. Rick took another day off.
The flying phase
FRIDAY, the Fourth of July
The first day of our encampment was cold and fairly miserable. Henry took a couple of practice flights, which involved towing up to the ceiling of 1500 feet AGL and gliding back down. Andy towed. The Franconia towplane was having some engine troubles, and their club asked ours to provide some tows. This is a Fourth of July tradition.
SATURDAY
Saturday started out overcast, cool, and quite windy. We initially thought it would be a loser of a day. Fortunately, the wind was on the ridge, and everyone who wanted to get in the air did so, with the exception of Henry, who spent the day helping everyone else fly.
The sun broke out in the middle of the afternoon, and several pilots made it into the wave.
Tim (AT), Skip (JS), Dan, (EA), and Paul (S1) posted good flights, but the best one was by Andy Lawrence (PM), who reached 13000 feet. The Blanik flew several times, with Bill instructing. Rick and Dakai made it to 8100 feet on the last flight of the day, and landed at 7pm.In all, we had 21 flights on Saturday (including a few tows for FSA, whose towplane engine was still not yielding to the ministrations of their mechanic). Andy did all the tows, allowing the other three PMSC towpilots time to enjoy their day.
Thanks to Judy's last-minute organizing, we had a traditional cookout in the back yard of the Kinsman Lodge, where a few of us were staying and a few more were camping out. A lot of people contributed, and a few probably still owe Judy a small amount for groceries. The evening ended with some low quality fireworks and some high quality stargazing.
SUNDAY
Sunday was a beautiful day from end to end. Tim (AT) took off first and was one of the last to land. He went up north and made it up to 13000 feet. Evan (T8) and Dan (EA) made it to similar heights. Moshe (RU) spent several hours practicing low saves in the vicinity of the airport, and Skip (JS), Dennis (DC), Pete (3J), and Andy Lawrence (PM) chased each other back and forth on the ridge. The Franconia club again benefited from our visiting towplane, as the consensus on the status of their engine converged on "ruined." For the third day in a row, Andy did all the tows, for a total of 46 for the weekend.
Greg organized the retrieval of all the equipment. Thanks to the hard work of Pete, Karl, Angelica, Annie, Andy Lawrence, and Andy Lumley, everything got packed up and brought back home by the end of the day.
Monday it rained. A perfect weekend.
The only thing left to do was the laundry.
Thursday, July 3, 2014
Wednesday, June 25, 2014
Weekend report June 21 - 22
Another terrific weekend for the club!
We expanded our operational footprint to three airports in two states, accomplished some good flight instruction, welcomed back an old member, and racked up over 3000 OLC kilometers.
Saturday started out with a quick trip in the Cub to Springfield by Kevin and Rick to help Dennis assemble his glider. When we left him, he was still looking for a towpilot. Fortunately, he found one later in the day and had a short practice flight. Afterwards, he was able to hangar the glider in preparation for further flying on Sunday.
Back at Post Mills, the conditions were good enough to get up and get away for one long (T8) and several medium sized (ZP, BA, EA, JS, S1, RU, PM) cross-country flights.
Two of those flights did not quite make it back to Post Mills. Greg and his guest Mike flogged the Blanik up to Franconia and landed at Dean on the way home. Andy Lawrence must have decided they needed company, and he landed there, too. In an uncharacteristic display of efficiency, the club leapt into action and executed two simultaneous retrieves, getting everyone home in time for the cookout (it didn't hurt that this was the longest day of the year).
The cookout was well attended:
The flying on Sunday was even better. Iron Man (T8) was the first to take off, and the last to land. In seven and a half hours, Evan flew 600 kilometers, which is an all-time distance record for flights out of our humble airfield. Congratulations, Evan!
Moshe (RU) took a 300 km trip that included the far side of the Green Mountains, an area gliders don't normally visit. Thomas (ZP), Greg (JD) and Dan (EA) chased each other around a quadrilateral with vertices at Mount Hunger, Burke Mountain, Mount Washington, and Post Mills.
Sonny (LT) flew our stock 100 km FAI Triangle (Post Mills, Harvey's Lake, Dean) and was happy to get home after a low save over Mallory Farm, a place with which he is familiar.
Skip (JS), who took off exactly 3 hours after Evan, flew a somewhat smaller bow tie course which included a low save at Dean. Andy (PM), and Doug (PM) combined to put another 200 km on the 304's odometer.
The local guys had a good time too. Henry explored the area in 3J for 2 hours. Dakai made his first flight as sole manipulator of the controls and kept the 2-33 in the air for an hour. Karl flew the Blanik three times, including an introductory ride for Matt Hausler, and an end-of-day flight with Lane that went to 7300 feet. Tim and Christina went for a short flight and took that great picture of Lake Morey and the river.
We were very happy to see Carl Hausler on the field again after a long absence. Although he didn't actually get in the air this weekend, he has told us that he wants to become active again. Welcome back, Carl!
The weekend ended the way it began, with a trip to Springfield (this time in the Champ) to see Dennis (DC), who had another nice flight in the Ventus.
That's it. A very successful weekend with lots of happy pilots. Thanks to Doug and Andy for towing, and to Bill for instructing both days.
We expanded our operational footprint to three airports in two states, accomplished some good flight instruction, welcomed back an old member, and racked up over 3000 OLC kilometers.
Saturday started out with a quick trip in the Cub to Springfield by Kevin and Rick to help Dennis assemble his glider. When we left him, he was still looking for a towpilot. Fortunately, he found one later in the day and had a short practice flight. Afterwards, he was able to hangar the glider in preparation for further flying on Sunday.
Back at Post Mills, the conditions were good enough to get up and get away for one long (T8) and several medium sized (ZP, BA, EA, JS, S1, RU, PM) cross-country flights.
Two of those flights did not quite make it back to Post Mills. Greg and his guest Mike flogged the Blanik up to Franconia and landed at Dean on the way home. Andy Lawrence must have decided they needed company, and he landed there, too. In an uncharacteristic display of efficiency, the club leapt into action and executed two simultaneous retrieves, getting everyone home in time for the cookout (it didn't hurt that this was the longest day of the year).
The cookout was well attended:
Andy, Andy, Bill, Dan, Ella, Evan, Karl, Keith, Greg, Mary, Mike, Mike, Moshe, Paul, Peter, Petey, Rich, Rick, Sue, Sue, and Sueand the only complaint was that we ran out of food again. Perhaps we should be better organized, who knows?
The flying on Sunday was even better. Iron Man (T8) was the first to take off, and the last to land. In seven and a half hours, Evan flew 600 kilometers, which is an all-time distance record for flights out of our humble airfield. Congratulations, Evan!
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| A 600 kilometer bow tie |
Sonny (LT) flew our stock 100 km FAI Triangle (Post Mills, Harvey's Lake, Dean) and was happy to get home after a low save over Mallory Farm, a place with which he is familiar.
Skip (JS), who took off exactly 3 hours after Evan, flew a somewhat smaller bow tie course which included a low save at Dean. Andy (PM), and Doug (PM) combined to put another 200 km on the 304's odometer.
The local guys had a good time too. Henry explored the area in 3J for 2 hours. Dakai made his first flight as sole manipulator of the controls and kept the 2-33 in the air for an hour. Karl flew the Blanik three times, including an introductory ride for Matt Hausler, and an end-of-day flight with Lane that went to 7300 feet. Tim and Christina went for a short flight and took that great picture of Lake Morey and the river.
We were very happy to see Carl Hausler on the field again after a long absence. Although he didn't actually get in the air this weekend, he has told us that he wants to become active again. Welcome back, Carl!
The weekend ended the way it began, with a trip to Springfield (this time in the Champ) to see Dennis (DC), who had another nice flight in the Ventus.
That's it. A very successful weekend with lots of happy pilots. Thanks to Doug and Andy for towing, and to Bill for instructing both days.
Tuesday, June 24, 2014
Monday, June 23, 2014
WGC 2014
Here is some basic information about the World Gliding Championships (WGC), and about the US Soaring Team.
The WGC takes place every two years. It is split into two separate competitions, with three classes of gliders in each. Sometimes, the interval between competitions is one-and-a-half or two-and-a half years, because they occasionally go to the Southern Hemisphere, where it's summertime in January.
Usually, about 20 countries participate in each Championships. Each country is allowed to send two pilots per class, not counting the reigning champions, who are automatically invited. USA tries to send a full complement of pilots to each contest, which means 12 pilots total for the two contests.
This year one of the WGCs is in Finland in June (it has already started), and the other one is in Poland in July.
The contest in Finland is for the Standard, Club, and 2-seater classes. Here is some information and links to help you follow along:
Karin Schlosser, one of our pilots, is writing her own blog. Unfortunately, both bloggers are currently reporting that the weather in Finland is really lousy.
The other contest is in Poland, and it is for the Open, 18 Meter, and 15 Meter classes. Here is the info:
The WGC takes place every two years. It is split into two separate competitions, with three classes of gliders in each. Sometimes, the interval between competitions is one-and-a-half or two-and-a half years, because they occasionally go to the Southern Hemisphere, where it's summertime in January.
Usually, about 20 countries participate in each Championships. Each country is allowed to send two pilots per class, not counting the reigning champions, who are automatically invited. USA tries to send a full complement of pilots to each contest, which means 12 pilots total for the two contests.
This year one of the WGCs is in Finland in June (it has already started), and the other one is in Poland in July.
The contest in Finland is for the Standard, Club, and 2-seater classes. Here is some information and links to help you follow along:
We have some connections to this contest. Both of our Standard Class pilots are members of GBSC and have flown out of Post Mills. The principal author of the US Team blog is PMSC member John Good.
Contest site: Rayskala, Finland Dates: June 22 - July 5 Contest website Scores US Team blog, Twitter Karin's blog
Karin Schlosser, one of our pilots, is writing her own blog. Unfortunately, both bloggers are currently reporting that the weather in Finland is really lousy.
The other contest is in Poland, and it is for the Open, 18 Meter, and 15 Meter classes. Here is the info:
Rick (DB Crew) will be there, and will be one of the Team bloggers and tweeters.
Contest site: Leszno, Poland Dates: July 27 - August 9 Contest website Scores US Team blog, Twitter
Slacker Friday
Evan, Rick and Karl went flying on Friday, and Keith towed (Thanks, Keith).
The conditions were good but there was too much wind for a normal cross-country mission. Evan (T8) was the smartest: he flew up to Franconia and joined Jim David (US) on a wave hunt. They were successful, and Evan made a nice climb to 13800 feet. From there, he made it almost halfway to the North Pole.
The conditions were good but there was too much wind for a normal cross-country mission. Evan (T8) was the smartest: he flew up to Franconia and joined Jim David (US) on a wave hunt. They were successful, and Evan made a nice climb to 13800 feet. From there, he made it almost halfway to the North Pole.
Thursday, June 19, 2014
Diamond Distance
Congratulations to PMSC blogger Greg Hanlon, whose Diamond Distance (500 km) flight was approved by SSA today!
All he has to do to complete his Diamond Badge is to make a climb of 16404 feet.
All he has to do to complete his Diamond Badge is to make a climb of 16404 feet.
Wednesday, June 18, 2014
The Franconia Dive
Here's an illustration of why Franconia is such a useful place.
Yesterday, Tim (AT) and Greg (JD) departed Post Mills a bit late, around 2pm. They soared up to Black Mountain and then made a beeline for South Kinsman mountain, which wasn't working. They followed the Kinsman ridge to Cannon Mountain, where they got back up.
This enabled them to get very high and stay in contact with the clouds for the rest of the flight, until final glide.
Plunging into the Franconia region is usually a good bet, especially with a westerly wind. On the rare occasions when you can't stay in the air, there is a very nice gliderport at the bottom of the ridge.
The next time you see one of the FSA club members, be sure to tell him or her how much we appreciate their airfield, even when we don't land there. You'll get a chance to do this in a couple of weeks.
Yesterday, Tim (AT) and Greg (JD) departed Post Mills a bit late, around 2pm. They soared up to Black Mountain and then made a beeline for South Kinsman mountain, which wasn't working. They followed the Kinsman ridge to Cannon Mountain, where they got back up.
This enabled them to get very high and stay in contact with the clouds for the rest of the flight, until final glide.
Plunging into the Franconia region is usually a good bet, especially with a westerly wind. On the rare occasions when you can't stay in the air, there is a very nice gliderport at the bottom of the ridge.
The next time you see one of the FSA club members, be sure to tell him or her how much we appreciate their airfield, even when we don't land there. You'll get a chance to do this in a couple of weeks.
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| The Franconia Dive |
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