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TOWLINE August / September, 2012
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Thermalling at EPH
Table of Contents DuckHawk wins 15-M & 18-M Nationals ...................... 3 First 2000 km flight flown in Eastern U.S. .................... 3 Ephrata 2012 Dust-Up: .................................................... 3 Region 8 Contest ............................................................... 6 MGL Avionics V6 Aviation Radio Transceiver ............ 8 Human-Powered Aviation ............................................... 9 World Gliding Championships ....................................... 11 Solar Impulse, ................................................................... 11 More on Mountain Wave ................................................ 11 96,640 feet Parachute Jump ............................................ 14 SCG Calendar ................................................................. 14 National Event/Contest Dates ......................................... 15 Safety Ideas ....................................................................... 16 Classifieds ......................................................................... 24
August - September, 2012
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Updated 6/6/2012
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DuckHawk wins 15-M & 18-M Nationals Chip Garner, piloting the American made DuckHawk sailplane is the 2012 15-Meter National
Champion. This is the first time in thirty-seven years that an American-made glider has won a U.S. competition. Expect to hear more about this new sailplane in the coming month. Congratulations to Chip Garner and the DuckHawk team. Jerzy Szemplinski, a Canadian guest, was recognized as the cumulative winner of the 15-Meter Event. It is also noted that the 15-M Winner Podium contained all western pilots; so much for the thought that westerners cannot handle eastern weather.
And the DuckHawk saga continues at the 18-M Nationals in Montague. Chip Garner flying the
DuckHawk showed everybody what the new ship can do by placing 2nd in the 18-M class at. Gary Ittner, flying an ASG-29-18, placed 1st..
And Chip Garner is planning to fly the DuckHawk in the 2012 U.S. Open Class Nationals.
First 2000 km flight flown in Eastern U.S. From Soaring Society of America E-News Brian Milner has claimed the first 2000 km flight in the Eastern USA on May 10th, 2012. He flew
2070 km at 109 mph. This is being filed for a Canadian and Pennsylvania distance record as a 3 turn point flight. His take off and return was Mifflin. It was a fourteen hour flight. Congratulations to Brian!
Ephrata 2012 Dust-Up:
2012 DustUp Summary By Noel Wade…… A great "Thank You" to everyone who helped out at Ephrata DustUp weekend and made the event so
successful. From Tow-pilots, to Mentors, to our Launch Line Crew, to the chefs & clubhouse-cleaners, a couple-dozen people pitched in and made everything run smoothly. I can't possibly name them all without forgetting a few, so please accept my thanks to you all - and know that you made a lot of pilots happy that weekend!
Here are a few fun-facts about the event: * We did over 120 tows in 3 days * We only had 4 retrieves (3 by aero-tow) * We performed over 15 two-seat mentorship flights * We had at least 2 pilots earn their full Silver Badge, and one or two more earned several legs of
their Silver Badge * Many pilots set "personal bests" in terms of altitude, duration, and distance. * On Monday, some of our experienced pilots had incredible flights and we took 10 of the top 15
spots in the OLC for North America! * Our donation-meals raised a couple-hundred dollars for the SGC Soaring Foundation (which
supports the clubhouse facility, among other things) * The only thing that got damaged/broken was a folding table (a pilot's rear-end put the table over
gross-weight). And our flights on that weekend caught the eye of the OLC Magazine folks, who mentioned Ephrata
in their "Gold League" write-up.
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DustUp --The Student Experience by Hugh Davies, Mason Killebrew, and Greg Gohsman
This year’s Annual Ephrata Dust Up replaced the straight-up competition format with one that put an emphasis on learning and mentoring. An important part of this new format was dual-ship cross-country student mentoring featuring three glass ships and several very experienced cross-country pilots.
The whole weekend was a great success for newbie and wannabe X/C pilots, and the low-key atmosphere made it easy to immerse yourself in the action. Depending on timing, conditions, and other factors, every mentee’s experience differed, but in addition to the flying itself, there were opportunities to learn about rigging, planning cross-country flights (students attended the pilot’s briefings each morning), setting up GPS software, and of course the post-flight debriefings over great food, and bevvies in the in the comfortable SGC clubhouse.
The goal each day was to have each ship – two DG-1000’s and a Grob 103 – fly two, two-hour cross-country flights. The ships were the SGC consortium’s DG, Tony Wiederkehr’s DG (a huge thanks to Tony for this very generous loan) and the Evergreen Grob. Mentoring pilots were Noel Wade, Kevin Finke, Heinz Gehlhaar and Jim Simmons – Thanks to you all!
To give you a sense of these mentoring flights here are a few short summaries from students Hugh Davies, Mason Killebrew, and Greg Gohsman. Hugh:
I flew with Kevin Finke in Tony’s DG. What as ship! By the time we prepped, it was getting late in the day, being the second mentoring flight that day and most other ships were back on the ground. The sky was not nearly as promising as it had been earlier so the plan was to go up, sniff things out and if conditions warranted head west to Waterville and “reassess” our progress en route.
We took a tow to the radio towers and we immediately found some weak lift. Encouraging. Then after a minute or two we spotted Noel in the Grob thermalling and climbing a little East of us. We quickly joined him and climbed to 8000 ft – enough to head out and try our luck to westward toward Waterville. It was my first time away from the Ephrata area (well, not quite. I had a 2-hour flight the previous year with Dave Reusch but the visibility was horrendous and I have no idea where we went!) and I was amazed by the topography of the land up on the plateau. Kevin told me all about a big lake, a big flood, some dry falls, and an amazing speed it all happened. Sounded rather implausible to me, something dreamed up while being too high without enough 02 ?!?!
Not just sightseeing though, we spent time identifying landmarks, landing sites and looking for dust devils. Conditions were pretty weak so I got plenty of practice scratching in thermals, trying to center them, and then working on speed-to-fly between thermals. It seemed we had the sky to ourselves; there was virtual no radio chatter and conditions were generally weak and the air pretty benign.
After 45 minutes we were on the east edge of Moses Coulee the GPS said we had Waterville made if we chose – but would we get back? Neither of us wanted to miss the dinner prepared by Chris Young so we decided that discretion was the better part of valor and started picking our way home. Little did we know that the only person who was going to miss Chris’s lovely dinner was Chris himself as he had landed out earlier in the day (I think he did get some leftovers! Thanks again Chris for that great dinner!)
We started to head back with good altitude but practicing thermalling whenever we got the chance. We’d got pretty used to the “benign” conditions, but about halfway back things got interesting. We hit an absolutely screamer of a thermal – really quite violent. Kevin took the controls and showed me some pretty “assertive” flying as he tried to center this tiny little beast. We didn’t stay with it for long though and quickly found ourselves in massive sink – averaging 14 knots down – and that seemed to go on for a long time. Suddenly Ephrata felt much further away (at least to me – another learning moment!!)
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After what seemed a long time (does time stretch in proportion to sink rate?) we flew out of it and proceeded back toward the airfield. We arrived with lots of height (that DG has legs!) and Kevin took us in for and uneventful landing. Total time 1:50 minutes. Trace at http://www.onlinecontest.org/olc-2.0/gliding/flightinfo.html?dsId=2423728 Thank you Kevin!!!
Mason:
After months of looking forward to the Dust Up and Evergreen Soaring Encampment in Ephrata, I think I was fortunate enough to be among the first to log on to the Dust Up sign up when Noel posted it. As such, I was the first to take a cross-country mentored ride on Saturday. I drew Kevin Finke as my mentoring pilot and we flew the almost new and quite beautiful DG 1000 that Tony Wiederkehr generously allowed the use of for the Dust Up weekend.
After Kevin, Hugh and I assembled the DG (not as big a task as I anticipated), Kevin declared a task to fly to the Grand Coulee Dam, cross-country, and back within two hours. Kevin flew the initial take off roll and allowed me to take the controls as we climbed out behind the tow plane. Having almost no experience in a glass ship, I was over-correcting for a bit before getting the feel of the DG. If your world has been confined to Blanik L-23’s and 33’s, you can understand the different needs of a very slippery glass ship.
The flight to the dam was a series of straight glides and thermals guessing where the best lift would be found. At all times, the computer showed that we were above final glide to return to Ephrata. Along the way, Kevin pointed out fields and airports.
Upon getting to the dam and still being above final glide, Kevin declared that we needed to be below that altitude in order to accomplish a true cross country flight (by definition) and order to accomplish that, he dove over the dam and we were finally below final glide.
The return to KEPH was a straight shot with lift found all the way without needing to thermal…it was that kind of day. In fact at thirty or so miles out, Kevin gave me the controls with the instruction to fly it at eighty knots straight back. At several miles still out from Ephrata and being too high, he took the controls and kicked it up to one hundred twenty to burn some altitude. Slowing and getting into the pattern at the airfield, Kevin executed a perfect landing on the numbers at one minute short of the two-hour goal.
All in all, a spectacular flight with lots of experience gained, some of which I had a chance to practice over the next two days flying the L-33.
Big thanks to Kevin and Noel for putting together a really fun, learning experience for the Dust Up, and to Kevin for being a patient mentor. Trace at http://www.onlinecontest.org/olc-2.0/gliding/flightinfo.html?dsId=2423724
Greg:
I went in the (SGC) DG 1000 with Jim Simmons, who has been gliding for 30 years. He started with a weight and balance check and then showed me software that takes the log of the flight, showing the ground track and circle after circle thermalling. It was very cool to see a flight he had made.
Once on tow it was great to actually get to use a slack line maneuver - due to turbulence. After an hour of searching we made it to 10,500 ft and I learned how to use the LX7000 flight computer. Three hours later we entered the pattern with a 45 degree 18 knot crosswind. Jim mentioned the large hangers would cause turbulence and as we encountered the sink I had to close the spoilers to arrest the descent and then get them back on, once through. We landed at an angle across the runway to reduce the cross-wind component. In hind-sight I needed 60 knots Vs. the 50 knots - and could have landed past
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turbulence zone of the hanger. I learned a lot that day. Thank you Jim. Trace at: http://www.onlinecontest.org/olc-2.0/gliding/flightinfo.html?dsId=2439272
Summary
As Mason said, there was a lot of chance to practice our flying skills over the rest of the weekend; I don’t know how many student flights were made over the 3 days but there were many – more thanks to Dave Reusch, Paul Adriance, Ron Bellamy, (am I missing someone?). Ephrata presents a terrific world-class soaring facility right “next door” and certainly had the student all talking about how they could come back more often! Once last huge thanks to the mentors, and to Tony Wiederkehr, Evergreen and the SGC syndicate for the use of their ships!
The mentees: Don Flinn, Greg Cohsman, Jim Rise, Movses Babayan, Pat McCartan, David Dyck, Hugh Davies, Mason Killebrew, Jennifer Hunt, Tom Flandro, Dimitry Rudas and Daniel Dyck.
So, that’s how an Out-Landing is Done! By Fraser Mitchell For me it all started at 6000 FT when Rudy said, “Pull the Yellow Handle”. The Glacier tour over
Pemberton is breath taking. At 3500 feet, we began the aerobatic part of the flight. At the top of the stall turn everything went beautifully quiet. The loops were spectacular, well controlled positive G. The most fun ever. I was hooked.
100 plus flights later with the assistance of the great people of the VSA, I obtained my Glider Private Pilot License. However, it is clear that the learning continues.
Cross Country? It sounds scary. But with Dave Pearson’s simulated Cross Country Course in the Cessna, the Dave Burgess Cross Country Classroom Session under my belt and of course, Fiona Bailey’s dedication to safety, I felt the opportunity to fly at Ephrata, Washington was a challenge not to be missed.
Two hours and forty five minutes into the flight, my mentor, James Swank, decided we were too low to make it back to our home port of Ephrata. It was apparent that an out landing was in order. We calmly selected our new landing site and Coulee City was it. No fear, instead just intense focus. The Pre-landing check went OK. Winds were coming in at 10 knots from the west, and we had no traffic in our way. James set it down perfectly and we rolled to a stop at the turnaround.
Of course we had the new problem of getting home. Luck was with us as Ron Poe, the tow plane pilot, had not yet left for dinner (he did say, however, that had we called 10 minutes later, we would have been calling for the trailer). His Pawnee towed us back to Ephrata. Our gratitude went far beyond the steak dinner we purchased for Ron. And so, the learning continues.
Thanks to the Seattle Soaring Council and the Great Guys from Oregon. I also extend a very special thanks to Heinz who taught me that education doesn’t necessarily end once you’ve earned your license.
Region 8 Contest Region 8 Contest was run at Ephrata from June 11-16, with a practice day on June 10. A big factor in
the Region 8 this year was the weather and the wind. Tons of wind, all week, and from every imaginable direction. This caused the 1st and 3rd day to be cancelled.
The one race day that was cancelled due to extreme winds had the look of a wave day, and of the 5 pilots that took tows anyway on that day, Evergreen led the way with Craig, Keith, Noel and Brad braving the conditions and all ended up contacting wave out of Ephrata, a pretty rare occurrence for June.
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Congratulations go out to the winners: Standard Class was won by Walt Cannon followed by Tom Udd. But the class was headed by our
guest from the Australian National Soaring team, Alan Barnes. 15 Meter Class was on by Stu Larimore, followed by Mike Thompson. Sports Class was won by Tim Martin, followed by Noel Wade. Of note here is that Brad Hill in his
first ever contest & first season with his own-built Tetra, took 10th overall in Sports, placed much higher several days, and took the prize for highest finishing first-time racer.
18M/Open combined Class was won by Nelson Funston, followed by Richard VanGrunsven. Of note here is that Nelson’s son Craig was 5th overall in Open, and grandson Peter crewed for both, making this a 3-generation team.
The Scores are:
Standard Class Cumulative Score Rank Points ID Name Glider G 3673 SZ Barnes, Allan LS-8 1 3497 NT Cannon, Walt Discus 2b 2 3214 44 Udd, Tom Discus b 3 2751 CR Reinholt, Craig Discus 2b 4 2485 BP Gadowski, Dan Discus 2b 5 2194 4Q Vreeken, Dennis PZL SZD-55-1 6 1665 DZ Mason, Steve LS-4A
15 Meter Class Cumulative Score 1 3705 2Z Larimore, Stu ASW-27 2 3591 M1 Thompson, Mike Ventus 2bx 3 3334 50 Newgard, Mike Ventus cb-15 4 1630 1I Dixon, Tom ASW-27 5 1564 HH1 McLaughlin, Patrick Ventus 2bx
Sports Class Cumulative Score 1 3573 4Z Martin, Tim DG-400-17 2 3465 PM Wade, Noel DG-300 3 3008 SD Pfiffner, Richard Ventus b-16.6 4 2873 65 Cserfoi, George ASW-20 5 2846 XZ Dennis, Martin DG-202-15 6 2835 2J Mulder, John Genesis 7 2599 DM Cook, Dan Genesis II 8 2565 V6 Case, Brian HP-16T 9 2432 NO Profota, Don Ventus 2c-18 10 1983 00 Hill, Brad Tetra 15 11 1854 PK1 O'Leary, George HPH 304CZ-17.4
18M/Open combined Class Cumulative Score 1 3455 JN Funston, Nelson Nimbus 4M 2 3387 RV Van Grunsven, Richar Antares 20E 3 3316 3N Mecklenburg, Greg ASG-29-18 4 2928 2F Purves, Keith ASW-17-20.1 5 2483 7Q Funston, Craig Nimbus 3-24.5 6 1546 GU Gunther, Chris LAK-17A-18
Congrats, to all of you! And as Linda sys:
Members: Lets ring in with some congrats for these racers! Racers: Let’s hear some after-action reports.
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MGL Avionics V6 Aviation Radio Transceiver by Eric Greenwell, July 2012
While MGL Avionics (http://mglavionics.com/) is nearly unknown in the gliding world, their products are very popular with experimental aircraft builders. I discovered their new (Oct 2011) V6 radio offered on a soaring vendor
website, became interested, and purchased one a couple months ago. After bench testing its operation, I decided I liked it, and installed in my ASH 26 E.
The MGL Avionics V6 is a fully featured
communications radio with an attractive price around $1100. It includes the usual features of active/standby frequency switching, standby freq monitoring, 5 to 7 watts output power, alphanumeric channel labeling, plus potentially
useful features like 8.33 khz spacing (currently required in Europe but not in the USA). The behind-panel size is surprisingly small, as it is only 4” long without the connecter, making installation easier for many gliders (mine included)
I think the primary disadvantage is it's idle current of 230 ma, compared to the 90-140 ma of similar Becker, Dittel, and Microair radios. A secondary disadvantage is it's not “TSO'd”, which may prevent its use in some gliders with certification that require a TSO'd radio.
Based on about 15 flights, it has receive and transmit ranges that equal the other brands. Other pilots, towers, crew radios, and even AWOS transmissions are strong and clear, and I'm told my transmissions are likewise. It's easy to use with a few minutes practice on the ground; primarily, you need to know how to tune frequencies (directly or by memory channel), switch the active and standby frequencies, and adjust the volume and squelch.
My previous radio was very basic with tuning by thumbwheel switches, so I'm really enjoying these features that are new to me: • Tuning by knobs: it's much easier than tiny
thumbwheels, and works well with gloves. • Active/Standby frequencies: this is common in
newer radios, where a click of the ACTIVE button exchanges the active/standby frequencies, making it easy to switch between the two soaring frequencies, the airport CTAF and AWOS, soaring frequency and airport CTAF, etc.
• Monitor function: a longer press of the ACTIVE button monitors both frequencies, with the active frequency having priority during receive (and is always used for transmit). I really like this for listening to the AWOS without missing the airport CTAF transmissions when I'm approaching to land, “staying on” a soaring frequency while also hearing the other soaring frequency, or for checking ATIS info, AWOS winds, tower and
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approach transmissions without missing transmissions on my active frequency
• Alphanumeric labeling of channels: I can tune directly by frequency (easy when I remember the correct frequency) or by labeled memory channels (easy when I don't remember the correct frequency) that can be given two six character names, like “GLIDER Point3”, “RLD Airprt”, “RLD AWOS” (RLD – the identifier for my local airport), making it easier to find the correct frequency in the memory. The names can be entered directly on the radio or transferred to/from lists created on a computer; currently, the font is a bit small, but I'm hoping the company will change that with the next software update.
• 99 memory channels: I sometimes use a lot of frequencies while flying (listening to CTAF or tower when I'm close to an airport, checking AWOS and ATIS info, maybe calling an approach to check on restricted area activity), so it's convenient for the radio to hold all these (labeled) frequencies instead of reading them off a list or map. I fly in several different areas during the year, so I think the 99 slots will fill up fast, but the computer transfer allows me to have separate lists for Washington/Oregon, Nevada, Utah, and Idaho. For two seat gliders, the intercom connections
allow several ways to set up headset and PTT functions, but I haven't tried them in my ASH 26 E! There are also two audio inputs intended for
warnings to the pilot from other instruments. I intend to use these to add voice warnings for the engine system, as the current alarms don't penetrate the headphones as well as I'd like, nor are they adequately (in my opinion) informative enough. For example, the fan belt break alert (currently a “whoop-whoop...”) will verbalize a “fan belt break – fan belt break...” message into an audio input, which can then be heard clearly in the headphones while the engine is running. Of course, it could be used for any warnings, not just engine warnings (“check gear – check gear ...”).
There is a quirk that I didn't notice at first: there is no on/off switch on the radio. You can, of course, install a switch on the panel to do this (the company thinks an “avionics master switch” is normal – probably correct for airplanes). Also note that the microphone input is for an electret microphone, and a dynamic microphone might require an amplifier.
Interesting to me, but of unknown value, is the ability for the company to change the radio's operation with software the owner can download and install, as all the functions are digitally controlled, from the display to the audio processing. Because the radio is not TSO'd, it's possible for the company to make changes more easily and quickly, and they do so on their other equipment, which includes another com radio, single function instruments, and various electronic flight instrument systems.
Human-Powered Aviation
Weatherford engineer seeks prizes for human-powered aviationPosted Thursday, May. 31, 2012,
By Bob Cox At age 16, Larry McNay helped make history as part of the team that built and flew the Gossamer Albatross, the pedal-powered aircraft a cyclist-pilot flew across the English Channel in June 1979. Three decades later, McNay is leading an effort to write aviation history again.
Sometime in the next couple of weeks, the Weatherford resident hopes to strap his 13-year-old son, Andrew, into the cockpit to fly another human-powered airplane, the Wind Rose. The goal of McNay and a handful of colleagues for the last four years has been to win a pair of sizable cash prizes for human-powered aircraft put up by Britain's Royal Aeronautical Society.
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It's also to conduct a demonstration in conjunction with the 2012 Olympic Games in London, with hopes of eventually turning human-powered flight into an Olympic sport. For four years, McNay, an aeronautical engineer in Fort Worth for Lockheed Martin's Skunk Works, has been studying, designing, making and testing components for the aircraft in a hangar at Mineral Wells Airport. The goal isn't another human-powered aircraft; that's been done. This time it has to fly with some speed, maneuverability and endurance. It's a two-part, two-competition challenge that McNay and his supporters hope to accomplish with one aircraft. The Kremer International Marathon Competition calls for the aircraft to fly a 26-mile marathon course -- part racetrack and part figure-eight pattern -- in less than an hour. Oh, and the aircraft has to be transported to the site in a trailer, assembled and made ready for takeoff within 30 minutes. McNay, a licensed pilot, glider pilot and hang-glider enthusiast, pretty much eats, breathes and sleeps aviation. His father was an Air Force pilot, engineer and aviation buff, and an acquaintance of Paul MacCready, the engineer who designed and led the Gossamer Condor and Gossamer Albatross projects. As a high school student in Southern California, McNay joined MacCready's efforts building the Gossamer Albatross in Long Beach. "I was basically doing all the grunt work -- sweeping floors, getting things -- and eventually I started building things. But I couldn't have asked for any better." McNay ran alongside the Albatross to keep the wing steady until pilot Bryan Allen built enough speed to take off. Then he jumped in a boat and crossed the English Channel to try to catch it on the other side. "It was the most awesome thing to participate in as a kid," McNay said. At a reunion of the Gossamer Condor and Gossamer Albatross teams in 2005, McNay talked to MacCready, who bemoaned the lack of
progress in human-powered aircraft since then. A seed was planted. After MacCready died in 2007, McNay discussed the challenges with Peter Lissaman, MacCready's longtime partner. They decided to study the feasibility of a plane that could compete for the other Kremer prizes sponsored by the aeronautical society, ignored since the Albatross' achievement. With advances in aircraft technology, it was feasible, they concluded, and the effort to design and build an aircraft was launched. "It's been a matter of trying to find the resources and people to undertake this," said McNay, who figures he has spent $50,000 of his and other enthusiasts' money in the effort. As McNay designed the aircraft, he built and tested parts and technology. The Wind Rose is built almost entirely of advanced composite materials. The 60-foot-long wings are covered with a material similar to Mylar but much stronger. Friends in California are involved. A bicycle shop in Virginia is building the sprockets that will transmit pedal power to a lightweight, two-blade propeller to generate the thrust needed to fly and maneuver the Wind Rose. McNay has done his own research and development along the way. Test pieces, called "coupons" in the trade, were made to gauge strength and suitability. McNay thinks the plane will fly fine, although he won't know for sure until it's done. The next challenge is assembling a team and raising money to take the Wind Rose to the United Kingdom for the competition and the Olympics demonstration in July. For a long time, McNay and his supporters thought they were the only ones pursuing the prize. But recently they learned that at least one British team, from the University of Southampton, is also making the effort. "We went from no pressure, if we get there we get there, to now we have to get there," McNay said. "The pressure is on, and we have to at least get airborne in the next couple of weeks."
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World Gliding Championships The 2012 World Gliding Championships is being held July 28th - August 19th, 2012 at Uvalde, Texas. This contest will comprised of three
classes of competition. Open, 15 Meter and 18 Meter. For updates see http://www.wgc2012uvalde.us/
Solar Impulse, See http://solarimpulse.com/
Solar Impulse, a Swiss sun-powered aircraft, finished its attempt at an intercontinental flight without using a single drop of fuel. The solar plane took off from Payerne, Switzerland, bound for Morocco. A day later it landed safely on a planned three-day technical stopover in Madrid,
and continued on to Morocco. The solar-powered aircraft Solar Impulse landed safely at Ouarzazate International Airport, Kingdom of Morocco, after flying 17 hours and twenty minutes over 683 km, and not
without challenges. Pilot Andre Borschberg told local journalists it was "one of the most difficult flights we've done." The area presents pilots with frequent thunderstorms, strong winds and thermal activity. The team's flight planners used sophisticated modeling programs supported with information from local meteorologists to optimize the fragile aircraft's route. But Borschberg himself still found challenges in working with the information. The flight flew at an average altitude of 16,405 feet at an average speed of 64.82 km/hr. The team chose the Moroccan destination in part for its dedication to solar power activities. Solar Impulse landed near the site of a planned thermo-solar power plant that, when complete, will be capable of producing 160 megawatts. The plant is part of a larger complex that aims to generate 500 MW by 2015. And the latest news is that the ship retraced it route and is back in France.
Perlan Project --More on Mountain Wave Structure and Hazards
By Elizabeth Austin The Perlan Project
Phase two of the Perlan Project is to fly the glider riding mountain waves to an altitude of 90,000 feet, into the stratosphere. In order to accomplish this goal a unique set of meteorological events must occur in conjunction with topographic requirements. Here we describe the structure of
mountain waves in more detail and discuss some potential hazards. Mountain waves are a type of gravity wave and they form when stable air flow passes over a mountain or a mountain barrier. Figure 1 is a schematic of mountain waves that are present in
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the troposphere. On this figure the locations of lenticular clouds (noted as Ac len as their formal name is altocumulus lenticularis) are labeled. Lenticular clouds form in the crest of the mountain waves. However, there can be mountain waves present without the presence of lenticular clouds. Though these clouds remain nearly stationary with respect to the terrain, the airflow is constantly flowing through them.
The Föhn wall is the leeward edge of the orographic stratiform cap cloud as seen from the lee side of the mountain barrier (labeled as ‘Föhn wall cloud’ in Figure 1). This cloud often signifies the occurrence of orographic precipitation over the peaks. The Föhn gap is a break in an the clouds resulting from the strong sinking motion on the lee side of a mountain barrier during a Föhn (down-slope wind storm) or Chinook (which is just the name of the Föhn winds that occur on the eastern side of the Rocky Mountains in the USA. A föhn gap is not always present. Figure 1 also shows other types of clouds besides lenticulars. These are:
• Cirrus clouds, Ci, which look like horses tails and are composed of ice crystals only.
• Cirrostratus, Cs, which are also composed only of ice crystals but are generally thicker and cover a larger area of the sky.
• Fractus, Cu = cumulus clouds (cotton-ball looking clouds) that appear in irregular fragments, as if they have been shred or torn (hence, the term fractus).
• Figure 1 also shows ‘clear air turbulence’ or CAT. This term implies turbulence devoid of clouds, however, the term is commonly reserved for high-level wind shear turbulence, even when in cirrus clouds (source: Aviation Weather & Weather Services by Irvin Gleim and Garrett Gleim – 5th edition). CAT is associated with jet streams, mountain wave activity and near developing storm systems.
Lenticular clouds are also visible on satellite images. The NASA Moderate Resolution Imaging Spectroradiometer satellite captured the amazing image of mountain wave clouds over
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much of the western United States On June 2, 2011 in Figure 4.
When mountain waves continue up into the stratosphere, there are two unique dangers: turbulent rotor regions and breaking waves, all of which may cause severe and unexpected turbulence. Large-amplitude waves can also generate regions of CAT. At lower altitudes, turbulent rotors can usually be spotted and avoided by looking for their associated rotor clouds, if present, or inferring their location, typically right underneath the primary mountain wave just downwind of the mountain range, at or below mountain top level. But with stratospheric mountain waves, rotors also frequently extend up to 35,000 feet. If there is not enough moisture in the air to form rotor clouds then these rotors are not easy to see and avoid. Breaking waves are another danger. If the wave’s amplitude becomes large relative to its wavelength, the wave steepens to the point where it breaks, similar to ocean waves crashing on the beach. This often occurs in the lower stratosphere where the waves encounter increasing static stability and is also stimulated by the systematic decrease in atmospheric density with altitude. The danger with breaking waves is that they can occur
over a wide area, causing significant turbulence. Figure 5 show regions of breaking waves (the dashed lines) and their influences on the flow (streamlines, which are solid lines) (Source: Lee Waves and Mountain Waves by Dale Durran, 2003).
Funding Perlan Perlan has raised $3.2M to fund the research and construction of Perlan II. They need another $1.8M to finish. Sponsorships and contributions are welcome. You can write a check to Perlan Project, at 7415 SW Hart Place, Beaverton, OR 97008 . or look at http://perlanproject.org/donate/. For in-kind donations and your interest to volunteer your time or expertise, contact us at that same address.
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SSA E-News Submissions If you would like to see your club or groups information listed in SSA E-News, please send it to Denise Layton before the 15th of the month for consideration. The SSA is also considerate of time sensitive material and considers all material for a special E-News if it is something that affects the membership as a whole. SSA wants to hear from you. Please send in your items.
96,640 feet Parachute Jump Daredevil adventurer Felix Baumgartner has successfully jumped from 96,640 feet (29,455 meters) from a custom balloon -- the last test required before his planned 23-mile freefall from the edge of space can take place. The test jump, completed Wednesday morning over Roswell, N.M., involved 3:48 minutes of free fall leading up to a 10 minute and 36 seconds decent. A spokesman for the Red Bull Stratos event, as the jump has been branded, could not provide additional details on the 17-mile leap. "It felt completely different at 90,000 feet," Baumgartner told the AP. "There is no control when you exit the capsule. There is no way to get stable." Baumgartner's test jump had been tentatively set for Mon., July 23, following a review of nine years of local weather data. But two days of storm clouds led to the two-day delay. Read more: http://www.foxnews.com/scitech/2012/07/25/daredevil-felix-baumgartner-survives-17-mile-plunge/#ixzz21nIarlTZ
SCG Calendar July 28 - Aug 19, WGC 2012, Uvalde, Texas (Official Website)
July 30 - Aug 13, Mackay, ID Soaring Safari, Contact Tom Dixon (208-376-6718)
Aug 13, 7:00PM, SGC Board of Directors Meeting, Mercer Island Library, Large Meeting Room
Aug 18-26, King Mt. Glider Park Safari, Contact John Kangas (208-407-7174)
Sept 7-10, Logan, UT "Long Weekend", Contact Tom Dixon (208-376-6718)
Sept 10, 7:00PM, SGC General Membership Meeting - Museum of Flight
Oct 1, 7:00PM, SGC General Membership Meeting - Museum of Flight
Nov 3, Annual SGC Awards Banquet, Ivar's Salmon House - more details later
Dec 3, 7:00PM, SGC General Membership Meeting - Museum of Flight
March 16/17, 2013, Soaring EXPO at the Museum of Flight
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National Event/Contest Dates
Date(s) Event Location 7/28/12 - 8/19/12 FAI World Gliding Championships Uvalde, TX
7/28/2012 Truckee Airport Gliding Air races Truckee, CA
8/4/12 - 8/5/12 Gerlach Dash Reno, NV
8/6/12 - 8/11/12 Region 11 Soar Truckee Soaring Contest Truckee, CA
8/18/2012 Glider Pilots ground School Los Angeles, CA
8/19/12 - 8/25/12 Region 3 Soaring Contest Dansville, NY
9/1/12 - 9/9/12 Region V West Benton, TN
9/1/12 - 9/3/12 Cleveland Air Show Cleveland, OH
9/1/12 - 9/3/12 GTA Race Chilhowee, TN
9/2/2012 Truckee Airport Gliding Air races Truckee, CA
9/17/12 - 9/22/12 Region 4 South New Castle, VA
9/22/12 - 9/23/12 GTA Race Windrift, GA
10/7/12 - 10/13/12 Region 4 North Fairfield, Pa
10/12/12 - 10/14/12 Chilhowee Oktoberfest Benton, TN
Latest FAI Hang Gliding and Paragliding World Record Claims
17 July 2012: Straight distance to a declared goal : 557.00 km Jon Jr Durand (AUS) 04 July 2012: Straight distance : 764 km Dustin Martin (USA) 04 July 2012: Straight distance : 759 km Jon Jr Durand (AUS) 27 June 2012: Out-and-return distance : 280.00 km Arduino Persello (ITA) 23 June 2012: Speed over a triangular course of 25 km : 33.77 km/h Andre Rainsford (RSA)
In March, Chairman Kruse wrote an editorial with concern about the increasing difficulties in managing the affairs of the council. There was a lack of support in cooperation, participation, and committee work; and the “few are growing very weary of doing the work for the many.” He was also concerned about the spirit of cooperation and friendliness disappearing. Newcomers who appeared at the flying
field were not welcomed to the group, a landing glider pilot has to single-handedly push his glider off the runway, the tow pilot has to “flip the prop” himself, and no one offers to run the ropes. Glider pilots scream about the inefficiency of the operation, the sloppiness of the hangar, and the length of the line when awaiting a tow. The underlying motivations now appearing to be “what is in it for me?” and “how much can I do for nothing at all ?” He pledged that the Board of Directors would attempt to formulate a course of recommended actions, in a manner both ethical and legal. He also warned that the facilities, services, and operations may have to be sharply reduced. The May membership meeting was cancelled due to lack of membership interest and support, and there was no active program committee.
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The Board of Directors met with a lawyer who presented a means of streamlining the Board meetings, operations, and analyzing the problems and evaluating objectives. It was agreed that the objectives of the Council are basically the same as they were ten years ago. However it was pointed out that the Board exists to make policy decisions, with others to be involved in handling towplanes, Soaring Camps, hangarage, bookkeeping, training, field operations, and the Towline newsletter. Dropping Enumclaw as a site was proposed : an expensive operation, and marginal soaring. Reducing the number of services offered to the members seemed to be the only way to stay viable. A return to Arlington was proposed, so that inexpensive autotows could again be part of the SGC operation. Each autotow was 50 cents compared to a 2000 ft aerotow costing over $2.00.
On the "good news" side, the Boeing Air Explorer Squadron A-299 program continued in 1962. The car-towing program was slated to start in Wenatchee in April. The TG-2 was re-covered with “the new material”, Ceconite, and a full season of flying was anticipated. The former membership of 9 rose to 17 members. A winter meeting included a speaker on radio theory to help the Air Explorers understand and properly use the new Sky Crafters radio outfit in the glider. In March, a pilot for United Airlines took them through several United planes at Sea Tac Airport, and did “a very excellent job of answering our many questions.” The Squadron reporter promised to keep the Tow Line informed of their many events.
Safety Ideas By Heinz Gehlhaar I am always looking for items relating to soaring safety. If you have any inputs please send them to Heinz!
PREVENTING LAUNCHING ACCIDENTS. By Thomas Knauff
Accidents whose causes can be traced to events before and during the launch account for approximately 40% of all fatal glider accidents.
There is a fundamental difference between takeoff and landing accidents. Landing accidents most often involve only the pilot. In a launching accident, there are several people involved, including the wing runner, tow pilot and bystanders.
This article reviews causes of launching accidents, how to avoid them, and what to do in case you experience one of the many problems.
Accident statistics reveals glider flying is dangerous.
One of the ironies is the kind of people who fly gliders. They tend to be above average intelligence, well educated, with above average income.
Unlike typical automobile accident statistics, glider pilots are not dying because of alcohol, teenage
invulnerability, late Saturday night partying, or falling asleep at the wheel. These things dominate the horrific highway statistics.
Flying gliders is dangerous. Fortunately, it is known why gliding accidents
occur, and we know how to greatly reduce the risks. We do not know how to make each pilot (you) do what is necessary to fly safely.
Studies about glider accidents show the problem is a fundamental lack of knowledge, training and adhering to common, safe practices.
Flying gliders is especially unforgiving of ignorance, errors or foolish behavior.
Alexander Pope, (1688-1744) said, “A little learning is a dangerous thing.”
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Launching Emergencies Focusing on launching emergencies can have the
desirable side effect of reducing accidents in landings, as well as other high-risk areas of glider flying. Creating a safe mental attitude, getting others involved in “safety of flight” environment, and educating pilots, flight crews, and even bystanders, can have a profound effect on flight safety.
Launching has easily identifiable risks. Injuries should rarely occur and deaths are absolutely avoidable. Pilots (both ends of the tow rope) should expect things to go wrong and have a plan of action when things go wrong. The odds are 50/50 of something bad happening on each launch. Either it will, or it won’t! With this attitude, a pilot would be alert to something happening, and execute the plan of action immediately.
What can go wrong? A large group of experienced pilots was asked this
question and most wrote down only 8 to 10 possibilities. Here is a compiled list:
TAKEOFF EMERGENCIES 1. Rope Break. 2. Canopy not latched. 3. A control not connected. 4. Wing drop (groundloop). 5. Air brakes opening. 6. Flaps in wrong position. 7. Tow plane power failure. 8. Tow speed too slow or fast. 9. Being towed too far downwind. 10. Controls hooked up backwards. 11. Tire blow out. 12. Tow rope will not release. 13. Glider becomes too high. 14. Someone or something moves onto runway. 15. Incorrectly installed component. 16. PIO. 17. Frozen or jammed controls. 18. Turbulence. 19. IMC (Icing) 20. Inability to recover from low tow position. 21. Knot in Tow rope catches on something at
beginning of launch. 22. Slack rope / rope wrapping around glider.
23. Improper rope. 24. Over running the tow rope. 25. Traffic conflict / mid-air collision. 26. Wing runner error. 27. Airspeed indicator not working. 28. Altimeter not adjusted properly. 29. Tail chute opens. 30. Water ballast disconnects and spills into
cockpit. 31. Snake / Bee / Wasp in cockpit. 32. Unbalanced water ballast in wings. 33. Seat belts undone. 34. Pitot / Static ports clogged. 35. Smoke in cockpit. 36. Panicky passenger. 37. Pillows / seat ballast moves. 38. Controls restricted (control locks, rudder pedals
too far forward.) 39. Tail dolly on. 40. Canopy fogs up. 41. Bird Strike. 42. CG out of limits – maybe due to water or ice
collected in the tail. 43. Shoe laces caught in Rudder Pedal mechanism. 44. Shirt sleeve trapped in canopy when it is closed. 45. Glove catching on canopy opening mechanism,
etc. Number 46 would be, “Anything I didn’t think of.” Recently, a tow pilot waved off a glider at the
beginning of the tow at a very low altitude because he had not tightened the fuel cap and fuel was siphoning onto the windshield.
How many of the list can be attributed to an improper assembly, improper preflight inspection or improperly conducted pre-takeoff checklist?
About half. How many could be prevented by a trained
observer, wing runner, tow pilot or observant bystander?
Again, about half. Few accidents occur when a flight instructor is in
the glider. Why? Because there is someone who knows proper procedures and enforces good practices and intently watches for errors.
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Each of us participating as pilot, wing runner, tow pilot or bystander can play a role by simply being observant and watching for proper practices and errors.
Many accidents occur because the pilot did not assemble the glider properly. The Critical Assembly Check has become common practice. After assembly, the pilot has another person check to see if the glider was assembled properly. Wing runners can be trained to look for common error items such as the tail dolly being removed, dive brakes locked, flaps set in an appropriate position, canopy closed and locked, asking the pilot if a positive control check was accomplished. Check the condition of the tow rope, obstructions in the tow path and conflicting traffic. The wing runner can even be trained to observe the tow plane for evidence of oil leaks, flat tire, control locks installed, and fuel filler caps on.
An important role for the wing runner is to keep distractions from occurring while the pilot is performing the pre-takeoff checklist. Other people should be kept away and be made to be quiet.
Everyone needs to be involved in safe flight operations.
The Emergency. During the launch, a pilot might perceive some
anomaly. There is a strong temptation to do nothing because of the fear of embarrassment, or believing nothing bad will happen.
A pilot might have a macho reaction, believing they can handle the emergency. Or, perhaps a pilot might have a resignation reaction believing there is nothing that can be done.
An accident happened when a pilot failed to assemble the glider properly resulting in the tow plane pulling the glider nearly 2,600 feet along the ground before the glider (CG tow hook,) was literally pulled into the air by the climbing tow plane, just 400 feet from the end of the runway.
The elevator was installed in such a fashion there was no elevator control. The pilot must have had the control stick in the full aft position – far further aft than normal, and must have perceived there was something very wrong, but did not release.
After the glider was pulled into the air by the tow plane, without elevator control, the glider crashed and the pilot died. The only reason the tow pilot was also not killed was due to a legal-strength towrope, which broke. (Using an overly-strong tow rope is common practice.)This pilot had assistance assembling his glider. He actually did an improperly performed, positive control check. Several people could have noticed the peculiar elevator position if they had only looked.
Plans of Action Pilots must have a prepared plan of action for any
emergency. In most cases, there are three plans of action
depending on the phase of flight. Plan of Action One:
There remains lots of runway ahead. The plan of action when a problem is perceived early in the launch is to simply release and roll/land straight ahead. Care must be taken to stop the glider in a controlled fashion. There is a very strong tendency (fear of embarrassment?) to continue the launch rather than releasing, and investigating the problem.
Plan of Action Two: The glider is too high to land on the remaining
runway. This plan of action will be to land in a suitable area,
planned in advance, in anticipation of a possible problem. This might include an intersecting runway, farmer’s field or even a planned, controlled crash into a tree row, lake or whatever. Done properly, injuries should be minimal if any.
Plan of Action Three: The glider is high enough to return to the runway. Performing a 180-degree turn back to the runway.
(Should be practiced at least every year.) The minimum altitude should be planned before launch considering wind, glider, tow plane performance, terrain, available emergency landing areas, etc. This minimum altitude is announced aloud as the glider passes through the critical altitude.
The Left Hand. Glider pilots fly with their right hand. The left hand
is ready for three or four possibilities:.
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1. Ready to pull the release knob. General practice is to have the left hand near, but not on the release knob during the first phases of flight in case of an emergency.
2. Ready to close the dive brakes in case they are not locked before the launch commences, or accidentally open because of a rough runway surface.
3. Ready to grab the canopy in case it opens in flight. There is often a very slight warning before the canopy suddenly opens. An alert pilot might grab the canopy frame or press on the appropriate rudder to slightly side-slip the glider through the air keeping the canopy closed. If it does open, no attempt should be made to close it until after reaching a safe tow height.
4. Moving the flap handle in case the flaps are placed in, or inadvertently move to, an incorrect setting.
When the glider is more than a few feet above the ground, in case of a PT3, it will almost always be
necessary to lower the nose to a normal gliding attitude to maintain airspeed and avoid a stall. A stall from even a few feet above the ground can result in serious damage.
Being prepared means having a plan of action for each phase of flight. Upon reaching the critical altitude where it is safe to perform a 180-degree turn back to the runway, it is very important to announce this critical altitude aloud. Some pilots announce “200 feet” others say “Decision point.” In either case, this minimum altitude must be determined before the launch begins considering all conditions.
Pilots need to practice this low altitude emergency each year, during biennial flight reviews and club check rides.
The tow pilot can help. Most tows proceed along the centerline of the
runway. If an emergency occurs, the glider pilot must perform more than a 180-degree turn followed by a reversing turn to align with the runway.
If the tow pilot would simply allow the tow to drift downwind of the centerline of the runway, the glider
would only need to make a safer, 180 degree turn.
Allowing the aircraft to drift downwind while on tow may not be practical at all airport environments, but
even a slight drift will enhance safety.
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What we did at Ridge Soaring Gliderport. After the recent launching fatality where the pilot
only had to release when it was obvious something was wrong, I began to worry about the pilots who fly at our gliderport. A little introspection led me to believe many of them would have responded the same way. Would each and every one of them recognized the risks and have specific plans of action when an emergency occurred?
Every pilot must read a “Takeoff Emergency Procedure” document before flying at our gliderport. It basically reviews the possible emergencies when launching, and suggests the three common plans of action.
After reading this document, they sign a sheet. They then have a briefing with one of our CFI’s
who basically asks, “What is your plan of action in case of a launching emergency?” The CFI makes an entry in their logbook when they have had this emergency plan briefing.
We further make it clear we expect everyone to be involved in the safety of flight operations at our gliderport. Everyone is expected to be quiet while a pilot is assembling their glider, doing their preflight inspection or their pre-takeoff checklist.
We now see pilots telling others not to be causing distractions, casually looking at other’s gliders after assembly, and doing a much more professional job as wing runners. They are helping us all be safer.
AVOIDING THE PT3 ACCIDENT. Expect the emergency. Have a plan of action. React instantly. Get the nose down to a normal
flying attitude.
Take Time. We take time to have lunch, take time for a coffee
break; take time for numerous things during the day. Taking a little extra time to perform a proper preflight inspection, proper pre-takeoff checklist, and perform a positive control check can make the difference between life and death.
Being prepared for a possible emergency during the launch can also affect the safety of flight because of a fundamental change in attitude.
Procedures and attitudes during launch can affect landing accidents, mid-airs, etc. It can make all of us think, and act, in a safer manner.
TAKE MORE TIME. • How much time is required to do a
thorough preflight inspection? • How much time to do a proper pre-
takeoff checklist? • How much time to ask if someone has
performed a Positive Control Check? • Obviously, it only takes a very few
minutes to do all of these important actions.
SAFETY OFFICER & SAFETY COMMITTEE. An individual should be assigned the position of
Safety Committee Chairman who is responsible for the overall safety procedures for flight operations.
REACTING TO T/P EMERGENCY SIGNALS. You are on tow, and the towplane rocks its wings.
What should you do? This is the signal for “Release now.” It might
happen that the tow pilot has perceived an emergency of some type. You see nothing wrong.
Maybe the tow pilot simply bumped the stick with a leg, or their hand slipped off the control stick, or there was a bump in the air.
What should you do? If there is no obvious emergency and no real
reason to release, it is probably best to do nothing immediately. If there is a real emergency, the tow pilot can release the tow rope.
The danger is for the glider pilot to release at a
low altitude, then botch the turn back to the runway, or botch the downwind landing, and make a real emergency out of a nonevent.
Radios in both aircraft are a real bonus for this situation. Don’t release immediately unless there is a clear and compelling reason.
If the towplane wags its rudder, it means there is something wrong with the glider.
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Almost always, the dive brakes have opened. The tow plane pilot should not give this signal unless there is a threatening problem with the resulting climb rate. If at all possible, the tow pilot should wait until a safe altitude is gained before giving the rudder waggle signal.
Many glider pilots, as well as towpilots have not learned the signals. Generally, when receiving either signal, the glider pilot should pause, and check the dive brakes. If there is a real emergency, and the tow plane is not able to climb, the towplane pilot has the option to release the glider.
In many documented cases, the glider pilot does not
understand the signal, and releases with the dive brakes open. This has resulted in the glider not being able to make a safe turn or reach the landing area.
MAKE A TO-DO LIST. Do a Critical Assembly Check before flying any
glider. Do a thorough written, Preflight Inspection
including a Positive Control Check. Do a thorough written, Pre-Takeoff check list. Enlist the aid of others. Confirm the tail dolly and control locks are
removed. Inspect the tow rope before it is attached to the
glider. Look at the towplane as it passes by for any
obvious problems.
Develop specific plans of action for the common takeoff emergencies at your location.
In the most common, and popular glider flight training manuals, After Solo, and Transition To Gliders, there is a chapter on launching emergencies. Make it a habit to read this chapter at least once at the beginning of each soaring season.
Finally, enlist others around you to be actively
involved in safety of flight issues at your gliderport. If there is evidence of a lack of anything less than a serious safety attitude, discuss it among those who are involved with the flying operation.
ABOUT THE AUTHOR Thomas Knauff is one of the
most respected flight instructors in the world. He was the Federal Aviation Administration Eastern Region Flight Instructor of the Year, and inducted into the Soaring Society Hall of Fame. Tom and his wife, Doris, operate Ridge Soaring Gliderport in Pennsylvania.
He earned his Diamond badge in a Schweizer 1-26 and is the first person in the United States to fly 750 kilometer, 1000 kilometer and 1250 kilometer triangles and the first person to fly 1000 kilometers in a two-place sailplane. Tom’s list of records include a world record 1647 kilometer (1023 miles) out and return flight, and the first person to fly faster than 200 kilometer per hour on a 300 kilometer out and return speed run at 201.3 kph. He has flown the longest distance during any world championships (766 km, Uvalde, Texas 1992.) Tom has set more than fifty US world and national soaring records. He is the author of several popular glider flight training manuals including, Glider Basics From First Flight To Solo, After Solo, Transition To Gliders, The Glider Flight Instructor Manual, and a highly modified version of The Glider Flying Handbook You can contact Tom at [email protected] and sign up for his popular newsletter at www.eglider.org.
Mandatory FLARM After a midair (two-seater with towplane) killed three experienced pilots a month ago, the French Soaring Federation
has decided to make FLARM mandatory on every glider and towplane used by clubs and private owners, if they are flying under the federal insurance system (this means: almost every sailplane used in French clubs).
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MedXPress is mandatory FAA Notice Number: NOTC3897
Effective October 1, 2012, pilots must use FAA MedXPress to complete an electronic application for an Airman Medical Certificate or Airman Medical and Student Pilot Certificate, FAA Form 8500-8.
As many of you know, the Federal Government is taking steps across the board to become more efficient and to reduce costs, and our move to electronic records is consistent with those initiatives.
One of the significant enhancements will establish a tracking program so that pilots and AMEs can query the system and electronically determine the status of applications.
Future enhancements will also transition air traffic control specialists (ATCSs) to MedXPress, after internal FAA coordination and some modifications to the ATCS certification system.
Why wait for the October 1, 2012 deadline? We encourage you to begin using MedXPress today. MedXPress is located at https://medxpress.faa.gov/ If applicants have any technical issues with MedXPress, they may reach MedXPress Support at 877-287-6731.
Skydiving Alert
Ritzville is back in the skydiving business for this season. The Sky-Divers are just past Ritzville, East on I-90.
Their info is posted in the AFD in the back under dropzones. They operate mostly on Sat/Sun but will also be doing some Fri and Mon ops. They do file special NOTAMS when they operate outside the posted days and/ or times in the AFD. The typical radius is 2 miles, and they talk/listen on 122.8 Ritzville and 126.4 Grant Co. They contact Grant Co as soon as they are up about 3 to 3.5 K MSL and let Grant Co help them w/ traffic advisories...[I have heard them on several occasions --Heinz.] See page 14 of the June / July issue of Towline for the details.
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Rockets Calendar Here is the Washington Aerospace Club schedule for their high powered rockets launches as far as our area is concerned. They operate all over the Pacific Northwest. For details see their website at http://rocketsnw.com/?page_id=17 The Washington Aerospace Club gets an FAA waiver to launch rockets to 25,000 AGL for a two mile radius at either the Sportsman Club (primary site, NW of Mansfield) or the Snell Ranch site (East of Mansfield). They post NOTAMS days before the event per FAA requirements.
Launch Calendar Date Event Name Where Comment
Aug 25 – 26, High Plateau BBQ Snell Ranch Class 1 and 2; to 25k’ Sept 29 - 30 Autumn Glare Snell Ranch Class 1 and 2; to 25k’ Oct 27 - 28 Jack Frost APfest Snell Ranch Class 1 and 2; to 25k’
“Class” means this in model rocketry: (a) Class 1—Model Rocket means an amateur rocket that:
(1) Uses no more than 125 grams (4.4 ounces) of propellant; (2) Uses a slow-burning propellant; (3) Is made of paper, wood, or breakable plastic; (4) Contains no substantial metal parts; and (5) Weighs no more than 1,500 grams (53 ounces), including the propellant.
(b) Class 2—High-Power Rocket means an amateur rocket other than a model rocket that is propelled by a motor or motors having a combined total impulse of 40,960 Newton-seconds (9,208 pound-seconds) or less. (c) Class 3—Advanced High-Power Rocket means an amateur rocket other than a model rocket or high-power rocket. Look at the 2011 April/May issue of TOWLINE for all the details of this activity.
****** That’s all for now --****** Fly safe out there,
Heinz
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Classifieds For sale: LS4a, 3J Winner of 1985 Sports Class Nationals. 1984 model with 1940 total hours.
Includes, • Dittel FSG 50 radio • Cambridge M-NAV glide computer • Gear warning • Dual battery • Oxygen • Water ballast • Enclosed trailer • Tie-down kit • Tail and wing tip dollies
Contact Jim Simmons for inspection 425-742-4722 or [email protected]
GROB 109 Motorglider for Sale • Dual NAV-COM’s: KX155 & KX165 • KT76 Transponder • PS Engineering Audio Panel • Artificial Horizon • Low time Limbach L2000EB1-AA Engine • Propeller: Recent overhaul • Re-finished wings $44,900 OBO
Contact Chris Klix, Pacific AeroSport LLC, 360-474-9394 www.pacificaerosport.com
Motorglider Flights
Glider-Rides.com is making our Grob G109
available is back at Renton Airport for all your cross-country training, aerial photography and more.
Go flying with our pilot, and get a chance to really practice without the risk of landing out, fly to places that just aren't possible in a normal glider or get to Wenatchee in about an hour.
Member Special: $120/hr includes fuel and safety pilot/instructor..
Glider-Rides.com at 800-707-9593.
The Ivy Chapel Inn is located at 164 D St SW( the former Presbyterian Church). We are a family owned and operated business offering six unique themed rooms, each with a private bathroom, air conditioning, deck, Wi-Fi, Dish, and a common area fridge. Our rate is $85.00 plus tax and included a hot full breakfast. See us at www.theivychapelinn.net . Tel: 866-991-4815
Classifieds are continued on next page
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Classifieds Continued
DG-800B for Sale • Superb condition both in finish and
mechanically, • 311 hrs. TT, 53 hrs. engine time • No major damage history • New solid starter ring gear • New machined spindle drive fork • New spindle drive motor • New LG gas strut • New PUR life time fuel lines throughout • Fine wire plugs • Upgraded to dual in-line fuel pumps and later
style carburetor with restricted fuel return line • FSG 71M Dittel radio • Cambridge 302 • Borgelt B40 • IPAQ H3955 PDA with mount • Oxygen system • ELT • Two tone gray leather Interior • Long range fuel bladders • Tinted Canopy • 18 meter wingtip extensions with and without
winglets • 15 meter winglets • Cobra trailer with solar panel for charging, solar
vent, storage drawer behind axle, Cobra • Electric remote controlled single man rigging
aid, very convenient! • Tow out gear • Fresh annual inspection with all ADs and TNs
complied with • Located in Arlington, WA Reduced to $131,000 OBO Contact: [email protected],
360-474-9394
K6e for Sale Excellent condition, with great trailer. $9500 OBO Lothar Schaubs, 604-277-7680
HPH 304CZ-17 for sale
Delivered new in 2001 to John Daly, S/N: 30 with 267 total hours and in excellent condition, always kept in trailer or hangar. Comes with composite top Cobra trailer, • Ilec SN-10 glide computer with electric
variometer display, • Borgelt B-40 Vario/Audio/Averager, • Dittel FSG71M Radio, • Dittel F10061 Speaker Box, • Volkslogger. • Extras: Tow out gear, single man rigger, and a
full set of Jaxida covers (never used). Based in the Oregon. $52,900 Contact: [email protected] or
360-474-9394
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STD CIRRUS for Sale Very nice standard class sailplane Serial number
125, 1409 hours total time, great cross country ship in excellent condition, • Fuselage refinished with pin stripes in gelcoat, • Custom fabric interior with lap belt retaining
straps, • Contoured wood stick grip, and adjustable
backrest, • Microair 760 radio with gooseneck microphone, • Cambridge L-Nav with electric vario indicator
and remote controller, • Cambridge CV560H electric vario, • Winter airspeed, • United altimeter, • Falcon accelerometer, • Airpath C2400 compass, • Eberly trailer, with new single man Wingrigger
and wing wheel. $21,500 For more information please contact
[email protected] or Phone: 360-474-9394
Writer/Editor wanted • Prestigious newsletter. • Great pay (if you can't count). • Pay will double after two months of good work. • Seattle Glider Council is a good employer. • You will know all activities before anyone else. • You can wield the power of the written word. • Great accolades from your club members. If interested, contact [email protected]
Note to All Readers: Please review page 2 closely
especially the ancient right-hand Column and send corrections to
Soarboy @Comcast.net PS: Please do it now, before I forget !
