Men in Red

Electric audio vario/averager for sale

You DO have an audio vario in your sailplane, don't you?

If you don't, here's a cheap solution: Cambridge CAV II, dual range, dual damping rate, audio and 20sec. averager all in one 80mm (std "large" instrument opening) instrument with low 12V power draw. No issues, looks as new, switches, etc. all perfect. $200. Same capability as spiffy new Borgelt B400 at 1/3 price.

T8

The choice of champions, still

In the UK, the competition ID "S1" belongs to Sarah Kelman, the current Women's World Champion. Sarah is an airline pilot and an enthusiastic ambassador for our sport.

In this BBC Radio interview, she says she has "some quite high-tech instruments" in her ASW-28. Judging from this picture, she's talking about an LNAV.

Cool.

PMSC Winch

Our long-neglected winch is on indefinite loan to our friends at GBSC. A cult of winch fans has formed in that club, led by Ken Flaton.

Ken and Dave Zlotek fetched the winch about a week ago and took it to Massachusetts, where they quickly got it running again:

They are taking this project one step at a time, but they have big plans, not just to return the winch to service, but also to improve it. They may ask us for help, and we should be ready to pitch in. Interested members are invited to join the GBSC Discussion Group.

Under the overcast

Thanks to Kevin, who was watching the weather, Paul (S1), Tim (PM), Kevin (6Q) and Rick (S2) were able to take advantage of a weird soaring day yesterday.

The day started out as forecast, with lots of sunshine and some early morning cumulus clouds. However, the moisture that was scheduled for today moved in early, and by the time we were ready to take off, the sky was completely obscured by a thin overcast. Nevertheless, we pressed on and launched all four gliders in the mid-afternoon.

The conditions were surprisingly good. Tim flew the farthest (we think), 129 km. Rick was second (we think), with 100 km. Kevin's flight recorder failed, so we aren't sure how he did (and we don't believe any of his stories). Paul is still trying to figure out how to download his flight recorder, so he may have made the best flight of all. The results will be on the OLC.

Whatever the final results, we sure had a good time.

Weekend Report May 2 - 3

Something very unusual has happened this year.

Typically, we get three or four new members joining the club throughout the soaring season. This year, we met five enthusiastic new pilots on Day 1.  And yes, they are all already pilots.

Matt Benard, Paul Dixon, and Bill Swartz have joined the club, and Christopher Ian and Chris Hollis have taken introductory lessons and are in the middle of making up their minds.  They are all nice people, and the club is lucky to have this level of interest so early in the season.

Saturday was cold.  We started the reassembly of the 2-33, working until we froze, essentially. Matt and Paul pitched right in, but had to leave before flying started late in the day.  The sun came out, finally, and Thomas was able to do some instruction in the Blanik just before sunset.

Sunday also started late, but we were able to get all the new guys in the air for a nice introduction to soaring.  Pete and Tim began their flight test prep.  The best altitude achieved was 7100 feet.

As the sun got low, the temperature dropped again.  The cookout took place indoors.

At the beginning of the season, there is a lot of demand for instruction. With only one 2-seater available so far, we really need to get organized.  We all have to cooperate on the ground to minimize turnaround time, and we need to start showing up early, even on crummy weather days.

See you next Saturday at 10am.

Nice pattern

On Tony's last flight of the winter season (yesterday), he landed out at a small airfield. He rolled to a stop and was reaching for his cell phone to call his crew when he spotted a glider on final approach to the same grass strip. You guessed it - they were crewing for each other.

Tony reports that 7H is in the trailer, ready for the drive back to New Hampshire.  You can see from his Florida flight log that he had a good winter.

Summer flying in Vermont and Winter flying  in central Florida. Now that's a nice pattern.

Perry 2009

The idea hatched on a Saturday in January. I was shoveling several feet of extremely dense, compacted snow off the roof of my garage... and trying to keep a positive train of thought going while dealing with my most despised chore of the year.

It went something like this: "Yes, there are positive attributes to the state of New Hampshire and New England generally. For instance, we have roads, of a sort, and some of them lead South. If you drive far enough South, say about eight or ten New Hampshire lengths South, you can get to places that do, in fact, have civilized Winter weather, where folks aren't perpetually grumpy and gliders can be flown cross country during more than 1/3 of the year. Some combination of those roads will actually get you to a place like Perry, SC, where they can run a race in mid April with warm sunny weather...”

You get the idea.

One thing led to another, as these things sometimes do, and about a decade later (it seems – Winter was interminable this year) I'm headed down I-81 with crew chief John Boyce, through the rolling meadows of Virginia, admiring the redbuds and looking forward to a week of racing.

Yahoo! Happy pilot waits for another chance to go on an adventure.

Perry isn't much. Little more than a crossroads and a bright blue water tower. But Al Tyler and friends have built a great little airport here that can and does accommodate a 65 entry contest with ease. The atmosphere is much the same as New Castle (this is a good thing) less the mountains looming in the background. The hospitality is typically Southern, which is to say wonderful.

Practice days come and go with some local flying, practice final glides, making sure everything that worked last season still works. Weather is sort of lackluster (but warm and sunny!!) and we're all rusty to some extent.

Monday the wind is really howling and the race day is cancelled. Gusts to 30 knots on the ground at times. I fly anyway with a few other adventurous souls and bounce around in strong lift and stronger turbulence for a few hours.

Tuesday, racing begins and the rust starts to fall away. We rediscover our flying skills and the farther and faster we go, the better we feel. Flying is interspersed with cookouts, stories and beer. By week's end, we are racing Nascar style close but it is all done with grace and panache. We're all after a score, of course, but more important than the score is camaraderie and peer respect.

Where's a 2-33 when you need one? Perry contestants and crews

hang out in such shade as they can find, waiting for the launch.

One of the things I'm after this week is the chance to do some meaningful performance comparison flying. There are a couple of reasons for this. I'm flying a glider that – depending on which German factory you happen to be a fan of – could be described as “state of the art, circa 1985” or “not quite state of the art, circa 1985”. I want to know what I'm really up against in 2009. I already have a pretty good idea of how she does against the newer ships in a dry contest, but at Perry we are watered up and this changes things in interesting and not always obvious ways. Also... flying in proximity to other ships in competition affords the opportunity to try out subtly different approaches to thermaling and cruising and to see what works best for you and your ship.

The first good opportunity presents itself on Wed. My guinea pig is a front line 15m ship from one of the well known German manufacturers, absolutely state of the art. The World's had dozens of these things. I don't know the pilot well, but he seems to know what he's doing and we fly wing tip to wing tip for 20 – 25 miles. I comment on this later to a friend and sometimes mentor – let's call him “Racer X” – and he promptly deflates my bubble with a hearty laugh and says “If true, that suggests that the other guy has a genuinely stinky glider!” I don't press the point, but I'm not convinced.

Go Baby, Go! Full of water, full of confidence, 110 knots can't get me there fast enough!

Later in the week, rust fully removed, I happen on an enormous gaggle of 15m and standard ships on the same task. Leading the pack is a well known US Team member. The next course leg is long, largely blue. I almost never play tag-along, but this looks like another opportunity to do some close quarters comparison, so I join near the bottom/back... and hey, there's Racer X too, this might be fun.

The US Team member, as you'd expect, is setting a pretty respectable pace. A little too respectable for me, initially. 15 miles later, I'm clearly losing this race. I turn it up a notch or two and start looking for opportunities to make up some ground, find them, work them, start catching up. Another 30 miles later, I've worked into the dense part of the gaggle and I've found the way to get past most of these guys despite having an “old ship”. Racer X, by this time is flying along with Mr. US Team – he's found a way to work through this gaggle too. But it is tough to break away from the front – at the leading edge of the fleet you have to find and center all your own thermals and the added burden on these guys tends to keep the fleet together. Because of this, I am able to work through to the leading edge and finally Racer X and I head out of the top of a thermal more or less alone and I do something I've never done in 18 years of on and off competition flying: I latch on to his tail and slavishly follow every single move for the next 15 miles. A regular leech. The purpose is simple: I want to fly through the same air at the same speeds and find out for sure how the ship goes – this run is all about the airplane, although of course I'm paying attention to the decisions being made in the cockpit ahead as well and checking them against what I would do. He does something I don't like and I'm outta here. But naturally he doesn't (he's good at this).

The run goes better than hoped, and of course X has no idea what I'm up to because I'm at his six, about 8 seconds behind. Mr. X finds a good thermal and starts to turn, sees me and I swear I can hear his eyeballs go “Sproingggggg!” – because I was supposed to be left for dead in the last thermal.

Information gathered, point made, we thermal up, go our own ways and shortly we head into a soft area where the gaggle – now mostly behind us – disperses as guys run for whatever they think might keep them aloft. I end up low – something a fair bit under 2000 agl – a few miles from an airport, struggling over a cotton field in 1 knot chop, all alone. I can see other gliders here and there a few miles off doing about the same. My thermal starts to kick after five interminable minutes, Racer X shows up to collect a favor and the thermal fattens up to a respectable 3 – 4 knots. X then proceeds to out climb me handily, which I take to indicate that he's dumped his water (I am still full). But then at the top of the thermal he lights out at 90 knots and it is abundantly clear that he's still got all his water too. There are still some mysteries to solve! I don't like the way he's going, so I head 30 degrees left and don't see X again until we're on the ground. “What'd'ya think, do I keep the 'junky old glider'?” “Yep, that's a keeper.”

ASW-20B at week's end. Still kicking tail after all these years.

As the week draws to a close, we're all pretty happy. I've flown every single day I've been here, raced five out of a possible six, enjoyed the heck out of it and liked the results pretty well, too. Along the way I've met a bunch of new friends and learned a lot. Can't ask for better than that.

Special thanks to: John Boyce, Al & Rhonda Tyler, Ray Galloway, Russel Muschick, Leo & Pat Buckley and Line Crews and Tow Pilots Everywhere

-Evan Ludeman - T8

Annual Safety Nag

Here are three bits of advice:

• Pick a good field over a convenient field.
  
• If you're being followed in the pattern, land long.
  
• Avoid howling crosswinds.
  

The season has barely started, and pilots in the eastern USA have wrecked three gliders already.

We like to talk about "lessons learned" from other people's misfortune, but it would be more accurate to call them "lessons repeated."  Nothing is being learned here.  It happens every year at this time. The same accidents with the same causes; only the names have changed.

We are all rusty.  We are all eager.  We all welcome the dynamic Spring weather.  Don't be a bozo.

Weekend Report April 25 - 26

Eight gliders received their annual inspections, and two were flown this weekend (three, counting Tony in Florida).  Tony (7H) has eleven flights on the OLC already, and Evan (T8) has at least four. Evan's last few flights haven't been posted.  He's probably on his way home from Perry.

Assembly Day Report

If your name is not on this list:

Andrew, Andy, Andy, Bill, Bob, Charlie, Chris, Christopher, David, Dirk, Doug, Elinor, Gretta, Jack, Jeff, Jill, Jill, Judy, Kelly, Kevin, Larin, Mary, Matt, Mike, Nancy, Nathan, Olivia, Paul, Pete, Peter, Petey, Rich, Rick, Sonny, Sue, Thomas, Tom

you missed either a fun day of washing and assembling gliders or a cookout, or both.

For the twenty-first time, we began our season by bringing our fleet out of storage, assembling and washing, and occupying our tiedowns on the field.  After the work, we had the choice of making a symbolic flight, or starting the party early.  We chose the party.

Perhaps we'll make our first flight of the season tomorrow.

AOPA

The Aircraft Owners and Pilots Association is the second oldest national aviation organization to which I belong. AOPA is touting its 70th anniversary in the May, 2009 issue of their monthly magazine, AOPA Pilot. (Here is a link to the current issue.  Archived issues are available only to members).

I am definitely getting the impression that AOPA has decided to expand their coverage of activities outside the airplane category. There is a blimp on this month's cover, a blimp story inside, and a nice article about a little grass strip in Vermont where balloons and gliders are flown (you have to be a member to read it online).

SSA members Val Paget and Bill Daniels have been writing for AOPA, and last month we were visited at the Seniors Contest by AOPA contributors Mike Fizer and Mark Twombly.

Regardless of whether this new level of attention is official policy, AOPA deserves credit for reaching out like this.  They stumble sometimes, but at least they're trying.

You can join AOPA for $39.