Newsletter Nov 26
New stuff
We have received the new edition of Ridge Soaring The Bald Eagle Ridge, which includes the new ridge flying written test (with answers) and photos of a few of the critical landing fields in the Bald Eagle Valley.
We are adding a newly edited version of the Bronze Badge Test to the popular CFI manual. This test is used for pilots earning their Bronze Badge. Answers are included, so the CFI can choose 50 questions for the candidate to take. In addition, the CFI is encouraged to add questions for the particular circumstances of their local area. This new version of the Bronze Badge Test is also available as a seperate item to CFIs who already have the CFI Manual. Please email me for this until we get it on the web site.
Finally, when you visit our web site, you will find a link to "Glider Flight Training" to make it easier to locate books, CDs and DVDs used in typical flight training programs. http://www.eglider.org/index.php?act=viewDoc&docId=10
It looks like rain most of the week.
Christmas party Dec 8th. You are all invited.
Newsletter Nov 14
It looks like good ridge winds Thursday, Friday and Saturday. There also may be precipitation each day.
Coming events:
2008 Two-day Soaring Seminar, State College, Pa. March 29 & 30, 2008
If you have any suggestions for speakers or topics please let me know. There are a few slots still open.
More about PDA programs. Which of the popular programs show Sectional chart maps? As far as I know, only Pocket Strepla. Are there others? Strepla also allows both sectional charts as well as the popular DC Vector maps to be installed at the same time.
Newsletter Nov 8
Here is a sample of responses to my recent newsletter about instrument panels:
The human brain is faster and better at analyzing shapes and patterns than in deciphering letters and numbers.
When I first set up XCSoar (my PDA flight software), I plugged in a ton of things to show on the screen; but with experience I have revised the display to be much, much simpler.
I find the PDA is most useful for answering 2 basic questions:
1) Where am I?
2) Can I get where I want to go?
I have my XCSoar program highlight reachable waypoints & fields - based on my glider polar, current position, and estimated winds. This gives me an "at a glance" look at what is reachable and what isn't. XCSoar can also display the estimated arrival height (minus a customizable safety factor) next to each waypoint label... So I can quickly see if I'm making my destination with a lot of altitude to spare, or if I'm cutting it close. A couple of glances a minute apart tells me if that arrival height is increasing (I'm doing well) or decreasing (I'm in trouble and may need to find alternates).
The thing I use the PDA for most is to present the landing options without having to screw with the SN-10 display.
Pocket StrePla shows landable sites in color logic so all I need to do is to glance at the screen and see green and yellow labels
The ILEC SN-10 does not show turnpoints on the map so you can line up turnpoints for MATs.
Moving the turnpoint in an AAT requires a two-knob adjustment with SN10. It is a snap with StrePla by touch screen and the arrival time is updated.
However, I agree that there is too much information and it is tempting to play with it and see interesting rather than useful info. (I am working on this!)
You can touch the screen to enter a free point. This is very useful if you want to jump to another ridge or mountain. Pocket StrePla calculates the arrival height and necessary altitude with wind computed. Add 500 ft and you have a safety margin (all user entered in set up). The wind is very accurate when imported from the SN10.
Having the moving map show what airports are in range is nice - especially when flying at a new site - as I hate having to pull out a sectional (especially low). Makes it easy to check on freq's when passing close by, too.
Bottom line - PDAs are a powerful tool, but need to be used carefully or they can be dangerous. But used correctly, they can make casual and competition soaring safer and more fun.
It takes a great deal of discipline to stop "fiddling with PDAs and computers" and to focus as much attention as you can outside of the cockpit.
And this from an airline captain regarding a NASA study:
NASA is deeply concerned with many areas of flying that involve all the new high tech devices and are asking if anybody is still looking out the cockpit window?
There is definitely too much head down flying going on!
Maintaining basics is important!
The fact is that years ago we didn't have enough information and flew by the seat of our pants. Today we have toooo much information available and in front of us constantly and this is recognized as distracting.
Newsletter Nov 7
Instrumentation
Several years ago, the PDA became popular in glider cockpits, and I installed one in my glider. (Software/hardware designers often send me stuff to try.)
At first, I thought it was very clever, however, I soon realized I was spending way too much time looking at the PDA screen rather than looking outside for other aircraft and for signs of lift/flight paths through the soaring sky.
I wrote down on a piece of paper things I need to know at any moment during a flight vs things that are interesting to know. Those items listed as "interesting" are generally unnecessary and can be counter-productive to efficient flying.
As it turned out, there was only one item in the "necessary" list not already available on my easy-to-see-in-sunlight ILEC SN-10, and that item is on a sectional chart we are supposed to carry in the cockpit. As it turns out, this additional information has never been needed during my flying in contests or cross country flights.
Today, new gadgets are becoming available to challange your wallet and electrical system. With power requirments for just one of the new high-priced instruments reaching a half watt, pilots will be required to install more batteries or opt to remove or turn off other desirable instruments such as transponders, and collision avoidance devices.
I suggest you make a list of information you really need to know and equip your glider accordingly.
Watch for used lLEC SN-10s for your glider as some folks can't resist the latest gadgets.
Newsletter Nov 5
A major cold front will descend across our area providing ridge winds Teusday and Wednesday. Unfortunatly, we also expect lake-effect rain and snow showers, so we probably will not be able to fly.
The FAA has responded to my question regarding altimeter settings. They said I should have an official ruling by the end of February!
Newsletter Nov 2
Ridge day this Sunday.
New edition of Ridge Soaring The Bald Eagle Ridge should be available in a week or so.
Newsletter Oct 29
The first printing of the new edition of The Glider Flying Handbook arrived today. You can order on-line or by phone. Flight instructors will really like this corrected edition!
Sunday was a great ridge day with many pilots flying the North end. Lots of Canadian visitors. This week looks like fine soaring weather.
Two carloads of glider pilots driving to the gliderport. One received the new Ridge Test via his Blackberry, then, using car-to-car radios conducted the test; much to the amusement of all.
We have also re-written the Bronze Badge Test to correct the many errors and duplicate questions.
Newsletter Oct 25
On Nov 9th Doris and I are banquet speakers (Doris is really funny!) at Freedom’s Wings fundraising banquet, at the Hunterdon Hills Playhouse on Rt. 78 between Clinton, NJ and Easton, PA. There will be a silent auction of many soaring and non soaring items. Auction and cash bar opens at 6:00, dinner at 7:00.
Freedom's Wings has been doing an admirable job providing the thrill of fying a glider for those with handicaps, If you are able to attend, please contact Bob Greenblatt at: bobgreenblatt@msn.com
Newsletter Oct 24
2008 calendars
You will find the 2008 soaring calendars on our web site. The Zink Calendar has arrived and the others will be here shortly.
The photography is superb!
We glue ours to poster board and hang them in the hangar for others to enjoy. They last for years.
There is a limited supply, so please order early.
Newsletter Oct 23
Saturday has some promise for a good ridge day.
The Glider Flying Handbook is delayed due to printer equipment problems. We now expect it in about two weeks.
The 2008 Zink Calendar has arrived and the Segelflug calender should be here in a few days.
Newsletter Oct 15
750 km task
Here is a nice FAI 750 KM task for those who are ready.
Start Ridge Soaring Gliderport 40 53 02, 77 54 27
1st turn Sacred Heart Hospital 39 39 00, 78 48 00
2nd turn Williamsport Ridge 41 13 21, 76 58 36
3rd turn Tussy Ridge South 39 43 18, 78 39 45
Finish Ridge Soaring Gliderport 40 53 02, 77 54 27
Total 753.6 km
Newsletter Oct 13
Friday turned out to be a super soaring day. Great ridge lift, and one reported thermal of 11 knots. It would have been an easy 1,000 KM day, but no one started early enough. The longest flight was something near 900 KM by Doug Haluza, with many flights near 500KM.
While running the business, it is not common for me to be able to fly, but I was able to launch about 1 PM in the DUO with Haven Goulding on his first serious ridge flight. We did over 750 KM at a speed near 100 mph. Only had one serious bump.
Today, Saturday will be a very good soaring day. Bar-B-Q tonight.
Sunday looks like another good ridge day. The fall ridge season has begun.
Newsletter Oct 11 Part 2
Well, it has been an interesting flying week with some light ridge conditions. Monday was probably the most interesting. I flew with a pilot from Norway in our Duo Discus. Thermals went to 4,500 feet MSL, and when we arrived at Altoona, you could hardly see across the four mile gap because of dense haze. Thmperatures wer well into the 70s even this high. The ridge was good for 90 knots or so.
We are seeing many more Bald Eagles than ever before, but Monarch Butterflies are few in number.
Tomorrow, Friday, promises to be a good ridge day. Several Canadians have been here for their Canadian Thanksgiving holiday.
I often get the question if we require a ridge check ride, even if it is a very experienced pilot. Over they years, we have been visited by many of the world famous, great glider pilots, and I don't recall anyone of these greats not asking for a check ride.
Bottom, line is we reserve the right to require a check ride with anyone. Conditions here can be very different than anywhere else, and we are concerned not only for the pilot's safety, but our tow pilot's as well.
Newsletter Oct 11
Caution
If you decide to switch from using a zero altimeter setting to MSL, you must be aware that there are some issues.
This applies especially if you are a CFI.
Everyone needs to go through the mental gymnastics of determing altitude above the ground while flying. Of course, it is easier to use a zero atimeter setting if you only fly up and down at your local airport. However, when fying in airspace where altitudes must be computed/reported accurately, or landing at a different airport, crossing a ridge line and computing final glide altitude, some math is required using either system. Rope break critical altitudes must be understood, and pilots need to be able to read the altimeter.
As a CFI, you should develop a simple written test for your local area so students can demonstrate their ability to do the simple math while in a class room rather than while flying. Discussing MSL altitudes makes the procedure more familiar and will help those who have not used the altimeter as intended.
Even if you insist on using a zero setting, the math is still required to consider reporting your flying altitude so other aircraft flying nearby will know your true altitude; to compute altitude needed to reach another airport, or when crossing a ridge line.
Newsletter Oct 10
Following are many of the comments I received from around the world on the subject of using a zero altimeter setting:
Having decided to go for my silver distance I am now using MSL. Not without problems, though.
It has been so long since I messed with an altimeter that I set it to 6,690', not 669'. Don't set to field elevation, use the barometer setting.
I got off tow at 10K, finally noticed that my barometric window showed no numbers, checked AWOS and set it to the local value. Crank, crank, ............crank. Ah, 3,669' msl.
Three hours later when descending through 2,000' msl it did not look like 2000' agl. My mind was still set to AGL. Then it hit me. It was actually about 1300' agl.
Subsequent flights have been normal.
The part about calling out your altitude to transient traffic is good. We are always saying ..AGL and wondering if the other pilot knows what to do to convert to MSL. Is he looking for me in the right place. Same when he calls out MSL altitudes.
It is interesting that no-one appears to have considered the quadrantal flight rules, wherein the appropriate pressure setting is mandatory for separation purposes, and how this might effect those flying in wave conditions, unless these rules are waived by the appropriate control center, ( Boston, in the case of LKP ), when a height window is called for, or in other areas of Canada and the US where flights at 10,000 feet are no unusual, such as mountain regions and parts of south western US.
It is undeniably easier if the pilot never plans to leave the pattern or get more than one thermal's distance away from the runway.
Some will argue that it takes some pressure off at the beginning and that the msl setting can be introduced when the student has already mastered the rudiments of flight. I was taught this way and I believe it is a disservice. It causes avoidance of the proper setting and continually wanting to fall back on the practice for years to come.
If someone's math skills are that bad, what in the world will they do if they don't make it back to home base? How would they know their true altitude to talk to other pilots, ATC, know if they are entering airspace, etc. I am amazed that anyone would teach, encourage, or condone doing that.
1. It is easier to set the altimeter to zero than to field elevation, and it is therefore easier for an ab initio student pilot to learn to read the altimeter quickly, consistently and accurately -- especially when launches seldom exceed 1600' AGL.
2. But since the first-learned method is the one to which a pilot reverts to under stress, the zero altimeter setting method does NOT prepare the student better for flying aircraft elsewhere than at the home airfield.
3. The terrain within a 50 km radius of this gliding club includes elevation changes up to 400 feet above aerodrome elevation. Clearly the ZAS does not prepare the pilot to deal safely with landouts in even this relatively flat terrain.
4. Since the ZAS method is not consistent with power traffic altitude reports, safety may be compromised when power pilots misunderstand or are forced to do extra calculations to figure out glider altitude reports.
5. Since that which is first-learned is retained the best, pilots accustomed to ZAS have shown difficulty reporting their altitude properly during flights at our own gliding club (where ZAS is not used).
6. While I am not aware of ZAS contribuitng to any accidents at the other club, I fail to see how ZAS could contribute positively to flight safety at an aerodrome with both frequent power and glider traffic.
7. If the math is too difficult for any pilot, I seriously question whether that pilot should exercise the privileges of a glider pilot licence.
In conclusion, the ease of using the ZAS method is far outweighed by the dis-service of inadequate training and compromises to flight safety in general.
How high to I have to be to make final glide over that ridge line between me and the airport? The ridge on the chart is reported in MSL, not AGL above the airport. But by setting to "zero" your altimeter is reading AGL above the airport, now do the math to clear the ridge and make it home.
As the Safety Officer and CFIG for our club, I have insisted that all of my students use the current altimeter setting instead of using the ZERO altimeter setting. I see the risk of having a mid-air when pilots give out their current flying altitude and the someone thinks that they have a 600ft difference when in fact it is zero separation If a pilot cannot figure out how to correctly read and interpret the altimeter, I don't believe that have what it takes to be PIC.
It is interesting to note that Derek Piggott uses a technique in his teaching that includes blanking out the last 350 feet of the altimeter so the student has to use outside reference for altitude estimates.
I use QFE with my initial students, setting the altimeter to zero for first flights. They can relate to that more easily and do not have to do the math in their heads to figure pattern altitudes. I think there are more incidents of being too low in the pattern when the altimeter is set to barometric and the student does the math improperly. And I will not solo a student unless they can demonstrate a safe landing with no airspeed and then a landing with no altimeter. I have been doing this in both glider and powered aircraft for years and years. Never had a problem in teaching flight path angles versus slave-like dependence on a bunch of needles in a round dial that could be in error. After all, it takes only one little bug in the pitot tube to kill an airspeed, and altimeters do get stuck. The accident reports are full of such failures over the years.
I would rather set to field elevation and teach pilots to ignore the altimeter below 500ft agl, flying by visual reference only.
The zero setting is a quick and easy crutch that gets pilots into a lot of trouble with an inadvertent field landing.
(" I was only flying locally , how was I to know the ground was 400 feet higher there." )
Out here, in the desert southwest and Rocky Mountains, a zero altimeter setting is an absurdity. In Colorado, where we learned to fly, field elevation was 6,874 ft., and many, particularly low time pilots, set their altimeter to 7,000. In New Mexico, our field elevation is 6,200, and, as far as I know, that’s what everyone sets their altimeter to. Even if we could, I don’t think it would occur to any of us to set our altimeter to zero. I personally like to know my precise (within the instrumentation error) MSL altitude, because I want to know when I’m approaching 18,000 (which we often do), and because terrain features are shown as MSL altitudes.
I have a couple of dozen outlandings. For these, an altimeter is about as useful as your radio. For a successful outlanding, your eyeballs and maybe your ears and airspeed indicator are the only instruments of use.
My primary interest in using zero is basically for the beginning student.
It gives them one less thing to worry about while they are learning to fly and judge the landing setup.
They have a specific guage for monitoring altitudes in the pattern to compliment the visual learning.
Following the students solo or some appropriate time pre-solo (for students that have been taking lessons for some time) I suggest adding the MSL altimeter setting so they can learn the judgement
required for "doing the math".
In Flatlands where there is less than 200 ft elevation difference over 100 miles, you could argue that zero altimeter is ok.
In the long term, it is hard habit to beak when folks transition to XC Flying. I always fly local altimeter setting.
I believe that we should never use zero altimeter settings.
I believe we missed a big point here:
Collision avoidance.
The separation of aircraft coming into an uncontrolled field is severely hampered when guys make radio calls that they are 5000 feet, when in reality they are 6000 (1000 feet field elevation).
I rented a glider at a strange gliderport and took off with the
altimeter set at 800' MSL, thinking it was at zero AGL. Maybe I was
distracted because I was rushed and giving my Uncle a ride (not an
excuse, just an observation). The tow pilot thought I had hit strong
lift when I released early, no radio in the plane. Maybe didn't
realize how low I was because of the strange terrain (not an excuse,
just an observation). When my stereo vision kicked in at 500' I
barely made the glider port.
I am an instructor in Australia. About 10 years ago it was mandated that altimeters be set to the field elevation QNH there was some resistance to this. The location that I was flying at had an elevation of 250 feet . We saw a number of very low circuits (patterns) during introduction of this regulation. However over time the aerial arithmetic became second nature and pilots. It also underlined the fact of the need to" look out the window" with more interest.
Every time I land I say a thanks for John Lane, my cfgi 32 years ago who refused to allow me EVEN ONE PEEK at the altimeter at any phase of the circuit and landing.
I fly in two basic capacities, I give rides for our local FBO and I instruct with a club. We teach our students to set the altimeter properly, usually field elevation, since we don’t have a ready source for an altimeter setting. Unfortunately, the FBO sets the altimeter to zero. I’ve talk to a number of pilots who’ve trained with them and there are clearly problems.
If you set the altimeter based on barometric pressure, the only calculation required is pattern altitude. If you set field elevations as "0" then continuous calculations must be made everywhere except the landing pattern.
Many flight instructors and DEs firmly believe that, since gliders can’t "maintain the cruising altitude or flight level", 91.121 doesn’t apply to glider operations. We’ve been arguing this for years, but until DEs across the board start failing applicants, the alternate interpretation will continue to be endorsed by much of our community. The best I can do is refuse to fly with a student who sets the altimeter to 0. Of course, that no doubt confuses them when other instructors tell them it’s OK.
Tom.. we have had visitors to our southwest flying location from "the east", and when they try to set the altimeter to zero.. it will not go that far.. if i remember correctly it is still about 750ft above zero MSL when set to the lowest limit.
Then we go into the.. how are you going to stay below Class B if you don't know the true MSL altitude..
We also cover the ASI and ALT on our pre-solo students while at altitude, and have them execute the pattern based on what they see out the window and their experience.
I’ve just returned from vacation (flew at Harris Hill !) and I wanted to comment on your question of setting the altimeter to zero but it seems many have said what I also believe.
As an instructor out West (Jean, NV) I always teach setting field elevation. Besides not being able to crank an altimeter down to Zero, I agree with the comments that it makes
the math easier to do so and it makes altitude calls between aircraft trivial. I haven’t had any ‘Coastal’ visitors have problems yet but I have had an occasional British visitor try to
set the altitude to zero.
I always do a covered altimeter and airspeed indicator flight pre-solo with my students and am pleased how well they do after I’ve pounded in your TLAR methods.
They have done well and usually surprise themselves.
TLAR makes the most sense and I will continue with it.
I know none of this is new but I thought I’d add my support to your methods.
Newsletter Oct 9
Yesterday, Monday was a warm ridge day enjoyed by several visiting pilots from as far as Norway. Temperatures were still above 70 degrees at 4,000 Ft. It looks like ridge conditions may continue for the next several days with some rain in the mix.
Have you noticed the SOAR forecast on NOAA? http://www.erh.noaa.gov/ctp/aviation.php
Regarding my question about altimeter settings, the FAA has not responded about regulation 91.121.
Those of you who did respond supporting both sides, it was pointed out that aerobatic pilots use a zero setting for obvious simplicity reasons. I received other responses from pilots who fly from sea level airports.
Those who support a zero setting for student pilots do so for simplicity reasons only, expecting the students to be able to make the change to MSL whenever necessary. No other reason was suggested.
As it turns out, this change is not necessarily easy, (law of primacy) and instructors from higher altitude sites where a zero setting is not possible, report pilots trained to use a zero setting have great difficulty with several accidents attributed to the practice.
The most popular opinion is a person of average intelligence can do the simple math when using MSL setting, but those trained with a zero setting have more difficulty when a change is required or when they need to do the math to cross a ridge line or report MSL altitude when using a radio to report their altitude.
Radio reports of AGL altitudes also is a problem for other aircraft flying nearby when they assume the reported altitudes are MSL as other aircraft are required to use.
A strong argument is therfore made that MSL altitude should be used during flight training.
Some also responded suggesting the altimeter be covered altogether during the landing phase of flight so the student is forced to look outside the cockpit for altitude judgment necessary in many off field landing situations, rather than relying on an altimeter that may be set incorrectly.
Newsletter Oct 3
A few have responded defending the practice of using a zero altimeter setting.
Let's ignore the regulations regarding altimeter settings.
Instead, let us select the method that serves the pilot better.
Is there a difference between setting the altimeter to zero or field elevation? Does it matter?
Which prepares the pilot better for flying aircraft?
Which prepares a pilot better for cross country flying?
Which makes a safer pilot?
Are teaching principles violated with either method?
Does using a zero altimeter setting do any harm? Is the math too difficult?
Is using field elevation too difficult? Is the math too difficult?
I'd like to hear from those of you who defend the zero altimter setting regarding these questions.
The bottom line - why teach using a zero altimeter setting?
Newsletter Oct 2
I have had a few responses to my recent newsletter about altimeter settings.
Some have suggested gliders are exempt from 91.121 requiring altimeters to be set at field elevation because gliders do not cruise at any set altitude or flight level.
As an examiner, I would ask if you are flying at 7,500 feet AGL above Hutchinson airport, from what direction would you expect other aircraft to be cruising from? Frankly, the math can be done, but under the stress of actual flight conditions, it is not easy. Each of you who use a zero altimeter setting might answer a similar question when flying at your home airport.
One response from a Western CFI relates instances when incorrectly trained Eastern pilots discover the altimeter cannot be set at zero, and are so handicapped by their lack of knowledge, common practice and proper training, they are not safe to fly.
Safety of flight dictates proper altimeter settings.
In a related matter, there are numerous instances of accidents when a pilot has not set the altimeter correctly and blindly believes the altimeter during a landing. There is a point during all landings when a pilot must be trained to look out the window to judge height. It is especially important during off field landings when field elevation is not known. Those trained to use specific altitudes at key points during landing patterns are not prepared for the skills necessary to fly cross country, or in unusual situations.
Newsletter Oct 1
It is surprising to find student pilots being taught to fly using a zero altimeter setting. It is not legal (FAR 91.121) and poorly prepares a pilot to be able to use and interperate the altimeter, as well as use the airspace rules as they continue their aviation experiences.
Over the years we have had several incorrectly trained pilots visit our gliderport for training or flying their own gliders. There are many stories, but suffice it to say we have witnessed incredibly low altitude landing patterns and off-field landings while the inept pilot continued to blindly believe their interpretation of what the altimeter was telling them.
A few instructors simply do not know how to teach correctly, refuse to teach per the regulations and standards, or don't care enough to teach correctly. There are also flight examiners who turn a blind eye to this basic skill requirement and contribute to the problem.
The student has responsibilities to ensure they are receiving instruction that meets the standard. It is somewhat amazing that otherwise intelligent people will accept, and sometimes seek out, the less demanding instructor or flight examiner.
Accident reports are full of examples.
Newsletter Sep 25
The new edition of the Glider Flying Handbook is finished! It turned out to be a much bigger job than we estimated.
There were so many errors in grammar, photographs, drawings, methods and practices, we finally decided to re-do the whole thing.
Printing will take a couple of weeks. It will be perfect-bound with a newly designed color cover. A total of 207 pages.
Our target price is $22.95 less a volume discount for clubs and commercial operators. (The FAA version typically sells for $28.95)
It will help us if we could have an idea how many to print on this first printing.
So please send me an email if your club or commercial operation will be placing a quantity (ten or more) order.
Newsletter Sep 17
We had a great ridge day on Saturday with many flights over 500 km. There was even wave. Sunday was also super thermal soaring.
Gosh, it is nice to be able to cruise at high speed across the countryside after the hot, muggy, low altitude thermalling of recent weeks.
We had two pilots land out on Saturday. After they landed, we could not contact them by radio, and they did not phone in, so I raced back to the gliderport and prepared to takeoff in a power plane to begin a search in case of an accident. It is important to make a blind radio call to let other pilots know you are OK, and if you have a cell phone to call as soon as possible.
The new FAA Glider Flying Handbook turned out to be a literary disaster with numerous misspelled words, improper punctuation, incorrect procedures, and failure to comply with accepted practices. I made a quick edition which fixed many of the errors and was able to print it in black and white for much less than the FAA color version. This is very popular, and I have received many positive comments about the improved version.
I have been working on another edition which fixes the numerous problems. It should go into print in the next week or so.
Newsletter Sep 7
Once again a pilot is missing and search teams have been searching for days to find him.
When we fly our gliders, there is a very real possibility that we could end up in terrain where our glider may be invisible because of trees. Very often, glider pilots will fly without communicating their location so search teams can know where to look.
Conventional ELTs transmitting on 121.5 will no longer be watched by satellites beginning in 2009. New ELT technology is available for a relatively low price. As far as we know, our price is lower than anyone else. (As are most other products.)
Please go to our web site and look at the Microfix Personal Locator Beacon. Specifications are below. Our price is currently $639 plus shipping. It is easy to attach it to your parachute. When turned on, it sends a signal telling where you are and who you are. Authorities know within a few minutes your exact location.
· Smallest, lightest, most function-rich PLB alerts Search and Rescue to your precise location in an emergency.
· Transmits on 406 MHz (COSPAS-SARSAT) with your registered, unique, digitally-coded distress signal, and 121.5 MHz (SAR homing frequency).
· Exclusive built-in GPS technology is finely tuned for optimum performance.
· 100 meter position accuracy when GPS coordinates are present.
· Easy to activate by novice user, simply deploy antenna to reveal "ON/OFF" activation button, hold for 1 second.
· PLB has circuitry, battery power/voltage and GPS acquisition test features built in.
· Exceeds required 24 hour operating life at -20°C (-4°F), typical operating life: 40 hours @ -20°C (-4°F), 8 hours @ -40°C (-40°F).
· Attachment clip mounts to back of PLB to easily clip onto backpacks, belt, webbing, etc.
· Bungee lanyard allows for PLB to be easily secured preventing loss, comfortable to wear around neck.
· ACR beacons are used by the U.S. military, U.S. Coast Guard, NATO and Arctic explorers.
· Exceeds RTCM waterproof requirements for Category 2 (non- buoyant) PLBs, tested to 5 meters.
· High impact plastic case designed to withstand exposure to UV rays, oil, sea water and raft packing.
· 5-year limited warranty.
· 5-year replacement life lithium battery.
Newsletter Aug 20 Part 2
The P-51 event in Columbus Ohio is September 27 - Sept 30.
Sorry for the confusion.
Golf is harder than flying gliders.
Generally speaking, there is only three things to do when flying the glider.
On aero tow:
1. Keep the wings parallel to the tow plane's wings using the ailerons.
2. When you move the ailerons, move the rudder.
3. Keep the top of the rudder lined up with the tow plane's canopy (Pawnee.)
When landing:
At the I.P.:
1. Establish pattern airspeed.
2. Hand on dive brake.
3. Disregard altimeter.
On the Downwind leg:
1. Watch (maintain) airspeed.
2. Monitor variometer (2-4 Kts down)
3. Announce Points A & B.
The turn onto base and final:
1. Constant airspeed.
2. Straight yaw string!
3. Moderately steep bank angle.
On final:
1. Constant airspeed.
2. Control glide slope with dive brakes.
Hitting the golf ball:
Feet aligned on line or slightly closed.
Left toe slightly outward.
Left hand – Pressure on 3 top fingers.
No pressure (relaxed) index and thumb. Thumb right of grip.
Back of hand between target and sky. (See logo on glove.)
Right hand - Very relaxed grip. Thumb left of grip.
Relax body.
Straight left arm throughout swing.
Head up. Back straight.
Eyes - Focus on point towards leading edge of ball.
Mentally state goal of ball flight.
Back swing - Move club head straight back (very slightly inside.)
Keep right elbow close to body.
Move left shoulder over/behind ball and under chin.
Limit back swing.
Shift weight to right foot. (OK if left heel lifts off the ground slightly.)
Finish stroke with belt buckle facing target & weight on left foot.
Hunt for ball under trees, tall grass and adjoining fairways.
Newsletter Aug 20
Few aircraft are as legendary as the P-51. The aircraft and the pilots who flew them during WWII are disappearing.
This coming weekend, there will be a very special gathering in Columbus, Ohio. They expect 120 P-51s to attend along with many of the 80 or so remaining WWII Aces. See this link for details: http://www.gml2007.com/index.asp
Rain is forecast locally all this week, so we will take a few days off.
Newsletter Aug 10
Our web site had a catastrophic failure, but should be running properly within hours.
You can always phone our office to place orders on our free order phone 1-888-724-3677, or fax 1-814-3677
or by email to tknauff@earthlink.net
Thanks for your patience.
Our local newspaper had a follow up article about glider safety yesterday. I refused to be interviewed unless I could see the article in advance to confirm accuracy. Of course, the news media is not interested in facts, so we agreed to disagree.
You can see the article at: http://www.centredaily.com/news/local/story/171773.html
The Soaring Safety Foundation is quoted, and the quotes do not do the sport of soaring any favors.
I sent a letter to the editor, which follows:
Local glider flying and glider flight training began in 1964 with the Nittany Soaring Club. Ridge Soaring Gliderport is an outgrowth of this club and has operated since 1975.
Ridge Soaring Gliderport is internationally recognized for the quality and thoroughness of its flight training program, and has earned several awards for safe pilot training.
During this 44 year period there have been no glider fatalities by any pilot trained by these two organizations until the recent tragic accident. We are confident this accident was the result of a sudden physical impairment rather than pilot error.
There are risks associated with all activities, as we are reminded almost every day in the pages of this newspaper, however, glider flying done properly can be especially safe.
Newsletter Jul 22
There have been a number of glider accidents over the years that defy reason why they happened. I can think of four. One in Florida, one in Nevada, One in New Mexico and the most recent at our gliderport. Some of you will remind me of others.
There is, of course, an NTSB investigation underway and none of us is in a position to prejudge the results. I have had several doctors respond to my recent newsletter describing what we observed last Saturday. The pilot made a routine, nose below the horizon turn onto the base leg, then dove vertically into the forest with no obvious attempt to recover from the dive as a he entered the trees.
Without having specific information about the accident pilot and carefully avoiding offering any medical opinion about any condition he may have had, who read my earlier newsletter commented generally on the possibility of an accident like this being caused by a seizure. They explained that a person will typically thrust out their arms (and sometimes legs) when the seizure occurs:Doctors
(a) due to hypotension (decreased G-tolerance with volume depletion,
which unlike simple dehydration, causes no thirst)
(b) due to new-onset epilepsy (don't know if the brain was examined at
autopsy - usually not, and in any case at 65 the brain is not likely
perfect so that one can't know if the minor abnormalities might have
caused a seizure. There's a 1% incidence of new epilepsy, higher than
most people think, and once in awhile this occurs at an extremely
inconvenient time and is undiagnosable in a situation such as this)
(c) due to cardiac arrhythmia. (It takes only about 30 seconds of
cardiac arrest or its equivalent in a healthy rested person who's lying
down to start seizure activity, much less if upright or under g-load.
Undiagnosable.)
Falling asleep will not push the stick forward, nor will most other
accident scenarios (bird strike, etc.).
Summary: the most likely scenario is a volume-depleted pilot who pulled
minor g's in the turn to base and suffered transiently decreased brain
perfusion, who, related to normal aging changes had minor cerebrovascular
disease (extremely common in a 65 year old professional) and undiagnosed
athersclerotic coronary disease (essentially universal in 65 year old
Americans), who had seizure activity secondary to brain hypo-perfusion,
forcing arm extension.
This description is so much what we saw, that it is easy to accept the explanation. Other possibilities such as falling asleep, passing out, bird strike, etc are unlikely to result in the strong stick forward motion we observed.
One person related a story of a driver of a vehicle who suffered such a seizure and took his passengers through four city traffic signals at high speed before they could gain control of the truck. A well-publicized accident in California involving an older driver running into a crowd is another example.
Newsletter Jul 16
There was a fatal glider accident at Ridge Soaring Gliderport late Saturday afternoon.
Witnesses report the 65 year old pilot of a Grob 102 made a normal turn onto the base leg then nosed straight down into the forest.
Initial reports by the FAA inspector indicate there was nothing wrong with the glider.
Newsletter Jul 13
I had a phone call from a customer about our price for one of the new personal GPS ELTs suggesting one of the big discount houses might be selling it cheaper. As it turns out, our price is lower and our shipping/processing rates also are less expensive.
I believe soaring pilots need to be reminded that running a gliderport is not easy, and most commercial operators supplement income with products sold over the counter, or in a few cases with an on-line catalog. We sell at a discount, often lower than anywhere else, as a token of our appreciation of your business and support.
Commercial gliderports and glider clubs are the foundation for the well-being of our sport. You have a choice, but whenever possible, it is very helpful for you to purchase from your local gliderport.
I remember some 34 years ago, when Doris and I began Ridge Soaring Gliderport, one of our customers told us he wanted to support us, and suggested we offer common items he needed to fly and enjoy gliding. It was the start of our retail business.
Newsletter Jul 11
The recent issue of Soaring magazine had a product announcement about the safety videos produced at the FAA studios in Florida the past several years. The wording of the announcement did not make it clear that each of the four subjects includes two DVDs, and each two-DVD set is $19.95, plus shipping.
We have sold several hundred of each topic and the response has been very gratifying. Most pilots are surprised at the details which all pilots should know and understand to make them safer.
The four topics include:
Preventing Landing Accidents
Preventing Launching Accidents
Preventing Stall Accidents
Preventing Glider Accidents
You may order from our web site or by using our free order phone 1-888-724-3677
Newsletter Jul 10
Newsletter Jul 10
Cancellations have created openings for our week-long concentrated flight training class beginning July 16th.
Please phone our office for details, questions and reservations.
More about NOAH
The price for the NOAH system installed in new gliders is 3.300,- (about $4,400) Today the NOAH is certified for the Discus 2b/2C/2CT, Ventus-2C/X/M , Discus B / Ventus C / T / M . Tilt up panel and a seatback with headrest, is needed. The seatback must be adjusted in a position, so the pilot's head cant be pushed against the canopy frame.
Retrofitting existing gliders will be done by G|ntert & Kohlmetz, this company will also supply retrofit kits, in the future, when the necessary paper work has been done.
Some years ago, tests showed if you are 45 years old, in a glider pulling only 1.5 G's, it is unlikely you are strong enough to lift yourself out of the cockpit to bail out.
Newsletter Jul 5
NOAH is a system to facilitate the bail-out of the cockpit in case of emergency. NOAH is
a supplementation to the parachute.
Schempp-Hirth has announced the availability of the NOAH system for Ventus and Discus models. Those of you interested. please contact me at: tknauff@earthlink.net
Description follows.
NOAH features an airbag similar to a car airbag. The gas which is necessary to inflate
the bag is stored in a pressurised gas cylinder. The actuation is by mechanical means
via a yellow and black marked handle at the right hand side canopy frame.
To avoid inadvertent activation of the system on the ground the release handle is
secured by a spring cotter. The spring cotter must be removed before flight and must be
installed best after the landing, latest at the end of daily flight operation.
To actuate NOAH the canopy must be opened or jettisoned first. When the canopy is
closed it is not possible to activate NOAH because the handle is blocked by a plate
attached to the canopy frame.
If the NOAH system is activated by pulling the NOAH handle the Bowden cables will
first open the seat harness buckle and then the valve of the pressurised gas cylinder.
The pilot will be lifted by the airbag so that he can roll himself out of the cockpit.
Note:
inflation of the airbag gas can stream out of this hole. This is to prevent injuries to the
pilot if the seat harness buckle is not open.
Technical data:
Mass of all parts: approx. 4,5 kg
Generation of pressure: nitrogen approx. 200 bar
Filling time: approx. 2 seconds
Design range: pilot mass 110 kg up to 4 g
There is a small hole in the NOAH airbag at the front end. In case of inadvertent
Newsletter Jun 27
This Friday and Saturday look like very good soaring conditions at Ridge Soaring Gliderport.
Don't miss the outstanding fireworks July 4th in State College. Usually the 2nd largest in the country.
July 11 - 15 is the local Central Pennsylvania Festival of the Arts. one of the largest in the country. An outstanding event.
Our next week-long flight training class begins July 16th and space is available.
DUO Discus T for sale
This is our extremely well equipped - hangered DUO with sustainer engine. About 3 hours total on the engine.
Ideal for a 3 or 4 way partnership - probably to keep it at Ridge Soaring Gliderport.
Newsletter Jun 26
Newsletter Jun 26
Newsletter Jun 21
Yesterday, Wednesday, was a great summer ridge day. The day started a little late, but it would have been very easy to do a 1,000 km flight due to the long daylight hours.
After flying with students, including finishing the training of an FAA Inspector (Commercial, CFI Glider) I was able to fly our Duo DIscus more than 600 km near 90 MPH with two stops over the Piper Cub fly-in at Lock Haven. Several other pilots enjoyed the day, Including Mike Robison with a newly licensed pilot in our Nimbus 3DM.
Friday and Sunday also have a chance at ridge conditions.
Newsletter Jun 11
Idea for the SSA
In past years, a new student pilot would fill out the student pilot license application and an SSA membership form at the same time. Now with the SSA dues reaching super-high costs compared to any other organization, it is a hard sell.
Another opportunity to sell a membership is when the student solos and can earn the "A" badge.
The idea is to present the A badge along with a 3 month free subscription to Soaring magazine. Perhaps they would then be enticed to join.
. . . .
A fellow walked into the gliderport this weekend asking about flying gliders and rides. Doris discovered he just returned from Iraq.
"You are going now!" Doris told him.
He had a great flight at no cost, in good soaring conditions and was grateful for the small token we were able to offer.
Newsletter May 30
I notice there are only 24 entrants for the Standard Class Nationals (Hobbs) this year. The 15 meter Nats were also under subscribed.
Costs are certainly a factor, as is the un-standard nature of the racing classes with small fuselage models having an advantage over the standard size for us larger pilots. (The 18 meter class will soon see small fuselage models available.)
I wonder also if the area tasks are having a negative effect? Pilots would rather fly together to a single point rather than a turn area where they might only see a few other gliders during a contest day.
Turn area tasks are certainly an advantage on questionable weather days. They permit a pilot to use judgment to avoid bad weather, and measure a pilot's skill at evaluating weather conditions during the flight. The winner is probably the better "soaring pilot" as opposed to the better "racing pilot."
When turn areas seem to be the better choice, contest directors might be wise to make the area as small as possible so the pilots have a better chance to fly with others.
. . . . . .
We now have a supply of the new EW data logger that uses an SD card. Also, we have in stock the new Personal ELT, and signal mirror with whistle. Please see our web site.
. . . . . .
Next week begins our first flight training class of the year. The FAA has renewed our contract to train FAA Inspectors. This class is full, however, we are accepting students for the July, August and September classes.
. . . . . .
If you wish to unsubscribe from this newsletter, enter your email address in the "subscribe" box on our home page and follow directions.
. . . . . .
There are lots of local events glider pilots attend on the non-flying days. This is one of the favorites: Antique Farm Machinery Show June 1-3, featuring Allis Chalmers Equipment Line & 15 yr. Old & Older Garden Tractors, antique farm machinery, steam and gas engines in operation, antique tractor pull, toy tractor show, gigantic flea market, food vendors, and more! Newsletter May 23
One of our friends is looking for a used glider less than $30,000.
The OLC has become important to soaring pilots around the world.
In a new blog post: SSA clubs sweep IGC-OLC World League Round 4
Soaring Society of America U.S. based clubs swept the top five places in the 2007 IGC-OLC World League Round 4 this past weekend.
Favorable ridge soaring weather put two teams flying out of Pennsylvania on top this week. The Ridge Soaring Irregulars were lead by Karl Striedieck at 147.04 km/h handicapped speed and John Seymour at 139.90 km/h, flying out of Mifflin County Airport, while also competing in the SSA 2007 15 Meter Nationals contest. Robert Harvey, 82, posted a 135.57 km/h score (without using water ballast) flying out of Ridge Soaring Gliderport. That brought the team total score to 422.52 km/h, the highest team score so far this year. This earned them the top spot in the world, worth the maximum of 40 points this round.
The Mid-Atlantic Soaring Association posted two blisterinig speeds this round, flying along the ridges upwind of their home base at Fairfield. Michael Higgins clocked in at 155.82 km/h, and Baudouin Litt was not far behind at 151.22 km/h, to help M-ASA post a 396.40 km/h total, giving them second place and 39 points this round.
Tucson Soaring Club of Arizona, Black Forest Soaring in Colorado and Warner Springs Gliders from California rounded out the top 5 clubs this week. They were followed by SFZ K?nigsdorf and LSC Schliersee of Germany, and AC Bolzano of Italy. Jerzy Szemplinski posted a 141.84 speed also ridge running in the 15m nationals out of Mifflin County to help put Ontario Canada based SOSA Gliding Club in 9th position.
In the overall scoring, U.S. based clubs hold six of the top ten spots, lead by Warner Springs Gliders with a total of 124 of a possible 160 points. They are followed by Tucson Soaring Club with 120, AC Esslingen of Germany with 118, and Black Forest Soaring with 115, and SFZ K?nigsdorf with 105 points.
The IGC-OLC World League is an international team gliding competition that runs in conjunction with the Online Contest for 19 weeks during the northern summer season. Individual scoring is based on highest handicapped speed in a 2.5 hour window. Points are assigned to the highest placing teams each round to decide the overall winner at the end of the season. To follow the results of the competion throughout the season, go to the SSA web site and follow the links to "Sailplane Racing" then "Online Contest 'OLC'" and click on Scoring.
Newsletter May 19
The forecast for winds tomorrow, Sunday look like a great ridge day.
Newsletter May 17
The following from the Canada Roundtable newsletter:
One of our members was bringing his Discus out to the airfield in its Cobra trailer. As he got close to the airfield, he noticed what he thought was dust rising from the trailer but thought nothing of it since he was on dusty back roads. When he pulled into Air Sailing and stopped by the hangar, he looked back and realized the trailer was on fire! He quickly pulled it out into the runway and away from the hangar, unhooked his van from the trailer and in a few short minutes the trailer was engulfed in flames while he retrieved a fire extinguisher from the hangar.
The Discus and trailer are a total loss. The fire was so intense the aluminum top of the trailer disappeared and puddles of aluminum formed on the ground. Nothing is left of the glider except some twisted metal fittings and some carbon fibre strands. The bottom of the trailer is heavily damaged but not destroyed and the tires didn't even catch fire. The scene looks like those spontaneous combustion pictures we marvelled at as teenagers where all that was left was the shoes.
It is too early to determine the cause conclusively but it is believed the glider batteries, which were sitting on the floor at the front of the trailer with some cleaning rags, may have somehow ignited the rags and started the fire. Perhaps one fell over and shorted out when it made contact with the trailer. All that is left of the batteries are the lead plates.
Take care when transporting batteries!!! Take them out of the glider and put them securely into a closed box like a marine battery box. Do not store them in your glider trailer!
The Discus and trailer are a total loss. The fire was so intense the aluminum top of the trailer disappeared and puddles of aluminum formed on the ground. Nothing is left of the glider except some twisted metal fittings and some carbon fibre strands. The bottom of the trailer is heavily damaged but not destroyed and the tires didn't even catch fire. The scene looks like those spontaneous combustion pictures we marvelled at as teenagers where all that was left was the shoes.
It is too early to determine the cause conclusively but it is believed the glider batteries, which were sitting on the floor at the front of the trailer with some cleaning rags, may have somehow ignited the rags and started the fire. Perhaps one fell over and shorted out when it made contact with the trailer. All that is left of the batteries are the lead plates.
Take care when transporting batteries!!! Take them out of the glider and put them securely into a closed box like a marine battery box. Do not store them in your glider trailer!
Newsletter May 14
StrePla news
The English update should be on the web today or tomorrow at the latest. StrePla will be sending out a general email to all US customers announcing the update. Anyone who purchased a license within the last 12 months gets the update for free. There are significant new features such as Thermal Maximizer and Task edit.
For those of you who need to upgrade from a previous version more than 12 moths old, please contact me at tknauff@earthlink.net
Scoring*StrePla was used at a recent contest. It will be used next week at Zwickau, Std Nats. The results are better than expected. They expect to score several more contests to get all the bugs out. StrePla is the official program for the pre-WGC in July and the WGC next summer.
Newsletter May 13
Newsletter May 13
Our shipment of the new EW logger with the SD card should arrive by mid week. This will be a very popular data logger, especially for clubs and gliders in partnerships. We will install one as a back-up.
Newsletter May 9
Hello Tom: Transection of the aorta due to trauma is a well known cause of death in motor vehicle accidents. Since many of our accidents involve similar forces, it is reasonable to conclude that it is possible in aircraft accidents as well. It may not be an indication of prior disease.
For more details, go here: http://www.trauma.org/archive/thoracic/CHESTaorta.html
Keep up the good work,
Tom: After my October '06 accident I had a CT scan of my spine which incidentally showed I had a serious aorta problem -- it had expanded to 6.1 cms, and required immediate attention. The vascular surgeon assured me this swelling had taken place over many years and was not a result of the accident. The condition runs in families, and my cousin in the U.K. was disabled by his aorta bursting a few years ago. It's usually fatal. The accident probably saved my life. I had a stent implanted and am now signed off to fly again and instruct. I was caused to reflect on how many of us have life-threatening conditions of which we are unaware until it's too late. . . .
We have been overwhelmed with good weather. Most pilots simply have flown so much they are taking days off. This weekend looks good.
Newsletter May 7
Here is an interesting response to my recent newsletter regarding life-threatening damage discovered to the aorta after a serious accident:
I really enjoy you news letters. I saw your comment
about a pilot having damage repaired to his aorta. The accident may
have saved his life is a possibility. However I have heard of this same
situation a half dozen or more times. It is possible the
damage was a result of the accident. The reclined position pilots sit in
and the shock they might endure might move organs around on the inside. It
might be worth a post to encourage anyone involved in a significant
incident to get themselves checked closely.
Newsletter May 4
Here is a response from my last newsletter:
Thanks for driving home the point on the ELT to the soaring community.
I would not be here today to second your motion except for the quick use of a good parachute and an automatic ELT attached to that parachute that enabled SAR to rescue me within hours.
It was a different time and a different place but minutes counted then and both of those pieces of equipment combined to save my life that day.
Newsletter May 3
Our local soaring weather will be very good for several days. No rain in the forecast until next Tuesday. Winds will favor ridge soaring the "back side" or east-facing slopes.
The trees still do not have leaves, so the forest areas are like an asphalt surface. Yesterday, we had wave over 12,000 feet and cloud bases over 10,000 feet.
The new EW logger has an internal battery that can be charged through the USB port, or you can make an adapter to charge from your glider battery. We now have a special battery charger for the EW logger we construct for $35.00
I understand Dale Kramer has had surgery to repair the problem with his aorta, and may go home this Friday. As it turns out, his accident may have saved his life, as the problem with his aorta may have gone undetected.
Our sales of transponders, ELTs and the new GPS personal ELTs have jumped due to Dale's accident, which drives home the point of being found, or not - in case you come up missing at the end of the day. Local pilots fly over a huge area from New York to Tennessee, and it would take a long time to find you. In many cases, we don't even know which direction to look. Once the leaves are on the trees, you might not be found until the fall hunting season. The simplest ELTs are less than $200. This is such an important device, we make sure our prices are low. An extensive search and rescue mission can easily cost $100,000 or more. A well known world champion competition pilot states it is irresponsible to fly cross country without an ELT.
Newsletter May 1
We just had a great soaring weekend with lots of good ridge flights and wave. Yesterday, you could have earned a Diamond altitude, and probably distance diamonds in the wave.. The weather was clear with no threats of precipitation.
Landings with strong winds can be a challenge, and on some days we advise pilots to delay landing until late afternoon when the turbulence dies down. Our gliderport is in a fairly narrow valley, so it is unusual to have cross winds. The nearby hills cause the wind to blow down the runway most of the time. Many local airports are in wide valleys and crosswind landings can be a major challenge.
We have some rain today, and a super soaring forecast for the next week or so.
We received a fresh supply of Mother's Gold pure carnuba wax, very popular with glider pilots. This is a product they made at our request. We also received our shipment of the new personal ELTs with GPS.
We will receive a shipment of the new EW loggers in a few days.
We are less expensive on most products than others. An example is Tost double tow rings. Our price is $36, while others are charging as much as $39
And, you can fly at our gliderport. Come join the fun. Tonight is home made pizza night at our house.
Newsletter Apr 28
The new safety DVDs are a hit and we are receiving numerous compliments for the information contained. We just finished a new production and added a new one. There are now five two-DVD titles. Preventing Takeoff Accidents, Preventing Landing Accidents, Preventing Stall Accidents, and the new one, A Review of Glider Accidents,
I am a little surprised there have not been any criticisms - only compliments and thank yous. These videos are a great idea for club safety meetings at the beginning of the soaring year. Each title runs about 1 1/2 hours. A showing to a group followed by a discussion with local instructors to review local procedures will help prevent accidents. Only $19.95 for each title.
The flight training books, Glider Basics From First Flight To Solo, After Solo, and Transition To Gliders continue to be accepted as the standard for flight training at glider clubs and commercial operations. These low cost books began production in 1980 and have evolved as training standards have improved. The Glider CFI manual is the only one of its kind and has sold more than 8,000 world wide.
Newsletter Apr 25
For those of you who believe our low price for the new Personal ELT with integral GPS is too cheap, we have double checked to make sure we have not made an error, and the price is correct. For information, please see our web site.
The lesser expensive unit is slightly larger than the smaller version and you must press two buttons to activate it. The more expensive unit is more desirable if you are going to attach it to your parachute harness. We plan to have our parachute harness modified with a pocket to hold the personal ELT.
Newsletter Apr 20
Newsletter Apr 20
Strong Parachutes recently raised their prices on the popular model 303 and 305 models, but we can still offer our subscribers what we believe to be the lowest price available at only $1,595.00 plus shipping.
I have had several phone calls asking if the price we are advertising the AEROFIX 406 Personal ELTwith GPS at only $549.95 is correct. Other stores advertise at a much higher price.
Yes, it is correct. We hope the low price will convince pilots to buy this life saving device. Frankly, not many pilots will order things that will make them safer. Call me a sceptic, but historically, otherwise intelligent people refuse to do what is required to be safe. An example is the NJ governor involved in an accident in a car at 90 mph without wearing a seatbelt.
We keep a record of pilots who fly at our gliderport with an ELT in case they come up missing at the end of the day. It is a very low percentage. Those that do, probably do so only because they are required at some contest sites.
Those of us operating gliderports hope you will support us. The gliderport business is not easy and every dollar counts. In many cases you can buy at a lower cost from your local gliderport rather than internet sites who won't provide you with tows when your local gliderport goes out of business.
Newsletter Apr 18
There was a very serious glider accident Monday morning involving a glider flying along the Bald Eagle Ridge. The winds were very strong with gusts as high as 50 Kts and there was lots of rain and snow. The flight originated at Williamsport, Pennsylvania.
The pilot was seriously injured with broken leg and arm along with other injuries. He did have an ELT, and his cell phone did work briefly until a local cell tower was damaged by the high winds.
The search team was unable to locate the pilot all day and called off the search Monday evening due to extremely high winds and snow/poor visibility. They resumed the search this morning and found him. It took most of Tuesday to retrieve the pilot so a helicopter could take him to a hospital where it is expected he will recover.
The bottom line is the pilot spent a day and a half alone in the wilderness even though he had an operating ELT. Without an ELT it might have been several days before he was found. In some conditions, the glider might not be found for months.
If you fly - especially cross country - and even more especially if you fly over hostile terrain, you owe it to those who will search for you to carry a signaling device in your glider.
New low cost Personal GPS ELT devices are now available, and they are not so expensive. Check out our web site www.eglider.org. I have placed on the home page, the Aerofix 406 Personal ELT. It is small and we sell it for less than anyone I am aware of at $549.95
The pilot must turn on these Personal ELT devices. They do not go off themselves when you crash. However, most survivable accidents do not disable the pilot entirely. You should also have an aircraft ELT installed in your glider. Even these devices may not go off depending on how the glider crashes. The personal ELT can be attached to your parachute so the rescue team will find you and not your aircraft.
While you are at it - review your emergency kit items to see if they are up to date. Don't forget a whistle!
On our home page, near the bottom, click on "news articles" and review the article about emergency kits. There are suggested items you should consider carrying in your glider.
Newsletter Apr 13
Today, Friday, the winds were pretty Westerly and we had some rain, so no one took off until late morning or afternoon. Last I heard was the wave was working over 14,000 feet.
It looks like some snow through Sunday - perhaps a lot of it, but Monday looks very promising.
Newsletter Apr 12
Tomorrow, Friday has a chance to be a good ridge day if we do not have more lake affect snow showers. Next week, a low pressure system will run up the east coast giving us more rain for several days.
We are receiving lots of positive feedback on the three DVDs on preventing launching, landing and stalling accidents. A good suggestion is to gather club members together for a showing of each subject with instructors to answer questions and make comments.
Newsletter Apr 9
I caused confusion in recent newsletters regarding the safety videos produced at the FAA Production Studios in Lakeland, Florida.
There are three subject areas:
Preventing Stall Accidents
Preventing Launching Accidents
Preventing Landing Accidents.
I have modified the presentations so each subject includes two DVDs lasting about 90 minutes. You will find each title on our web site under "DVDs" and the cost for each subject is now $19.95 rather than selling each individual DVD for less.
This is "must know" information for every conscientious aviator, and instructor. Glider pilots and clubs are encouraged to view these videos at the beginning of the soaring season to help enhance safety.
Newsletter Apr 8
Dale Kramer's remarkable flight of April 5th is now posted on the OLC.
What stands out is how relatively slow he flew most of the time. Certainly not a super ridge day.
Next March, we will extend our very popular Soaring Seminar in State College to a two day (Saturday/Sunday) event, and we have asked Dale to give a presentation about this flight.
Newsletter Apr 7
Some of you have asked if the 2007 presentation about "Preventing Landing Accidents" is different than the 2004 presentation on the same subject. Yes it is.
Because of time constraints, the 2004 presentation covered different areas of the subject. Specifically, this presentation spoke about angles used in the judgmental process, especially during off field landings, and illusions you will experience during off field landings. Other items are also included, so pilots will find both DVDs useful in acquiring knowledge necessary for safe flying.
My dentist explains I only need to floss the teeth I want to keep. This admonition also applies to knowledge you should know in order to fly safely. Frankly, there is little published on safe glider flying, and the accident record of our sport emphasizes the necessity to acquire as much knowledge as possible in order to enjoy the sport safely.
Newsletter Apr 6
Doris and I took off this morning at O-dark thirty to find the ridge not working well enough for a long flight.
Dale Kramer flew a thousand miles yesterday - the only pilot on the ridge due to snow showers - but apparently used a too-fast sample rate on his logger, so it probably will not validate his flight.
The next couple of days still hold some promise for long ridge flights.
Interested in safety? Please consider my DVD recordings of two speeches I presented at the FAA Safety Seminar in 2003 and 2007.
Titled, "Preventing Launching Accidents" and "Preventing Landing Accidents," these presentations cover accidents, accounting for 85% of all glider accidents. Total viewing time is about 2 1/2 hours and can be used at glider club meetings, CFI seminars and the like. Only $20 for both.
Safety stuff we sell has proven to be not very popular, so few of you will order these items, but seriously, the information is important and well worth your time.
Newsletter Apr 5
Thursday morning
Snow showers will probably prevent early starts for long ridge flights today.
Friday looks more promising.
Newsletter Apr 2
Newsletter Apr 2
It looks like a major frontal passage beginning Thursday with NW winds lasting through Saturday.
Probable lake effect snow showers early in the period.
Newsletter Apr 1
The FAI (Federation Aviation International) has discovered an error in the calculation to convert Statute miles into Kilometers, which is causing the USA to forfeit many aviation records including nearly all claims for international gliding records.
The NAA (National Aviation Association) is disputing the FAI ruling even though it seems they have confirmed the small error in the formula.
The SSA (Soaring Society of America) has deferred the problem to the rules committee. As it turns out, many recent soaring contests have been computed erroneously, and some competition pilots are upset with the re-calculations which is resulting is some top-ranked pilots no longer having enough points to compete in the upcoming international contests.
On the other side of the big pond, England is elated with the new ruling, since some of their pilots will now be ranked higher on the international scoring system. England only recently changed from furlongs, perches, and rods to measure distance, but still refuses to change the pronunciation of "kilometers" so it rhymes with "thermometer."
It is expected the new ruling will cause quite a stir, not only among the flying community but will also affect space travel, and perhaps ownership of certain land parcels near countries using the metric system.
Schempp-Hirth has announced the availability of a new option for their glider designs to make them more popular among the group of left-handed pilots. No other manufacturer has considered the special needs of left handed pilots and simply have ignored the problem. Schempp-Hirth has identified the rather large percentage of pilots who are left handed, and will benefit from the simple modifications necessary in the control layout to make flying more comfortable. For more information, contact Schempp-Hirth sailplanes.
In the future, if you are in the market for a used glider, you will need to ensure it is made for whichever hand you favor. I understand Glasflugel did build a few special left-handed designs, but their happy owners have zealously guarded most of these gliders, and few have made the used market.
Newsletter Mar 30
We have had several bright sunny days in a row this week, so yesterday, we rolled the runway in preparation for first flights tomorrow, Saturday. There is a chance of rain later Sunday. Our Pawnee is having the rebuilt engine installed, and we hope it is ready for Saturday. The Bellanca Scout also had some changes to the ignition system so it is working better than ever.
Everyone is ready to fly!
Newsletter Mar 25
Yesterday, Saturday was our annual Soaring Seminar, here in State College. It was an outstanding event, well attended by glider pilots from far and wide.
My presentation on "Preventing Landing Accidents" as presented at the FAA Safety Seminar in Lakeland Florida is now available on DVD on our web site:
Order on line or phone our office.
The weather has finally cleared and we hope to begin flying.
Newsletter Mar 21
Time is running out!
We hope you