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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.
 
http://adds.aviationweather.gov/data/winds/eta60hr_900_wind.gif
 
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.
 
 
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.
 
There may be other possibilities of course, but for now, this explanation seems to match what we observed from the ground.

 

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
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 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!

 

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

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
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

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 all can come. It looks like great weather and we have an impressive list of speakers.
 
Soaring Seminar is this Saturday, March 24th at State College, Pennsylvania. All day speakers, evening banquet. $65.00 includes lunch and dinner.
 
Reservations, phone 814 355 2483 or send email to:
Newsletter Mar 16
We head north on Sunday and look forward to the spring ridge soaring season, which begins next Sunday, the day after our Soaring Seminar next Saturday, March 24th at the Ramada Inn In State College.
 
This years seminar promises to be an outstanding event, so we hope to see you all there. We can accept people at the door, however, it would help us a lot if  you would call or email me to reserve a slot. Beverly is in the office week days.
Newsletter Mar 6
I notice a soaring newsgroup posting about glider pilots purchasing the new ZAON collision avoidance device from non-soaring related businesses. Glider pilots should be reminded that running a gliderport is not easy and every dollar contributes to the  possibility the gliderport will be there tomorrow to provide tows, instruction and other services to glider pilots. Further, in many cases, the products are provided by your friendly gliderport operator at a lower cost than can be found by the big stores.
 
Anyway, the new ZAON collision avoidance device is a great product. We are selling them as fast as we can get them. Every pilot who has flown with one of our loaners has purchased one. Simple, cheap, easy to use. It does exactly as advertised. I just checked the internet for prices from non-gliderport businesses and our price is $5 less than any other advertised price, and you can order without paying for a phone call.
Newsletter Mar 4
The popular Regional Soaring Seminar in State College, Pennsylvania is less than 3 weeks away.
This year's speaker's list is very impressive. One change has been made from the previous announcement.
 

John House  Soaring and the Media

Karl Striedieck  Beginning ridge soaring techniques

Denis Pagen  Identifying soaring clouds

Bill Geiger  Legal responsibilities

Mark Keene  Your first glider competition.

Lee Kuhlke  Flight log diagnostics

Tom Knauff  Preventing landing accidents

 

$65 fee pays for lunch, dinner and hall rental.

 

Sign up by phoning 814-355-2483 Monday through Friday.

Or log onto www.eglider.org and enter seminar in the search box.
. .  .  .  .
 
John Roake, from New Zealand, has a very popular news column in his glider magazine (http://www.glidingmagazine.com/NewsArticle.asp?id=1580) and often quotes subjects from my newsletter. He does an annual report about the number of glider pilots world wide indicating a steady decrease in membership.
 
Those of us who enjoy flying gliders are always enamored by the beauty and challenges it provides. It is far easier for young people to stare at a computer screen playing games or whatever, than learning new skills. There is a steady loss of young piano students, young tennis players, and any other activity requiring the learning process. While it is important to make it possible for young people to become involved in soaring, our true market is a person 45 years of age. These folks have reached a point in life when the house is pretty well paid for, the kids are out of college and the universal dream of flight becomes possible.
 
The problem for soaring organizations world wide is a lack of organized efforts to promote the sport. There are countless wasted opportunities. Promoting the sport should be the fundamental purpose of any organization. The amazing thing is how easy it is, and how little interest there is by the organizations. It is easier to raise dues and beg for money. 

Newsletter Feb 27

 
I reviewed the SSA Soaring Safety Foundation DVD on "Standard American Soaring Signals" available free from the SSA.
 
There is one major error, suggesting in case of a very rare release failure of both towplane and glider that the glider pilot may elect to land with the towplane or attempt to break the tow rope. I am not awar eof any glider organzation in the world that recommends attempting to intentionally break the tow rope. Since we do not train for this maneuver, it is highly likely the glider pilot will fail in the attempt and make a bad situation much worse; even life threatening.. It is also not suggested to perform landings while on tow due to to the very unlikely emergency, and as it turns out, is not difficult to perform. Instructions on the maneuver an be found in most good flight training manuals.
 
Doris and I were the banquet speaker for the Michigan soaring banquet in Detroit this past weekend.  It was well attended and we had a great time. We were taken to the city Science Cener to see the exhibit "Our Body" featuring actual human specimens. If, and when it comes to a city near you, I highly recommend it.

Newsletter Feb 21

2007 Soaring Seminar Saturday, March 24th 

Ramada Inn

State College, Pa

 

All day speakers, lunch, evening banquet.

 

Speakers

 

John House  Soaring and the Media

Karl Striedieck  Beginning ridge soaring techniques

Denis Pagen  Identifying soaring clouds

Bill Geiger  Legal responsibilities

Bob Lacovara  Gliders of the future.

Lee Kuhlke  Flight log diagnostics

Tom Knauff  Preventing landing accidents

 

$65 fee pays for lunch, dinner and hall rental.

 

Sign up by phoning 814-355-2483

Or log onto www.eglider.org and enter seminar in the search box.

 

 

Newsletter Feb 15

Speakers for the FAASoaring Safety Seminar include Burt Compton, Shawn Knickerbacher, Tom Knauff and others. Sessions begin this Saturday, Feb 17 at 9 AM.

 

Best web site to view the sessions live is http://faaproductionstudios.com/ 

and click on the icon that reads "View Safety Seminars Live" 

 

A few years ago, more than 8,000 pilots across the country watched.

 

 

Our Soaring Seminar in State College, Pennsylvania will be held Saturday, March 24th. You can sign up on our web site or phone the office at the number below.,

 

Some of the finest speakers ever for such an event include: Karl Striedieck - flying the ridge,  Denis Pagen - reading soaring clouds, Bill Geiger - what glider pilots need to know about the law, Bob Lacovara - gliders of the future, Lee Kuhlke, flight diagnostics, Tom Knauff, preventing landing accidents. One more to be announced.Newsletter Feb 13 (part 2)

 Newsletter Feb 13 (part 2)

Our office was closed Tuesday and will be closed Wednesday due to a strong storm and deep snow - the first of the year.

 

The new ZAON traffic avoidance device was a big hit at the SSA convention. We sold out the first day. One of the customers took it to his hotel room and watched the airlines fly into the nearby airport. Suddenly the device set off collision warnings and an aircraft was coming closer and closer. It finally showed only a tenth of a mile and closing just as a helicopter went by the hotel window. We have one with us and will allow pilots to fly with it here in Florida. If you try it, you will probably buy it. It is cheap insurance and it works just as described.

 

This year's convention seemed light on attendance. The speaker's rooms seldom were near full. The older gliders were a hit, but the hall was very cold the first two days. I understand next year's convention in Albuquerque will feature vendors on the periphery as it should be and it is very likely the convention will switch to an every other year event.

 

More about the convention later.

Newsletter Feb 13 

I will be giving a presentation at the FAA Safety Seminar in Lakeland Florida Sat Feb 17. Presentations begin at 0900 EST.

You can view the seminar on-line at:

http://faaproductionstudios.com/   or  http://faasafety.gov/ 

and click on the icon that reads  "View Safety Seminars Live" 

My speech will be the same as the SSA convention - Preventing Landing Accidents.

Newsletter Feb 9

We are attending the SSA convention in Memphis Tennessee. The facility leaves much to desire. Very cold on the convention floor.

The new Antares - all electric motorglider is recieving lots of interest.

Frank Pascale gave a supurb presentation on glider batteries similar to the one given at our Soaring Seminar last year in State College.

The new ZAON collision avoidance device is a hit. We sold out the first day, but will have more in stock early next week. We also sold out of the hew EW data logger. More should be received in the next week or two.

 Strepla is making a strong presence. Lots of blinking lights showing support for the popular software. They are pointing out the significant advantages over the competition.

 Doris and I head further south after the convention, while Mike Robison, his wife, Becky and our daughter, Maria will head back to Pennsylvania.Newsletter Feb 3

 Newsletter Feb 3

For those of you who do not have soaring software on your computer, StrePla is a very popular product you should consider.  The PC version (desktop*StrePla) will plan flights, statistically analyze the flight and automatically upload flight files to the OLC.  The PDA version (pocket*StrePla) is a "must have" for Cambridge users or anyone without a without a moving map.  Not only is it completely customizable, it will plan final glides and graphically show all landable sites with "traffic light" arrival altitude based upon MC setting or optimized for best glide factoring in wind.  It is the only cockpit PDA program that will download US Sectional maps.  For those of you attending the SSA Convention in Memphis, there will be a comprehensive presentation of StrePla beginning at 12:30 on Wednesday at the Soaring Software Symposium. Knauff and Grove Soaring Supplies is a StrePla dealer.  Please contact us by email for SSA convention specials whether or not you attend.  We may be travelling, so please be patient for our response.

You can visit the English version of the StrePla web site at:

http://www.strepla.de/StrePla4/english/indexEnglish.html 

 Newslettter Jan 31

Today, we switched our internet bank services to Chase Bank from Wells Fargo in favor of still stronger fraud protection. Customers will not see any difference in our web site, however, we are always concerned about any possibility of fraud. For your information, we never see your credit card information. Our web site is undoubtedly the most secure, advanced of all soaring related businesses.

Yesterday, Mike Robison drove to the port and picked up the new all-electric Antares self launch glider which will be displayed at the SSA convention.

The new EW IGC logger is a big hit. Production did not anticipate the number of sales, but we expect more units to arrive next week, so we will be able to fill all the orders. This logger is very easy to use, and will be a favorite at glider clubs where a number of pilots share the same logger for badge and record flights. We expect lots of interest at the convention.

Another big seller is the new ZAON traffic alert device. We will go to Florida shortly after the SSA convention, and will loan one of the units to pilots to try. The ZAON is especially useful in the high traffic density in Florida.

Local Pennsylvania weather has been cold, but we had our first significant (2 inch) snowfall yesterday. Not enough to bother shovelling.

Sunlight hours is up to near ten hours so spring is coming!

Our supply of Acrifix 192 for repairing canopy cracks finally arrived.

 

Newsletter Jan 25

I finally got a chance to make a flight with the new lower cost, EW Micro-logger and am very impressed with its ease of use. There is no software required. Simply use notepad to change the pilot name,glider, task, etc and after the flight, when I plugged it into my laptop, the flight downloaded automatically into my StrePla program so I could send it off to the OLC or whatever..

I also flew with the new ZAON traffic avoidance  device in a heavy air traffic environment. You can set it to warn you of transponder equipped aircraft within a range up to 5 miles. When an aircraft enters the zone and is a threat to you depending on altitude difference, the simple display shows the altitude difference and distance. For example, you might see 2.7 miles +300 feet., meaning the other aircraft is 300 feet above you. If the distance decreases, you will look for the other aircraft. I was impressed how difficult it was to see another aircraft until it was quite close. All in all, the new device is a great safety tool.

Some ask me of what value it might be for aircraft not carrying a transponder. My opinion is bigger, faster aircraft almost always have a transponder, and the small, slow aircraft are less of a threat to me. I'll loan the device to other pilots to try and get their impressions. For less than $500, it seems like a very good idea.

A report on the new Schleicher Open class two place with self launch engine states the price will be about $300,000! At least one American pilot has one on order.

The new glider from South Africa has a USA dealer.

 

 

 

SSA Convention

During the convention, we will be offering special discounts on EDS oxygen systems 10% less than our normal discounted price to subscribers of our newsletter.

Newsletter Jan 12

Could there really be nearly 38,000 glider pilots in the USA? Yes. There are many pilots who hold a glider rating but no longer fly gliders. Some pilots who need a BFR, elect to add a rating to fulfill the requirement. There are 3,055 glider CFIs on the FAA registry, but perhaps not many more than 1,000 who actually do any glider instruction.

 

Doris and I will be travelling the next couple of days.

Newsletter Jan 12

Here are some statistics:

 2006 saw 29 glider accidents reported to the NTSB, with only three fatalities. There were actually four glider fatalities, but the NTSB does not list one.

 FAA reports there are now 597,109 pilots. The average pilot is 45.6 years old. Meanwhile, the average age of new sport pilots is 52.9 years. The oldest ages are concentrated in the glider rating (37,837 FAA licensed pilots) and balloon rating (10,511 pilots) categories, where the age is 54 years old. (SSA has reported (July) there are 11,000 individual SSA members.) There were 939 sport pilots at the end of 2006. The monthly increase of sport pilots jumped to 134 per month for the last four months. The student pilot average age is 34.4 years old. There are 91,343 flight instructors.

Newsletter Jan 11

The Ramada Conference Center telephone number is 814-238-3001

 Newsletter Jan 10 Part 2

I failed to mention the State College Ramada Convention center also has a block of rooms reserved for us. Phone them at 814 238 3011 and mention the Knauff & Grove Soaring Seminar.

Newsletter Jan 10

There is a big event at the college the weekend of our Soaring Seminar, Saturday, March 24th.

The motel most glider pilots stay in is The Stevens Motel on North Atherton Street. It is a very clean, family owned business next door to The waffle Shop, which is very popular for breakfast.

I just phoned them and confirmed they do have several rooms available. Two people $60. They do have larger rooms for more folks.

Their phone number is 814 238 2438

 

 

 

 

Newsletter Jan 9

Here is an interesting FAA web site to visit:

www.faasafety.gov

 

You must go though a registration process, but it is worth it.

 

I attended an FAA examiner meeting today. Not much new. They said there are only 1470 Sport Pilots so far. Probably most of these are pilots who no longer want to maintain a medical. Remember the Recreational Pilot License? There are less than 150 of these pilots.

 

There are a couple of different catagories of sport aircraft. Those manufactured and sold as complete aircraft (not kits) may need to be returned to the manufacturer for any serious repairs such as a hard landing. The regulations regarding sport aircraft are not obvious, so be careful.

 

The ChicagoLand Glider Council is sponsoring their annual Soaring and Safety Seminar on Feb 24. See http://chicagolandglidercouncil.com.

 

Newsletter Jan 8

The Seniors contest is a huge success with nearly 80 folks trying to get in. With room for only 55 , lots of folks will not be able to attend this year. A suggestion is for those who can not fly in the contest, they should come to Florida the weeks before the contest for some really fun flying, and perhaps a game of golf. Many of the pilots arrive early ( some are already there) and a good time is had by all.

 

We will discuss a change in venue for next year, so we can accept more pilots, but the logistics are a problem.

Doris and I will be at the SSA convention, and we will fly to Detroit, Michigan to speak at the Sandhill Soaring Club event Feb 24th, before returning to Florida. I'll also speak at the FAA Safety Seminar in Lakeland.

Don't forget our Soaring Seminar here in State College, Saturday, March 24th. We have a wonderful group of speakers and the entry fee includes lunch and dinner. You may sign up on our web site, Do a search for "2007 Seminar."

The new Commercial and CFI glider PTS are at the printers.

Newsletter Jan 7

The new editions of the FAA Commercial Glider PTS and the new Glider CFI PTS will be available in about two weeks. You may place your order on our web site. 

 

 

 

Newsletter Jan 4

The new Practical test standards for commercial and CFI glider can be found at:

Commercial

http://www.faa.gov/education_research/testing/airmen/test_standards/pilot/

CFI

http://www.faa.gov/education_research/testing/airmen/test_standards/media/FAA-S-8081-8B.pdf

 

 

 

Newsletter Jan 3

 My last newsetter ended with the following:

>So, before your next tow, consider the odds of something going wrong is 50:50. Either it will, or it won't, and plan accordingly.

I received these comments from a subscriber:

Hi Tom,

Good advice. I'm still a baby with ~1100 glider flights. Never had an actual rope break in a glider. But I have experienced:

Towplane engine blew a jug at 1000' agl; I dropped rope and landed (so did he) Flying Pilatus B4 at a Schweizer operation that used chain links instead of proper Tost rings; popped loose on tow at the proverbial 200' "rope break altitude" and landed.

Had a wasp on my forearm on tow; stupidly swatted it and lost sight of towplane; released and landed.

Tow pilot startled me by lowering the nose and turning left soon after breaking ground in order to chase a coyote that had strayed onto the field. Once I realized what was happening I stayed on tow, but his action was stupid and could have made a real emergency.

A few occasions when I released on very rough days because either the towplane or I had a control problem.

Have witnessed another glider (HP-16) snag an extra tow rope on his wingtip taking off (a heavy tow rope left alongside the runway); and several gliders taking off with tail dollies on (at least one of them with radio off).

I did have one actual rope break the very first time I towed a glider as PIC. He had just lifted off when the rope broke, probably scuffed between the glider's forward fuselage and the pavement.

There is a common thread here. Most of these occurrences are not the textbook "rope break" we train for and expect to happen; they are something else. But by drilling yourself to be prepared for something that might go wrong, even if you don't anticipate exactly what it turns out to be, you are much better able to handle whatever it is.

Of equal concern to all of this are the occasional unexpected landing situations one can face, especially at a busy glider operation at the end of a good day in the spring, when everybody's landing at the same time, the field is muddy, etc. You need to sequence yourself into the pattern and keep your eyes open. I've had unsafe situations at [Brand X Airport] where people, vehicles, power planes, etc. preempted the runway I was going to use.

Happy New Year to everyone.

 

 

 

 

Newsletter Jan 2

Happy new year.

We spent the week between Christmas and the New Year shipping the 2007 Segelflug calendars, which arrived in many boxes each day. The last box arrived today, Jan 2nd and all ordersa are shipped. We ahve a few Segelflug and a few Zink calendars remaining, and you can orer on our web site.

.....

I am well known for expounding the odds of a rope break during tow as being 50:50. Either it will or it won't. Some have chastized me for this statement since the "chance" of a rope break on any one tow is obviously far less than 50:50.

Checking the dictionary reveals "odds" is the probability that something is so, will occur, or is more likely to occur than something else: The odds are it will rain today.

A "chance" is defined as a possibility or probability of anything happening: a fifty-percent chance of success.

So, before your next tow, consider the odds of something going wrong is 50:50. Either it will, or it won't, and plan accordingly.

......

Gosh, the weather has been unbelievably warm. I guess we could have done lots of flight training.

Doris and I will be busy the next several weeks and much of the time will be out of the office. As usual, Beverly will operate the office during week days, so you can reach us through her or by email. Mike Robison will be busy in the shop repairing gliders and performing routine maintenance.

Our next big event is the SSA convention.

 

 

 

 

Newsletter Dec 23

Well, the Segelflug calendars (most of them) finally arrived today, Saturday.

We will ship them out as soon as possible.

Thank you all for your patience and have a happy holiday season.

 

 

 

 

Here is a link to the terrific Today show glider segment:

http://video.msn.com/v/us/msnbc.htm?f=00&g=41724557-0f2b-4856-865d-4cc28332ca51&p=hotvideo_m_edpicks&t=m5&rf=http://www.msnbc.msn.com/id/16226197/&fg=

The post office promises we will receive the shipment of Segelflug calendars, tomorrow, Wednesday.

Part of the shipment is stranded in England, held hostage until we return some boxes of tea.

 

 

 

 

 

 

Newsletter Dec 12

You may register on our web site for the 2007 Soaring Seminar to be held at the Ramada Inn in State College, Pennsylvania Saturday, March 24th. The easy way to find it is to put "seminar" in the search box.

 

We will soon have past newsletters available on our web site.

 

Click on "information and articles" at the bottom of our home page for several interesting articles from the past.

 

Mike Robison is our chief flight instructor as well as an excellent A&P mechanic. The shop is pretty busy this time of year with minor maintenance projects, annual inspections and the like. He removed the bottom rudder attach bracket from a DIscus due to extensive corrosion from urine flowing along the bottom of the glider. Mike removed the entire bracket and had it powder coated before reinstalling it. If you have a relief tube, be sure it protrudes well into the airstream. You should remove your rudder and inspect this area.

 

Mike also traveled to Germany to attend a class for the new Antares electric self launch glider coming soon to the USA. I understand the first one will arrive at Ridge Soaring Gliderport in the near future.

 

Beverly shipped more items from our catalog today than any day in the past. Thank you all.

 

The basic learning to fly gliders text book, "Glider Basics From First Flight To Solo," sold more copies this year than any previous year. The book most power pilots use to learn to fly gliders, "Transition To Gliders," also sold more copies this year than any other year.

 

We still have not received our December issue of Soaring magazine, however I am assured it is only due to the timing of the holidays and it will arrive soon.

 

 

 

 

 Newsletter Dec 7
We have received the 2007 Zink calendars and expect the Segelflug calendars in the next few days.
 
Our first shipment of the new EW IGC approved data loggers have arrived. It is small, light weight, with an amazingly small instruction manual, which suggests its ease of use. The size, low cost and ease of use will make this very popular.

 

 

 

 Newsletter Dec 6
Knauff & Grove Inc. makes numerous charitable donations each year. This year, we gave two glider rides to the AIDS Foundation, who auctioned them off. The winning bids were $800 each!
 
Perhaps the SSA could also have an auction to raise funds for the current crises. A ridge flight with Karl Striedieck or Doug Jacobs should bring a bunch as should a wave flight on the West coast, or a Texas thermal flight.
 
. . . .
 
One of my recent newsletters mentioned the inaccuracy of the NTSB reports for determining any significant glider accident statistics. The January Flying magazine has an article about this subject. AVEMCO insures some 50,000 policyholders. Only 17.3 percent of claims they pay are for accidents reported to the NTSB. 40% of the claim dollars they pay are for NTSB reported accidents.
 
Bottom line is there are no accurate glider accident statistics. However, of the serious glider accidents, it is a safe assumption the vast majority are landing accidents. I plan to speak on this subject at the SSA convention and the FAA safety seminar in Lakeland Florida.
 
. . . .
 
Finally, we have been selling glider rides for over 30 years. No one has ever been disappointed. It is an exciting, never-to-be -forgotten experience. Consider a glider ride gift certificate this holiday season. It is a great gift and helps your local commercial operator or even some glider clubs.

 

 

 

 Newsletter Nov 29 Part 2
correction:
27 total reported accidents - 17 West, 10 East.

 

 

 

 Newsletter Nov 29
I looked at the NTSB accident query for glider accidents in the USA this year.
http://www.ntsb.gov/ntsb/query.asp
 
It shows 27 glider accidents - 27 West of the Mississippi and 10 East. The SSA population is closely divided by the Mississippi.
It also shows 3 fatalities. I am aware of four. 2 East and 2 West.
 
Many, if not most glider accidents are not reported, so the information is of limited value. Most fatalities are reported.

 

 

 

 Newsletter Nov 28

 
The new EW IGC approved data loggers are on the way to us.
 
My current project is a re-write of the FAA Glider Flying Handbook. So far, there are over 1,500 changes. Many of these are simple language/grammatical errors, but there are also many problems with the subject matter. Hopefully, I'll have this done over the winter months.
 
Speaking with some of the active competition pilots, I hear grumblings of the cost of a soaring contest. For one of the nationals this past year, one of the top pilots said it cost him $2,300 for travel, motel, food, and the entree fees. I wonder how many are dissuaded due to the costs?
 
I hear of some pilots no longer submitting record claims due to the high fees charged by the SSA and NAA. With the new system of paying the NAA fee if you intend to attempt a record flight, I wonder how many will simply be satisfied with the recognition provided by the OLC and forget about the record paperwork.
 
We are expecting the European soaring calendars any day now. We mailed an order form to all of you who ordered last year. You can order on our web site listed below.

Newsletter Nov 18
New EW IGC approved data logger news
 
We should have the newest version of the new EW logger by the end of next week.
 
The delay has been for to implement and test the insertion of new parts that halves the current consumption on external power.
The units all have the hardware to measure Engine Noise Level. The extra cost motorglider option can be applied to any of the new version of the EW logger.
 
This new logger is very small, low current draw and the lowest cost of any logger on the market today. EW has been making data loggers for many years.
 
Please see our web site for more details.

 

 

 

 Newsletter Nov 13
Very interesting collector items on ebay.
Go to www.ebay.com and enter, PETER RIEDEL in the search field.

 

 

 

 Newsletter Nov 11
Seminars
 
I'll be speaking at the FAA Safety Seminar, Lakeland Florida February 17th
 
Our local Soaring Seminar will be held in State College, March 24
 
Some of you have had difficulty emailing me. My email address and contact information is below.

 

 

 

 Newsletter Nov 8
Mark your calendar for our 2007 Soaring Seminar Saturday, March 24th in State College, Pennsylvania. We already have an outstanding group of speakers lined up and the gliderport will open for flying the next day.
 
An article in a magazine indicates general aviation in Germany is almost non-existent due to user fees and fuel costs.
Aviation fuel is $9 per gallon and a Cessna 172 rents for $240 per hour! Landing fees can be from $5 to $24, so instructors do approaches to a few feet above the ground, then go-around.
 
The future of USA general aviation could follow as user fees and restricted airspace will certainly be proposed.
 
The 2007 OLC contest has begun with Ridge soaring Gliderport currently number two in the world. Blairstown (5), and Mid Atlantic Soaring (7), Chilhowee (12) are also doing well. It will all change as we go into our winter season and the Southern hemisphere moves into their summer season. The average length of reported cross country flights is about 220 km.
 
One of the many interesting flights at Ridge Soaring Gliderport recently was flown by Mike Robison using cloud streets to 7,000 ft - no circling all the way west to near Pittsburgh and back
 
I expected lots of response to my article in the November Soaring magazine, (stalls) but have not had a single negative comment. Nice photo in the center spread of our Duo discus. That is Lee Kuhlke in the back seat.

 

 

 

 Newsletter Nov 1
Doug Haluza flies his Janus at Ridge Soaring Gliderport and won the USA OLC contest this year. Doug and his family travelled to Germany last week to attend the
annual OLC symposium in Gersfeld.
 
Doug Haluza and his family experienced a warm welcome. Doug's report detailed one of his outstanding flights along the Appalachian mountains, ending after more than 1.100 kilometres. He did this in the German language (!), the audience thanked him with an almost non-ending applause.

 

 

 

 Newsletter Oct 28
We are accepting orders for the spectacular 2007 soaring calendars. Two from Europe and of course, the SSA calander.
You can order by visiting our web site, or phoning us. On our web site, click on "Calendars."
Great Christmas gifts.
 
Attached is a neat photo during a wave flight this week at Ridge Soaring Gliderport.

.........................................................................................

October 22, 2006

We have had lots of interest in the new, less expensive EW IGC approved logger. Here are some questions and answers:

1. How do I access files on the microRecorder?
The microRecorder has a USB 2.0 interface and appears as a removable drive on Windows 2000 and above. No software or drivers are required to communicate with microRecorder or for file downloads.
Files can be opened directly from Windows Explorer. Windows 98SE can be used with additional drivers depending on your hardware. USB 2.0 ports can be added to your computer or laptop with low cost (less than Ј10) PCI or PCMCIA cards available online or from EW.


2. What file format is used?
The microRecorder stores IGC files in plain text that can be read directly in a text editor or flight software (e.g. SeeYou / Winpilot).


3. How do I enter my Pilot information and change the settings of the microRecorder?
The microRecorder has a plain text file called EW-USER.txt on the removable drive. Pilot, glider, competition ID etc can be entered here over the USB interface. In addition the update rate and auto power off settings can be modified.


4. Can I make electronic flight declarations?
Yes. Electronic declarations are made in the EW-USER.txt using the USB interface. The microRecorder enters any declaration made into the IGC file at the start of each flight. If Declarations are present then they appear in the IGC file (C record) until they are removed or replaced in the EW-USER.txt. In addition we are currently in discussion with flight software providers to allow declarations to be made through their software.


5. Can I upload declarations over a serial port?
Most new computers do not have serial ports so the microRecorder has been designed with this in mind. The microRecorder does had a serial interface via the RJ45 connector that will be used for serial uploads from PDAs, however we are still in discussion with software providers to finalize the protocol. In the mean time, should you get to the airfield without the ability to change the declaration over USB you can always make a paper declaration.


6. What update rates are supported?
1 - 10 seconds.


7. How much flight data can be stored on the microRecorder?
This is dependant on the update rate. At 10secs: 300 hours. At 1sec: 30hours.


8. Can the microRecorder act as a Barograph?
Yes. The microRecorder contains a separate pressure sensor and will record pressure height independently of GPS fix.


9. Does the microRecorder need an external GPS input?
No. The microRecorder contains a 12 Channel SirfStar II GPS receiver.


10. Does the microRecorder have a Pilot Event Button?
Yes. Pilot event is provided through the RJ45 connector on the microRecorder. Pilot event will update at 1sec intervals for 30secs.


11. Does the EW microRecorder have an NMEA output?
Yes. The EW microRecorder transmits NMEA sentences (GGA, GSA, RMC, VTG) for connection to PDAs. Moving map displays can be driven on PDAs running software such as SeeYou mobile and Winpilot.


12. Can I power my PDA from the MicroRecorder?
Yes. The microRecorder has a 5V output (rated at 800mA) for driving external devices. You can even charge your PDA in flight using this output. Note: The microRecorder must be connected to glider supply (9 Volts or higher) for this function.


13. How does the microRecorder Stop/Start recording?
Pressing the switch will start and stop the microRecorder. Alternatively connecting external power will start the microRecorder automatically. If the external power is removed the microRecorder will continue to run on its internal battery until it detects that there has been no movement for a user definable time.


14. Will the microRecorder work if the glider supply fails?
Yes. The microRecorder is designed to run from external glider supply or the internal battery. If an external supply is present then the internal battery will be charged. The internal battery will run the microRecorder for 200hrs. Note: This value is under ideal satellite conditions which allow the microRecorder to operate in low power mode (which is normally the case with an unobstructed view of the sky). The worst case scenario is if the antenna is fully obstructed or disconnected. The microRecorder stays in full power mode searching for satellites, but will still provide 20hrs of operation.


15. How do I charge the internal battery?
The internal battery is charged when the microRecorder is plugged into USB or glider supply. In addition an EW microCharger can be provided for charging when a computer is not available. In both cases the battery will be fully charged from flat in approximately 8hrs.


16. What are the dimensions/weight of the microRecorder?
The microRecorder measures 115 x 85 x 25mm and weighs 280g.


17. How can the microRecorder be mounted?
The microRecorder is so small and light that Velcro is suitable for mounting. We've had one stuck to the side of a tug with two Velcro pads no problem. The microRecorder can be mounted in any orientation. The external antenna should be in clear view of the sky.


18. Does the microRecorder log engine noise?
Engine noise level recording is available as an option and will be offered once ratified.


19. Is the microRecorder available now?
Yes demand has been very high


20. Is the microRecorder ratified by the FAI.
Yes it is ratified for all flights including world records.

October 16,2006

Aerotow

 

I towed a visiting pilot this weekend. I was unable to see the glider through the rear view mirror during the tow. Speaking to him later, he said he was taught to place the tow plane's wheels on the horizon. Of course, this only works with one type of tow plane. Consider a very powerful towplane pulling up at a steep angle. It would not be possible to use the horizon as a reference.

 

The high tow position simply requires the glider to be slightly above the tow plane's prop wash/wake. You can simply move up and down through the wash to feel the slight turbulence, then move the glider slightly higher so the glider is just a few feet above the wake. Once in this position, find references to help maintain the position.

 

For many towplanes. lining up the top of the vertical stabilizer with the top of the towplane's wing, (high wing towplane) or canopy (low wing towplane) serves well. In some cases, the vertical stabilizer is extra high, so the vertical stabilizer will be above the wing/canopy reference.

 

The ultimate sin during aerotow is to be too high, placing the tow pilot is jeopardy.

 

Moving to the side also has limits before the glider over-powers the towplane's rudder. The glider should only move to the side until the tailwheel of the tow plane lines up with the opposite main wheel. (Taildragger towplane.) Try it!

 

The purpose of the boxing the wake maneuver is to show the limits of where the glider is allowed to go while giving signals, etc.

 

.  .  .  .

 

Did you see the new approved data logger on our web site? It is much less expensive than others, and requires no special software to download. We will be selling our used Volksloggers and replacing them with the new EW logger, so if you are looking for a bargain on a Volkslogger, please contact me

.....................................................................................

October 4, 2006

Teaching the FAA to fly.

 

So far, it has been a great experience. They have sent me people who really know how to fly, and are highly motivated to do the necessary study.

 

Columbus day.

 

This weekend is a big holiday for those north of the border. We expect lots of Canadians to begin arriving as early as Thursday.

Let the fun begin!

......................................................................

Sept 23 2006

 

I had a phone call from a pilot who will be accompanied by several pilots planning a ridge trip. One of their friends probably won't come because we require a ridge check ride. (If it is a thermal day, no check ride is normally required.)

 

This check ride is important for the safety of our tow pilots, as well as ensuring the pilots know the proper position when flying the ridge, rules of right of way, local emergency procedures, landing procedures and available landing fields in the local area.

 

When I was invited to fly in the French Masters competition, I agreed only if they provided me with a two place glider and an experienced flight instructor. Flying the French Alps is very different, and after the competition was over, I still would refuse to fly there in a single place glider. Sure, I could fly in a conservative manner, but to do what we did together would be dangerous and naive of me to try alone.

 

I doubt if anyone who has taken a ridge check ride with one of our instructors has been disappointed.

 

Operating one of the premier soaring sites has given us the pleasure of flying with many of the world's best glider pilots. None has ever suggested they fly without a local check ride.

.....................................................................

Sept 12, 2006

The Brewer Award will be presented to the Docent Corps of the Smithsonian Institutions National Air and Space Museum.

 

As one of the folks who nominated me said:

 

 "I guess the bad news is that you didn't receive this well-deserved award.  The good news is that it took dozens of docents at a national aviation icon to beat you!"

 

:  :  :  :  :

 

I've begun training FAA inspectors. Most will earn Commercial and CFI glider ratings. Another government contract (different agency) is possible.

These folks are very gifted and motivated pilots. It is a pleasure to fly with them.

 

As a result of this training, we can expect to experience better understanding by the FAA when they write manuals, regulations and supervise glider examiners and flight instructors across the country. Of course, the changes will be slow. Don't expect anything very visible soon.

 

Better supervision of examiners will result in raising glider flight training standards, and safety.


.........................................................................

Sept 2 2006

Well, the SSA is in big financial trouble - again. Another opportunity to re-organize and move.

 

Did you notice the cover photo on the September Soaring magazine? What is hanging off the nose of the glider?

What seems to project forward from the right wing leading edge near the fuselage?

Do you notice anything else wrong? Registration number on the landing gear doors is cute; but not legal.

 

The region three soaring contest in New York was thrown off the airport. This has to be a first!

 

New Altitude record. Steve Fossett certainly has no problem gaining tons of publicity when he does anything.

I wonder if he applies for records through the SSA office?

....................................................................

Sept 1, 2006

By now, you have all heard about the glider/jet midair collision in Nevada. Few pilots realize there is no speed limit when flying above 10,000 feet other than avoiding breaking the sound barrier.

 

When flying from high altitude sites, glider pilots are soon above 10,000 feet. A glider has about a 3 square foot area when viewed from head-on. Fortunately, gliders do circle a lot, making them easier to be seen, however, all aircraft are not easy to detect when closing rates are very fast.

 

We have a transponder installed in our Duo Discus. We fly a lot between a couple of Class B airspace, and we often hear traffic controllers diverting or advising other power planes of our location. The controllers are aware of the glider traffic and can guess we are gliders because of the small diameter circling.

 

A product made by ZAON provides collision avoidance assistance. They have two popular products. One is more expensive and provides indications of where the target is. The less expensive model (ZAON MRX) simply lets the pilot know when a transponder-equipped aircraft is headed towards you. This is the model suggested by the factory. The warning signal becomes more obvious and more rapid as the threat is closing. This device is less than $500, and certainly worth your consideration.

 

You can find it on our web site. As a subscriber to this newsletter, please phone me for a discount.

Also, you can go to the company web site at:

 

http://www.zaonflight.com/mrx.html

..........................................................................

Aug 29, 2006

 

This from Associated Press.

 

 

 

 

 

A midair collision forced a jet plane to make an emergency landing in Carson City with no wheels and sent another aircraft crashing into the hills near Minden- but amazingly, no one was hurt in the startling chain of events.

 

 

 

 

...................................................

May 11, 2006

Soft Release

 

Schweizer developed their release mechanism many years ago.

 

We used Schweizer gliders in the early days of our flight school, switching to modern European fiberglass designs in the early ‘80s.

 

The Schweizer tow release is mounted at the bottom of a steel tube cluster. If the tow release occurs under load, the release mechanism bangs hard against this cluster. Eventually, the steel tubes fail, requiring expensive repairs involving removing the covering and repairing cracks and replacing tubing.

 

Many glider schools quickly realized the problem and corrected the issue with a simple hard rubber pad the release mechanism would bang against rather than the steel structure.

 

Schweizer later came out with a modified version of the mechanism that incorporated a spring-steel, wedge-shaped channel the release mechanism would jam up against. This kept the mechanism from banging against the steel tubing, however, the arm of the mechanism would jam so tightly, a screwdriver or other tool, would be needed to pry the arm out of the channel before another tow could be made.

 

Most of these mechanisms have long ago worn out, or modified, so the arm can be pulled down easily for the next tow, but the mechanism then is no longer protected from the damaging impact and banging.

 

Enter the "Soft Release."

 

Rather than releasing under tension, pilots were trained to pull up slightly, dive a little to remove the tension of the tow rope, then release. This maneuver is effective, but requires extra piloting skill. If a very strong towplane is used, the maneuver must be more exaggerated, and requires even more skill.

 

Some pilots are not trained properly, so the maneuver they perform is outside practical limits. Pulling the tail of the towplane upwards is not acceptable as it places the tow pilot is jeopardy, especially if the glider tow release fails.

 

Two days ago, I was the tow pilot of a glider being flown by a newly-licensed, "soft release" pilot. Our instructor was in the back of the trainer and was totally surprised by the violent maneuver this pilot was taught to perform. The tail of the towplane was pulled up, and I saw in the rear view mirror the glider pitching abruptly nose down before releasing the tow rope.

 

No one seems to have told this new pilot the soft release maneuver is not necessary on a Grob 103 or any other non-Schweizer glider.

 

The soft release maneuver is not necessary if a rubber pad modifies the mechanism. Further, any maneuver that places the glider above the normal high tow position should not be condoned.


 

Authorities say the collision happened at about 16,000 feet over the Pine Nut Mountains, in southeastern Douglas County. The Federal Aviation Administration and National Transportation Safety Board are still investigating what led to the collision between the jet, a Raytheon Hawker XP 800, and the glider plane, at about 3:00 p.m. Monday.

"I thought when at first it almost went into a roll and headed toward the ground, I thought, that was the end of it," jet passenger Steve Dizio told News 4.

After the collision, the pilots of the Hawker guided his battered jet - its nose cone sheared off and landing gear stuck - to the Carson City Airport, where it made a belly landing. One pilot suffered minor injuries, but the other pilot and three passengers were unhurt.

Dizio, one of three Incline Village contractors on board the jet, credits the pilot for keeping her cool, even when her face was slammed into the instrument panel in the initial impact.

"She did a belly landing with no wheels, and it was absolutely smooth," Dizio said. "I've been on a lot rougher landings with wheels."

Douglas County Communications spokesman Richard Mirgon agrees.

"People who've been trained well in emergencies will always revert to training," he said.

As remarkable as the jet landing was, even more amazing news came out of Douglas County hours later, when the glider pilot - 58-year-old Akihiro Hirao of Japan - was found alive and with only minor injuries.

Search-and-rescue teams found Hirao's wrecked glider on Segall Peak at about 6:30 p.m., with his deployed parachute and harness nearby. Hopes soared when no one was found at the wreck site, and Hirao himself was found walking in Lone Pine Canyon a few minutes later.

"We went up the canyon, and all of a sudden, I see a guy walking toward me," said Washoe Tribal Sgt. Ricardo Hart. "I said, Wow!'"

Washoe Tribal and Lyon County authorities aided in the search. Capt. Jeff Page expressed his amazement at Hirao's escaping the crash relatively unharmed.

"I don't know odds, but if it were my luck, I wouldn't have survived," Capt. Page said. "You have a jet flying at 200 to 300 knots, and a glider crashes from 12 to 14,000 feet to the ground."

Hirao declined News 4's request for an interview. His friend Jim Indrebo became emotional when asked how he felt about Hirao's being found alive.

"I can't (talk about it) because I'll start to cry," Indrebo said.

The Carson City Airport was closed following the jet's emergency landing and was to remain closed indefinitely while the incident was investigated and the damaged jet is removed.

............................................................................................................

Aug 14, 2006

I confused some information about the advertised Discus 2 wing loading in my last newsletter. The Discus 2 A and B fuselage models are supposed to have the same max wing loading, however, the A fuselage has the obvious advantage of less drag which gives the small fuselage a clear performance advantage. The point still must be made that if  a pilot is trying to choose a glider or class to compete, and be competitive, the Std and 15 meter classes are only suitable for people who will fit into the small fuselage.

 

This, coupled with the rising cost of glider purchase and the high costs of contest entry, has reduced the ranks of these two once-popular racing classes.

 

The Open class in the USA has shut the door on many Open class gliders by limiting the allowable weight, leaving the Sports Class (with its impossibly complex handicap problems) and the 18 meter class as the only classes where fair competition can be found. Thus, the increasing popularity of these classes. Even the popular 18 meter class will fall to the small fuselage problem should they become available.

 

The 20 meter two place class is extremely popular in Europe and will also prove to be popular in the USA in the future.
....................................................................

Aug 12, 2006

One of our local pilots had an accident this past week when he could not make it back to the gliderport. The glider is damaged, but his only injury is when he bit his tongue and of course his ego is hurt.

 

So, if you wanted to fly in the USA Std Class contest and want to have a fair chance of winning, what glider should you buy?

 

The rules don't provide any standards for standard class other than span, so the small fuselage gliders have less drag and a significant wing loading advantage.

 

The Discus A max wing loading is 2 kg /m2 higher than the larger B fuselage.

 

This means if you are a competitive person, and anything other than small stature, you can not be competitive in the Std Class,

 

It is similar in the 15 meter class.

 

At the moment, the 18 meter class and 20 meter class as the only non-one design (PW5/1-26) classes for the average Joe. But this will change when manufacturers produce a tiny fuselage for these gliders as well.

 

The rules-makers have allowed this situation to develop and make competitive sailplanes unavailable to many pilots; thus destroying interest in what were popular racing classes.


..................................................................................

Aug 8, 2006

One of our local pilots had an accident this past week when he could not make it back to the gliderport. The glider is damaged, but his only injury is when he bit his tongue and of course his ego is hurt.

 

So, if you wanted to fly in the USA Std Class contest and want to have a fair chance of winning, what glider should you buy?

 

The rules don't provide any standards for standard class other than span, so the small fuselage gliders have less drag and a significant wing loading advantage.

 

The Discus A max wing loading is 2 kg /m2 higher than the larger B fuselage.

 

This means if you are a competitive person, and anything other than small stature, you can not be competitive in the Std Class,

 

It is similar in the 15 meter class.

 

At the moment, the 18 meter class and 20 meter class as the only non-one design (PW5/1-26) classes for the average Joe. But this will change when manufacturers produce a tiny fuselage for these gliders as well.

 

The rules-makers have allowed this situation to develop and make competitive sailplanes unavailable to many pilots; thus destroying interest in what were popular racing classes.


.................................................................................

Aug 4, 2006

 

More details about the Swiss contest accident:

 

It was a Ventus- CT.  It seems the glider was OK. Schempp-Hirth is investigating the accident.

Pilots who observed the arrival say the glider was flying very fast and the wings were bent negative. (Wingtips down.) This happens, on high speeds with (incorrect) positive flap settings. The Ventus-CT max. speed with any positive flap setting is  160 kmh the handle in the wrecked glider were in the full positive (landing) setting.

...........................................................................................................

Aug 3, 2006

Sounds like flight beyond Vne:

 

Ventus sheds wing above the finishing line.
On the first contest day (21 May) of the Swiss Gliding Championships in Berne at an attitude of less than 100m a Ventus 17.6 lost a wing.

Before this, it is reported during the high speed approach, the wings had shaken violently.

........................................................................

July 22, 2006

Whoops!

 

Even I make errors. (Just ask Doris)

The correct answer to #2 about the effect of an obstruction should have been answer A - ten to one.
........................................................

July 22

It is a rainy Saturday morning, and as I wait for Tiger Woods to T off in the British Opens, I thought I'd pass on some thoughts.

 

Doris and I visited a glider club where I flew with some of their flight instructors, and gave a few talks about flying gliders.

 

Subject matter was based on the theme I have been speaking on for a couple of years now. Basically, the horrendous national glider accident statistics we have experienced is easy to understand and even predict. The fundamental problem is pilots do not have the basic knowledge that permits them to fly safely.

 

This is demonstrable with simple tests. Those of you who are instructors may want to make up your own test and present it to club members. Make the test questions simple and unarguable. Questions every pilot should know.

 

For instance, here are a few for you:

 

  1. During a left turn on aero tow:

    1. You should see the left side of the tow plane
    2. You should see the right side of the tow plane.
    3. You should see both sides of the tow plane equally.

 

  1. An obstruction (trees) on the approach end of a farm field will reduce the useable length of the field by:

 

    1. 10 times the height of the tree.
    2. 20 times the height of the tree.
    3. 30 times the height of the tree.
    4. 40 times the height of the tree.

................................................................................................

July 22, 2006 part 2

  1. Flying in blue sky conditions (no clouds) the left wing rises.

 

    1. The thermal is on your left.
    2. The thermal is on your right
    3. The thermal is straight ahead.
    4. A lifting wing is not an indication which side the thermal is on.

 

  1. The primary cause of glider fatalities is the stall/spin

 

A True            .

B. False.

 

  1. A glider can be stalled at any airspeed and any attitude.

 

    1. True
    2. False

 

The average score using a more extensive test is 37 percent of similar questions every pilot should know. I first gave such a test at the SSA convention in Hartford. I have repeated similar test numerous times with similar results.

 

And therein is the crux of the safety problem. Reading the soaring newsgroups and the pervasive ignorance demonstrated there is disheartening for those who have tried to educate.

 

Several years ago, Doris and I attended an international meeting of the leading flight instructors from around the world. Twenty-two countries were represented. We were supposed to talk about flight training in the goal of promoting better standardization. With very few small exceptions, there was agreement rather than disagreement. Those considered being the experts agree on almost every aspect of flight training.. The problem is with the general flying public.

 

The FAA has a flight-training manual each CFI is required to read and understand. In it, it is stated learning begins at the rote level and most learning comes through the sense of sight.

 

Simply stated, we learn by memorizing facts, and these facts are best learned and remembered by seeing the information, which for the most part is simply reading books.

 

When we teach students, it is only a slight exaggeration to state if the student is hearing information, there is a high probability it will be soon forgotten.

 

The information is there for all to read and commit to memory. The problem is people are unwilling to make the minimal effort to gain the knowledge that will allow them to fly safely. Further, CFIs and flight examiners are unwilling to make the minimal effort to ensure pilots meet the standards implied by Federal Aviation Regulations, and the Practical Test standards. Until this happens, the safety record of flying gliders will continue to the worst of any other activity.

 

Alexander Pope (1688-1744) said,  "A little learning is a dangerous thing."

 

Answers:1.a 2.b 3. d 4.b 5.b
.......................................................................................

July 10, 2006

We have an interesting phenomenon occurring locally. The gypsy moths have deforested the trees on the Allegheny Plateau a few miles west of Ridge Soaring Gliderport, providing unusually strong summer time thermals. The plateau is only a few hundred feet higher than our local ridge, but the insects seems to prefer the higher altitudes.

 

Glider pilots not only fly gliders but attend the many local summertime activities. Two special plays are upcoming: The Prime of Jean Brodie July 12-22, and then Deathtrap (a favorite of ours) July 26 - August 5th at the Boal Barn Playhouse.

 

The State College Arts Festival begins this Thursday through the weekend, It is a huge event.

 

Doris and I fly out to St Louis this weekend to conduct a two-day safety seminar. Local glider clubs/pilots have been invited as has been the local FAA safety counselors.

 

In August, we begin teaching FAA Inspectors from Oklahoma City to fly gliders - some earning their glider CFI ratings, while others only commercial.

................................................................................................

July 6, 2006

The British Gliding Association has posted a glider pilot manual (PDF) on line.

Very worthwhile for all tow pilots to read.

 

https://www.gliding.co.uk/bgainfo/clubmanagement/documents/aerotownotes.pdf
.....................................................................

June 11, 2006

Watch today's flights on the OLC from Ridge Soaring Gliderport.

 

Mike Robison flew something near 1,800 km in the Nimbus 3DM, while Doug Haluza flew more than 1,400 km in two flights in his Janus C and I flew over 700 km in our Duo Discus.

 

Both Doug and I flew with passengers who could not relieve themselves, so we had to land before their bladders burst!

 

When I landed, the tow pilot had gone home due to the the turbulence, so I towed Doug back up for a solo flight.

...............................................

May 24, 2006

Ridge Soaring Irregulars just broke 70,000 km claimed in the OLC so far this year, and Ridge Soaring Gliderport just broke 80,000 km claimed.

 

We had a double octogenarian aero tow, with an 85 year old tow pilot towing an 80 year old glider pilot, for a total of 165 years life experience.

.........................................................................

May 17, 2006

I believe this is the first fatal glider accident this year.

You can read the NTSB report at:

http://www.ntsb.gov/ntsb/AccList.asp?month=5&year=2006

 

Aproximately 20% of glider fatalities occur during the first few seconds of flight.

 

Here is a story from Joe Frick which could have had disastrous

results.

 

This happened last weekend.

 

"I keep my 1-26, No. 307 tied down at a WWII field

called Immokalee, which is located about 35 miles from Fort Myers, FL.

Great field, and we have a 182 tow bird there. Two other gliders - a

ASW- 27 and a 2-33. Since I arrived ahead of the tow pilot, yesterday, I

decided to clean up the cockpit area.. In the process I discovered that

someone stole my two wing spar pins located behind the seat , near

centerline. They were holding the wing on!! How about that!!! Could

have been a statistic myself if I had missed it on preflight!!! Don't

know any one other than a 1-26er who would want them, or who would know

how to get them out. On the other hand, the nearest 1-26 that I know of,

other that this one and Snowflake, is located in the Miami area."

 

 Moral: PERFORM A COMPLETE TEN-PIN-CHECK EVERY TIME YOU FLY !

 

Thanks for the heads up, Joe!

.........................................................

May 11, 2006

Soft Release

 

Schweizer developed their release mechanism many years ago.

 

We used Schweizer gliders in the early days of our flight school, switching to modern European fiberglass designs in the early '80s.

 

The Schweizer tow release is mounted at the bottom of a steel tube cluster. If the tow release occurs under load, the release mechanism bangs hard against this cluster. Eventually, the steel tubes fail, requiring expensive repairs involving removing the covering and repairing cracks and replacing tubing.

 

Many glider schools quickly realized the problem and corrected the issue with a simple hard rubber pad the release mechanism would bang against rather than the steel structure.

 

Schweizer later came out with a modified version of the mechanism that incorporated a spring-steel, wedge-shaped channel the release mechanism would jam up against. This kept the mechanism from banging against the steel tubing, however, the arm of the mechanism would jam so tightly, a screwdriver or other tool, would be needed to pry the arm out of the channel before another tow could be made.

 

Most of these mechanisms have long ago worn out, or modified, so the arm can be pulled down easily for the next tow, but the mechanism then is no longer protected from the damaging impact and banging.

 

Enter the "Soft Release."

 

Rather than releasing under tension, pilots were trained to pull up slightly, dive a little to remove the tension of the tow rope, then release. This maneuver is effective, but requires extra piloting skill. If a very strong towplane is used, the maneuver must be more exaggerated, and requires even more skill.

 

Some pilots are not trained properly, so the maneuver they perform is outside practical limits. Pulling the tail of the towplane upwards is not acceptable as it places the tow pilot is jeopardy, especially if the glider tow release fails.

 

Two days ago, I was the tow pilot of a glider being flown by a newly-licensed, "soft release" pilot. Our instructor was in the back of the trainer and was totally surprised by the violent maneuver this pilot was taught to perform. The tail of the towplane was pulled up, and I saw in the rear view mirror the glider pitching abruptly nose down before releasing the tow rope.

 

No one seems to have told this new pilot the soft release maneuver is not necessary on a Grob 103 or any other non-Schweizer glider.

 

The soft release maneuver is not necessary if a rubber pad modifies the mechanism. Further, any maneuver that places the glider above the normal high tow position should not be condoned.

.............................................................................................

April 14, 2006

 

But, the clouds aloft were moving in the right direction, so I proceeded to get the glider ready for an early launch.  As it turned out, the winds were light and so was the lift. Doug Haluza launched in his Janus C about 9 AM and struggled to stay aloft. I launched at 10 with Bob Epp in the back seat. We slowly drifted south trying to stay high, never exceeding 3,000 AGL, but the conditions were improving.

 

We eventually flew into the backside of the front and better thermals and wind so we were able to fly to near Snowy Mountain some 300 km south of Ridge Soaring Gliderport before heading North.

 

It took a few minutes to climb high enough to cross the Altoona Gap (4 miles) and we could see a major thunderstorm had recently passed by leaving clear blue air. We intentionally (not too bright) flew to the ridge where we found no lift and had to start the motor to get home.

 

You can see the flights on the OLC. http://www.ssa.org/members/contestreports/OLC.htm

 

Tomorrow, Saturday looks like another good ridge day, and we expect several pilots to take advantage of the conditions.

 

Have a nice Easter. I'll be looking for eggs.

........................................................

April 1, 2006

 

By now you have all heard of the stolen Penn State Glider Club Blanik and trailer. TSA contacted us because they have a suspicious Middle Eastern suspect on the loose and the fear is the all-aluminum Blanik can be used to hide materials such as radio-active components, especially if the aluminum glider is inside an all-aluminum trailer.

 

This trailer is really huge, so someone will surely see it. I understand the Eastern USA shipping ports are being watched for this trailer.

 

Penn State University is also on the news for a new sport:

Penn State University students have re-invented soccer using a live cat.

Animal rights activists are outraged.

Attendance at traditional soccer matches has plummeted.

"It's an extremely exciting sport," says player Benie Evidlobal. "Not only do you need to outrun and out maneuver the opposing team like in traditional soccer, you also need to outrun and out maneuver a live cat. By the fourth quarter the cat dies after being kicked around so much. Then the whole dynamics of the game changes because it takes a lot of athletic ability to kick around a dead cat and score goals with it. It's not like it's a soccer ball that easily rolls around."

Enid Pelvurtus, a PETA official has tried to get the police and the courts to stop the games. "This sport is an outrage and an extremely cruel way of killing these cats. We are working to outlaw this barbaric sport," stated Pelvurtus.

...........................................................................

March 27, 2006

It was another great Soaring Seminar. We had more attendees and the food was fantastic! A side benefit was having the FAA and NTSB attending and giving talks so they have a better understanding who glider pilots are. The local airport manager from University Park airport also attended, which is also very important as the airspace changes to Class D sometime the future.

 

Sunday, we assembled and washed gliders, and had three two place gliders flying so many pilots could enjoy really good ridge conditions. I flew with five pilots making flights up to 130 km. It was just right for ridge check rides.

 

.......................................................................

March 21, 2006

Doris and I returned home from Florida and The Seniors contest where we finished in fifth place.

 

Mike Robison flew our Nimbus 3DM Saturday from Ridge Soaring Gliderport for a distance of some 855 km with his 14 year old brother. Is the the longest flight by a 14 year old as co-pilot?

 

You can download the flight from the OLC at:

http://www2.onlinecontest.org/olcphp/2006/ausw_fluginfo.php?ref3=6625&ueb=N&olc=olc-usa&spr=en&dclp=fb20f82189bd09e05f177f40c3fd84a6

 

This Saturday, the 22nd is our Soaring Seminar. We must give a final head count tomorrow, Wednesday, so please let us know today if you are coming. You can sign up on our web site. Look for "Soaring Seminar" on the left side of our home page at: www.eglider.org.

................................................................

Oct 25, 2005

Here is a letter I recently received:

.

I think that some of the issues you raised in newsletters touch on the fact we need to put a higher burden on ourselves to ensure we get the most out of our sport AND fly safely. As pilots we need to bluntly evaluate our skills (and lack thereof) and develop a continuing training plan. Many professions require ongoing education to ensure they are prepared to do their job… why not us? We all need to answer the hard questions, where are my skills today, how many hours do I need to fly to stay current (where the answer is not some generic number but how many hours do YOU need to stay current), and how do I fix the knowledge and/or skill gaps? The FAA rules show the minimum requirements, not necessarily the correct ones.

I firmly believe that this can be a safe sport, but it’s in our own hands to make it that way. One of the reasons I traveled all the way to Pennsylvania to get training from you was that in my research you held your instructors and your students to a higher standard (certainly higher than the ones I saw at my local club) and that made it important to me. Higher standards make better, safer pilots… status quo does not.

.

Thanks to the author for the kind comments.

.

Yes, the bottom line is each of us is responsible for the knowledge and skills necessary for safe flying. It is interesting to me how otherwise intelligent people will allow themselves to participate in what is proven to be one of the most dangerous activities without necessary training, skills or knowledge.

.

The information is out there, and it is easy to obtain. It is not rocket science. In fact, it is reasonably simple.

.

Yes, there is also miss-information and lots of “stinkin-thinkin,” however, it not difficult to separate myth from facts.

.

My recent newsletters spoke about the failure of average pilots to know even the most basic knowledge about what they are doing. Until pilots make the effort to educate themselves and develop basic flying skills, the accidents will continue.

.

There is no organization, not the FAA, not the SSA, not the SSF, nor anyone who can make a difference unless the individual pilot takes it upon themselves to perform to a higher minimum standard.

.

There are places where flight safety is a way of life. Our gliderport is one of many who receive accolades for the efforts we make towards a safe operation and school. Our standards are no higher than what is implied by the FAA, and in many ways are dictated by a legal system that will punish us for failing to conduct our flight operations and training to that standard.

.

Someone could make up a pilot profile that would indicate those at risk. The profile might include where they fly, how often they fly, the kind of aircraft they fly, and the skills and knowledge necessary to fly in the environment they fly in.

.

For instance, the skills/knowledge for a person who only flies at one airport in calm conditions would be different than that of a pilot who flies in challenging conditions/places. We all know pilots who tow to 2,000 feet and gently glide back to earth, never flying cross-country. (Nothing wrong with that.) On the other hand, flying cross-country in the French Alps is extremely demanding. (The Alps have one of the highest incidents of fatal glider accidents.)

.

As for written test questions, what would you ask?

.

One question might be:

.

What effect does an obstruction (trees) at the approach end of a farm field have on the effective length of the field?

.

Three to one?

Five to one?

Ten to one?

Twenty to one?

.

We can agree that knowing the correct answer to this question would be important for a pilot who flies cross country.

.

What questions would you ask?

.....................................................................

Oct 18, 2005

Tom,

 

I love the latest many weeks of the newsletter, very thought provoking. Thank you.

 

The question on Soft Release was a topic that the lead instructor of my club asked me to relay to you when I was there for flight training a few years ago. When I gave him your answer he pretty much dismissed what you had to say, still firmly convinced that Soft Release was the way to go…. I left wondering why he bothered to have me ask if he wasn’t going to listen to the answer.

 

Actually, I think it’s not uncommon to see this kind of stubbornness in pilots (and most unfortunately instructors) for gliding. You cover some of this purely behavior based issues in your Accident Prevention Manual and I think it’s one of the major contributing factors to our safety problems.

 

I think that some of the issues you raised in other newsletters touch on the fact that we need to put a higher burden on ourselves to ensure we get the most out of our sport AND fly safely. As pilots we need to bluntly evaluate our skills (and lack thereof) and develop a continuing training plan. Many professions require ongoing education to ensure they are prepared to do their job… why not us? We all need to answer the hard questions, where are my skills today, how many hours do I need to fly to stay current (where the answer is not some generic number but how many hours do YOU need to stay current), and how do I fix the knowledge and/or skill gaps? The FAA rules show the minimum requirements, not necessarily the correct ones.

 

I firmly believe that this can be a safe sport, but it’s in our own hands to make it that way. One of the reasons I traveled all the way to Pennsylvania to get training from you was that in my research you held your instructors and your students to a higher standard (certainly higher than the ones I saw at my local club) and that made it important to me. Higher standards make better, safer pilots… status quo does not.

 

Many thanks to you,

 

Bill Rea

.........................................................................................

Oct 12, 2005

I finally received my October Soaring magazine. Paul Moggah had a letter regarding the so-called "Soft Release" suggested for Schweizer gliders, especially the 2-33. It took me back in time to the 70s when we had 2-33s in our school fleet.

.

The 2-33 tow release had a problem. When operated, the release mechanism would bang up against the internal structure, causing damage to the glider's structure, which consisted of a cluster of tubing. Repeated banging would cause structural failure of these tubes and the welded joint.

.

Schweizer installed a friction device to help absorb the shock, but then it was very difficult to pull the arm down to connect another tow rope.

.

We had the same problems, and solved the issue by simply placing a small block of rubber up inside the tow release. The arm would bang against the rubber, eliminating the problem. The worst thing that could occur was for the rubber to fall out, and we simply replaced the rubber block.

.

After some considerable time, the "soft release" was invented. The idea was for the glider pilot to pull back on the stick to make the glider climb slightly, then dive to allow a little slack to form in the tow rope, then pull the release. With no stress on the tow rope, there was no banging and no damage.

Paul's observation is that pilots trained in Schweizer 2-33s carry this training (law of primacy) to other gliders, and the soft release practice is not only unnecessary, but potentially hazardous.

.

He is correct, of course.

.

So, if you fly a Schweizer glider, abandon the soft release, and find an old shoe to cut a small block of rubber.

...........................................................................

Sept 5, 2005

There are several comments from pilots at

http://www.gliderforum.com/thread-view.asp?threadid=1861&posts=14

Given an opportunity to fly with pilots of various experience levels, it is fairly easy to discover some of the fundamental problems we experience in our sport.

Flight instructors, through student pilots routinely make errors that should not be permitted. Improper performance of pretakeoff check lists, failure to recognize a need for an emergency plan during takeoff, even wearing the wrong style of hat (baseball hat) are common errors, that contribute to our poor safety record.

The most serious errors involve landing procedures and emphasize the primary reason landings are the single biggest problem our sport experiences.

These same pilots admit to owning glider flight training manuals that have the information, but they read without implementing procedures and practices that will allow them to fly safely.

One example is the path the towplane takes on takeoff. The manual explains the reasoning for the towplane to drift downwind of the centerline of the runway (whenever possible) so if the rope breaks, the glider only needs to make a simple 180 degree turn to be lined up with the runway. The same applies to the towplane, so the practice can help when the emergency occurs.

Glider operations need to review their operational practices, and instructors need to have a critical eye to watch for details that inhibit safe flying practices.

Well, it finally happened.

After more than 40 years of training pilots, I finally found a person who actually understands the rudder does not turn a boat!

Of course, he is a designer of underwater devices such as torpedos.

Now, I'm looking for someone who understands hot air does not rise.

.....................................................................

 

 

 

 

 

 

 

 

 

 

 

 

 

I failed to mention the State College Ramada Convention center also has a block of rooms reserved for us. Phone them at 814 238 3011 and mention the Knauff & Grove Soaring Seminar.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Newsletter Dec 18

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Newsletter Feb 2

I phoned Seminole Lake Gliderport in Florida and they have no damage from last night's devastating storm.

 

Here is a neat web site currently tracking two Golden Eagles. They apparently are wearing GPS transmitters.

http://www.aviary.org/csrv/track2PA.php

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Newsletter Feb 21

 

2007 Soaring Seminar

 

Ramada Inn

State College, Pa

 

All day speakers, lunch, evening banquet.

 

Speakers

 

John House  Soaring and the Media

Karl Striedieck  Beginning ridge soaring techniques

Denis Pagen  Identifying soaring clouds

Bill Geiger  Legal responsibilities

Bob Lacovara  Gliders of the future.

Lee Kuhlke  Flight log diagnostics

Tom Knauff  Preventing landing accidents

 

$65 fee pays for lunch, dinner and hall rental.

 

Sign up by phoning 814-355-2483

Or log onto www.eglider.org and enter seminar in the search box.

 

 

 

 

Newsletter Jan 18Newsletter Feb 15Newsletter Feb 21
Here are a couple additional responses about aortas:

 

Newsletter Jul 8

 

Newsletter Oct 22

GLIDER FLIGHT TRAINING STARTS HERE

The Wright brothers first flew in 1903, and began flying on a regular basis about 1911. World War One saw the first organized flight training, but most of those pilots were expendable and many did not survive.  After the war, some pilots became crop dusters and stunt pilots, and gave flight instruction.  Using 1920 as the beginning of commercial flight schools, it has only been 85 to 90 years since flight training began.  We have been providing glider flight training for about half of this time.

Our local soaring club began in 1964 and had the benefit of a very good flight instructor from Germany, Peter Kummer. When we began our commercial flight school, we recognized the need and desirability of adopting the flight standards used in the USA.

After consideration of moral, legal and liability issues, we sought advice of experts, and invited notable instructors such as Derek Piggott and Wolfgang Langeweische to Ridge Soaring Gliderport to help us develop what is recognized as one of the best glider flight training programs in existence.

In the early years, we developed a series of instructional handouts, which were required reading for our students. These handouts were then combined to form the foundation of the first edition of our popular glider flight training manual, "Glider Basics from First Flight to Solo." which covers all flight training as required by the Federal Aviation Regulations. Other textbooks include "After Solo," covering flight training subjects through private license, and "Transition to Gliders," a flight training manual for power pilots.

No glider flight instructor manual existed to help us standardize our school instructors, so we corresponded with hundreds of nationally and internationally recognized glider flight instructors. With their help, we developed the "Glider Flight Instructor Manual", which has been upgraded several times. It includes lesson plans for ab-initio as well as power transition pilots, and explains how to teach each flying lesson.

This combination of flight training materials has proven to be very effective in producing pilots who have demonstrated superior piloting skills, and who have amassed an outstanding safety record. In fact, we have trained glider pilots for over 43 years with only a few minor incidents, and no fatalities until recently when a seizure befell a very experienced transition pilot.

If you look carefully at the flight training materials we use in our school, you will discover we do nothing unusual. We simply comply with the FAA regulations by using the criteria implied by those regulations and the Practical Flight Test Standards.

We have traveled to many countries of the world, and provided training to NASA, the Air Force Academy and several airline training centers. Currently we have a contract with the FAA to train inspectors. The FAA used our school to develop the first glider Practical Test Standards, and we wrote the glider judgment training manual, "Accident Prevention Manual for Glider Pilots", at the request of the FAA in Washington DC.

By necessity we have produced training materials, and provide them at a discount to glider clubs and commercial operations.

If you, your club or FBO have an interest in standardizing your flight training with proven, easy to understand training materials, please consider the following items:

Textbooks:

Glider Basics from First Flight to Solo $24.95

After Solo an Advanced Glider Flight Training Manual $24.95

Transition to Gliders a Flight Training Manual for Power Pilots $29.95

Glider Flight Instructor Manual $29.95

Accident Prevention Manual for Glider Pilots $12.95

Private Glider Pilot Practical Test Standards $ 4.95

Commercial Glider Pilot Practical Test Standards $ 4.95

The Glider Flying Handbook (New, revised edition for 2007) $22.95

CD:

Sectional Charts for Glider Pilots $20.00

DVDs: (Two each)

Preventing Glider Accidents $20.00

Preventing Launching Accidents $20.00

Preventing Landing Accidents $20.00

Preventing Stall Accidents $20.00

Quantity discount for clubs and FBOs.

Newsletter Oct 19


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