Crappy Gliders Rejoice!

OLC does not require expensive IGC-approved loggers.
Garmin GPSMAP 76S on eBay, ~$200 or less.
Besides, your club can use the help.

The Garmin is only good for the classic, not the triangles
or club comp. It would be nice if we could all agree
that the Garmins etc. could be used for the weekend
club thingy. However it will show what your score would
have been. Last time I flew I had a speed of 124 km/hr
which would have been a big help for my club. In the
first two rounds only myself and another tin can with
a Garmin flew so we got zero points.

Sorry you feel the badge thing is such a problem. I
feel it was fun to do things the old way and get my
badge with photos and signatures. It gives me something
to talk about with the old timers. I don’t subscribe
to any other gizmos and don’t even have a battery in
the glider, but the Garmin is great fun to see were
you have been and very handy to see the glide ratio
to the next airport.

More to rejoice about...
I hear that on Friday Ian Cant flew his Russia 500 kilometers from
Tehachapi, California with a couple of turnpoints and landing at Lone
Pine, California.
He had devised a plan to take the bus home and retrieve himself.
Nobody has heard from him so the bus probably broke down.
500 in a Russia...
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!

Jim

JS wrote:
More to rejoice about...
I hear that on Friday Ian Cant flew his Russia 500 kilometers from
Tehachapi, California with a couple of turnpoints and landing at Lone
Pine, California.
He had devised a plan to take the bus home and retrieve himself.
Nobody has heard from him so the bus probably broke down.
500 in a Russia...
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!

Jim


What bus company has a route that goes from Lone Pine to Tehachapi?

Its not that its a problem, its a great motivator to get people to go
cross country. Just bothers me that I am considered guilty of cheating
until proven innocent.
Its not stopping me from going ahead for it in any way.

Its not that its a problem, its a great motivator to get people to go
cross country. Just bothers me that I am considered guilty of cheating
until proven innocent.
Its not stopping me from going ahead for it in any way.

What bus company has a route that goes from Lone Pine to Tehachapi?

Bugger. Why didn't we think to ask that question?
The one for the prison. That's why we haven't seen Ian.
Time to call an escape committee meeting.
Jim

IMO the FAI abd IGC should be approached about using commercial GPS's
for badges and records. A few years ago the hang gliding and
paragliding community got the FAI to allow the use of Garmin GPS's for
badges and world records. It took much discussion between the pilot
representatives, FAI and Garmin.

We should work towards reducing barriers.

Ron

Tony wrote:
Its not that its a problem, its a great motivator to get people to go
cross country. Just bothers me that I am considered guilty of cheating
until proven innocent.

Pilots claims can be in error for reasons besides cheating, and this was
particularly true before GPS loggers were used. For example: going to
the wrong turnpoint(s); miscalculating the height gain (easy to do with
a Replogle and similar barograph); not determining the allowed
start/finish height loss correctly; and even landing too late.

Its not stopping me from going ahead for it in any way.


Good! I got my Badges through Diamond in a Ka-6e with a camera and
barograph, and loved every minute of it. The challenges were great fun,
and pushed me to learn more about soaring.

--
Change "netto" to "net" to email me directly

Eric Greenwell - Washington State, USA

www.motorglider.org - Download "A Guide to Self-launching Sailplane
Operation"

For those of you who are interested, here is my full flight report from
Thursday, be advised it is long:

he soaring is always good during the week. Thermals seem to be
naturally scared of weekends, apparently they get tired of overuse.
Wednesday August 30 was forecast to have killer conditions throughout
the Midwest, but alas, I had to go to class in the afternoon. Several
club members had some great flights. Paul Kaufman, Darrel Mullins, and
Sky King Mcilrath all worked good lift up to nearly 6000 feet MSL.
Meanwhile I sat on the ground and watched. The forecast for the next
day was looking good though. I had a friend, Jordan Birkholz, help me
assemble the Cherokee on Wednesday afternoon and spent much of the
evening getting the trailer and glider ready for a cross country
adventure. Winds were forecast to be blowing to the west, turning
northwest, boundary layer height was up around 6000 feet and clouds
were predicted. Things were looking good.
Terry Lankford (My Hero) offered to tow me at 1 pm on Thursday. I got
out of class at 12:15 and raced to the airport. Matt Michael helped me
do a positive control check on the ship and make final preparations. I
pulled down to the runway. I was slightly delayed but launched at
1:20. Terry pulled me into some good looking lift and at 1800 AGL I
got off tow. The lift (as usual) ended up being weaker than expected
but I notched the barograph and started to climb.
My initial limb was to about 3000 feet and I started to head
northwest. My goal for the day was to make it to Estherville, IA, my
hometown. I was looking forward to seeing my family, showing them the
glider, and eating some pizza. Matt radioed my soon after I departed
to see what my plan was. I told him I was going straight out and not
coming back. He responded that he would be unable to chase as he
needed to do some work, but I should call him when I landed. No
problem. Turns out he was so excited about my flight he spent all
afternoon monitoring the weather and trying to figure out my status.
He might as well have chased. I soon found myself on the Northwest
side of Ames, and the altimeter was still unwinding. It was quite
disheartening to have to pick out a field already, just in case. Matt
was still trying to talk to me and I responded with "Getting a little
low now, need to climb, no time to talk" He was getting a little
worried that my day was going to be really short. I managed to hook a
good thermal though and back up to 3500 feet I went. Whew! I
continued to the Northwest, headed for the Fort Dodge area. Reviewing
the barograph trace confirms that I cruised in the strength band
between 3 and 4000 for this phase of the trip. After an hour, I was
half way the Fort Dodge.
I was right on schedule. I only was counting on 4 hours of flying.
Of course, the thermals would probably be working after 5:30 but I
didn't want to have to depend on them. So I needed to be half way to
Fort Dodge by 1 hour elapsed, over Fort Dodge at 2 hrs, then ¾ the way
to Estherville by 3 hrs. I actually hit all these benchmarks right on.
As I neared Fort Dodge airport, I tuned in their traffic frequency and
was reminded that the airport hosts a huge skydiving event every Labor
Day. There were two airplanes and a helicopter flying jumpers, with
people falling continuously. I hooked a good thermal off of town that
I rode to nearly 5000 feet and headed around west side of airport
(downwind side). The clouds looked better in that direction anyway.
In fact, for almost the entire trip I was flying right on the edge of
the cumulus clouds. To the east, it was blue, to the west the sky was
full of Cu's. I stayed on the boundary and experienced long cruises
in 4-600 foot per minute sink in the blue between some scraggly looking
cumulus clouds. Cloud base and climb rates were improving as I
continued on.
I saw the helicopter, a King Air jump plane, a regional airline flight
and two skydivers (under canopy) during my flight past Fort Dodge.
Talk about a diverse traffic flow! Continuing on, I was now cruising
between 3500 and 4500 feet. I passed a Monarch Butterfly west of
Humboldt and saw a few Hawks and Barn Swallows. All were a welcome
sight. I arrived over Emmetsburg, about 20 miles south of Estherville,
at 3 hours elapsed time. I was feeling pretty good about my situation.
I caught a good thermal off the new Ethanol plant there and rode it to
5100 feet, my highest altitude. I spent a lot of extra time trying to
get a little higher, as I remembered my low point in Ames to be 2200
and was trying to get the Silver Altitude gain. The Barograph trace
confirms that I was a couple hundred feet short. I left the comfort of
being local to the Emmetsburg Airport and pressed on to the north. I
figured I needed two more climbs to 5000 or so and I would have it
made. The next thermal I caught only brought me back up to 4000. I
also started to notice that some high cirrus was moving in and was just
about ready to block out the sun. Crap. It was decision time. I
considered heading more northeast, trying to stay in the sunlight and
hoping for a hole to cut back through the shadow, or I could try to
make it before everything got shut down. I looked ahead and saw a few
scraggly cumulus clouds in the shade about 5 miles ahead, then I saw a
fairly large hog confinement a few miles in front of me. I was
reminded of a day flying around at 1000 feet and then suddenly smelling
a hog confinement that I was over. I thought maybe I could get a
thermal off that and then work my way north. As I was headed toward
that I noticed that there were a few more clouds up ahead now.
Interesting, I figured everything was dying up there. I made the
fateful decision to head towards the clouds. I caught some zero sink a
little above 3000 feet and pressed on. Got down to 2500 and caught
another little thermal, but only got a couple hundred feet out of it.
I could notice it was darker and cooler out and I was beginning to pick
out fields. I found an abandoned farmhouse with an empty field next to
it. Apparently it had not been planted, and was full of weeds and
grass, in bunches. I thought two things about it. One was a good
place to land. Two was I could get a thermal off the stand of trees or
all the black dirt. There was a little something coming off from it
but I couldn't figure it out fast enough, but did find a little zero
sink. Finally I had to give up. I chose to land on the driveway to
the house to provide ready access. Also with the bunches of weeds in
the field, it did not look very inviting.
I flew a pattern for the driveway, continuously evaluating the
decision. There were a couple small bushes up by the road that I would
have to clear and corn was on the left side, but plenty of room was
available for wing clearance. As I came down everything was looking
pretty good. It turned out that the driveway was rougher than expected
and I think I caught the nose skid in the grass between tire tracks and
got turned sideways. The driveway was also built up from the field
about 2 feet and I slid off the side. I was not too happy with myself
but the landing was good enough and the only damage was a rip in the
fabric in a twice previously torn spot. I immediately called Matt,
telling him I had come up 7 miles short of Estherville and everything
was OK. He told me that a friend, Chris Jones, had offered to crew, so
I called him and he agreed to start out for me. I then called several
members of my family. I managed to get to show off the glider to my
Aunt and Uncle and their kids, my Grandma, and my Step mom Jody and
little brother and sister. I was very thrilled to make it as far as I
did and it was great to get to show off the Cherokee. I still got to
get a great Woody's Pizza. Chris got to Estherville about 930 and we
headed out to the landing site. By 1030 the ship was secured in the
trailer and we were off. Jody and the kids helped derig and stocked
Chris and I up with rations for the drive home.
The stats came out to a distance of 91 Nautical Miles, which equates
to 169 kilometers. I got the Silver distance in the bag, came up just
short of Silver Altitude. I'm sure glad I remembered to bring the
Barograph! Duration was 3 hours 40 minutes, which is well over an hour
longer than my longest Cherokee flight. Now I can't wait for a
booming day this fall so I can get Gold Distance and Silver
Altitude/Duration!

Tony wrote:
For those of you who are interested,

And we always are!

Very nice Tony! Thanks for sharing you story.

I think you have discovered what cross country soaring is all about.

Best of luck on your future adventures.

Just one tip. Forget the roads, big, brown fields are far better. Maybe
more work during the retrieve, but much safer than roads.

Fly Safe and keep having fun,

Gunnar