Re: [Aus-soaring] The Golden Age
Hi All, A few comments to add to Peter Brockman’s thoughtful contribution. My first experience as an instructor in relation to spin training was at a winch launch club which on a yearly basis brought in a tug and training involved a 3,000 ft. launch. No problem with spin recovery with trainees or those seeking a yearly revalidation. It was done correctly. My next experience was at a winch launch club where aerotow was unavailable and for some of the year difficult to climb away after a winch launch. After personal experimentation I was able, using a Blanik which has benign spin training characteristics, to enter a spin at 1,300 ft, execute one turn and recover by the mandated 1,000 ft. However the student response was quite different. Despite very careful preflight briefing the student, as soon as he saw the ground directly underneath him, would pull the control column backwards and also away from the downgoing wing. Just what you would do to keep a glider in a spin. Pilots need to told of this automatic reaction, even though training is done at a high altitude. I also used to say to nervous pilots, (most of them), that what we were doing was spin avoidance training. First item was to fly the glider at safe speed near the ground and invite them to fly the glider in as an unbalanced way as possible and attempt to induce a stall or spin. The other item I considered important was that on every training flight, from the very first, was to to positively emphasise that when we were below the height from which spin recovery was doubtful, to consciously select safe speed near the ground. On early winch training flights, to maximise time available, I would waffle along downwind leg training as we went. What I was teaching them subliminally was that I myself was happy to break the safe speed near the ground rule. Harry Medlicott From: Peter Brookman Sent: Saturday, May 07, 2016 10:25 AM To: Discussion of issues relating to Soaring in Australia. Subject: Re: [Aus-soaring] The Golden Age I notice the reference to a club that bought a Puchacz, would be our club, BKGC, that bought the Puchacz from DDSC , so we could conform with GFA requirement for fully developed spins and recovery as part of the AFR. We have tried to have club members travel to another club for spin checks, while a few did it was not a workable solution for our members. We have a Twin Astir which is very difficult to get to spin (only if pilot weights as correct), and I don’t see how we are expected to add things to the aircraft to make it do manoeuvres it was designed not to do. Also if you do get the Twin to spin which we have on odd occasions, it can get quite violent when rotating and I don’t think a good idea for students and others to have to experience. I don’t see the merit of doing fully developed spins on a regular basis (apart from the increased risk of accident or structural failure), we should be teaching the importance of safe speed near the ground, recognise the onset of a stall or spin and recover. As we know a fully developed spin ( not taking action at the signs of a spin developing) any thing below 500 ft will probably end in disaster. I know for the AFR these spins will usually be done at 3,000 ft or more, in our club with winch launching and typical launch heights of 1,000 – 1,200 ft its not always easy to get away with the intention of getting high enough to complete the spin checks during the cooler months of the year. I do believe that all students or early solo pilots should have experienced some aerobatics (inc Spins) with a suitably qualified instructor to experience unusual attitudes an aircraft can get into and out of. Having bought the Puchacz so we can comply with GFA , the 2 x2 seaters in our club has proved to be a great asset as these are the most flown aircraft especially during the cooler months, one for instructing the other for passengers of members flying together. From: Peter Champness Sent: Friday, May 6, 2016 6:43 PM To: Discussion of issues relating to Soaring in Australia. Subject: Re: [Aus-soaring] The Golden Age As I understand it, Chris Thorpe's annual spin edict is based on accident stats indicating stall spin at low altitude is the cause of many fatal accidents. Almost all such incidents result in impact with the ground. The Level One instructor refresher course spent some time on the spin entry and recovery. The spin entry is designed to show how a spin can occur from an apparently almost normal attitude, hence the importance of Safe Speed Near the Ground. Spin recovery is to practice recognition of the spin onset and rapid recovery using correct technique. That seems like a prudent policy. The more practice at a safe altitude the better. A club should not have to buy a Puchacz, just to do annual spin checks. Plenty of clubs have spinable gliders. Pilots could travel to a suitable club to get their spin trainin
Re: [Aus-soaring] Loss of control accidents
The Americans were regularly killing pilots landing on aircraft carriers until they adopted the British system of a continually curving final glide path. I have been told that the idea is sometimes used in NZ when landing on short or difficult strips. Perhaps others can elucidate. Harry Medlicott From: dennis hipperson Sent: Monday, July 18, 2016 1:12 PM To: aus-soaring@lists.base64.com.au Subject: Re: [Aus-soaring] Loss of control accidents It was and is necessary for warplanes like Spitfire etc where forward visibility is limited, this landing pattern allowed pilots to see the runway for the entire pattern. Dennis On 18/07/2016 9:50 AM, Mike Borgelt wrote: From latest Aviation Week and Space Technology discussing GA accidents, primarily loss of control aka "stall spin" Not all interventions will require new devices. The Aircraft Owners and Pilots Association (AOPA) is working with UND’s aviation department to test a circular landing pattern used by the military, an operational modi- fi cation of cials think can reduce the stall-spin problems occurring in the rectangular landing patterns taught to and used by virtually all GA pilots. George Perry, senior vice president of the AOPA Air Safety Institute (ASI), says the circular pattern, which he used as a U.S. Navy pilot, is “easier, more stabilized and allows the pilot to more easily identify the precursors of an impending stall” than the tradi- tional rectangular pattern. “The only pilots who do the crazy box pattern are the GA pilots,” he says. The study, which started in June, will “get hard data to show whether it is a better way to fly a pattern based on workload and standardization,” says Perry. A preliminary study with 13 pilots flying a wide variety of air- craft (Cessna 140 to Cessna Citation) at AOPA’s headquarters in Frederick, Maryland, showed that the pattern “works for a full spectrum of GA air- craft,” says Perry. If the results of the UND study are positive, Perry says, ASI will work with the FAA to introduce the concept to pi- lots in training and testing materials. “My goal is that in 3-5 years, the square pattern will [have gone] the way of the Dodo bird.” Mike Borgelt Instruments - design & manufacture of quality soaring instrumentation since 1978 www.borgeltinstruments.com tel: 07 4635 5784 overseas: int+61-7-4635 5784 mob: 042835 5784 : int+61-42835 5784 P O Box 4607, Toowoomba East, QLD 4350, Australia ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
[Aus-soaring] GFA award
Hi All, I am extremely embarrassed. Have just been notified of a GFA award made to me in relation to the introduction of Flarms into Australia. Although the associated comments were correct, I would like to acknowledge the work done by Nigel Andrews of the Warwick club. Nigel designed and tested a Flarm unit for Australia, compatible with overseas Flarms. He negotiated the frequency needed, manufactured the units himself and as a service to assist safety and the gliding movement in Australia, sold them at well under the price of overseas Flarms, leaving only a small margin for himself. That Flarms were rapidly introduced into Australia is very much due to Nigel’s efforts. It is probably no coincidence that since the widespread use of Flarms, the rate of mid air collisions has fallen to almost nil. Almost certainly lives have been saved. I am very happy to have played a part in this change but feel the overwhelming credit lies with Nigel, Harry Medlicott ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
Re: [Aus-soaring] Fw: Nigel's omission
Hi Bob, I truly believe that overlooking Nigel’s contribution was an unintentional oversight. The first I heard of the award was today and I immediately phoned Nigel with my concern as to him not being given credit for what he had done. I then also emailed an appropriate GFA official suggesting that it might be possible to give the award on a joint basis. Was told it might be difficult now but that the idea would be put to an subsequent GFA board meeting. For the record I investigated the use of Flarms overseas and then approached Nigel in the hope he could manufacture them. As much as anyone I respect the work Nigel, whom I count upon as a friend, contributes to the gliding movement, Bob, Your concern and support of Nigel is justified and I truly hope the omission can be rectified. It is about ten years since Flarms were introduced into Australia and peoples memories are not always perfect particularly when they were not personally involved, All the best, Harry, To: Discussion of issues relating to Soaring in Australia. Subject: [Aus-soaring] Fw: Nigel's omission I seldom post on this site but feel strongly that Nigel Andrews has essentially been insulted by Harry’s award. As Harry pointed out, the associated comments in the announcement were correct. Harry did finance the development of Aus Flarm when he had confidence that Nigel was on to something very significant for the movement. Harry certainly deserves his award for backing something so significant. However I am somewhat ashamed that the GFA, an association of which I have been a member for 50 years, chose to award Harry for his contribution , while ignoring Nigel’s even more significant contribution. Would not a joint award of that prestigious award have been more appropriate? Bob Ward ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
Re: [Aus-soaring] TWO SEAT NATIONAL CHAMPIONSHIPS AT NARROMINEIN FEBRUARY 2017
From: Derek Ruddock Sent: Thursday, August 4, 2016 8:10 AM To: 'Discussion of issues relating to Soaring in Australia.' Subject: Re: [Aus-soaring] TWO SEAT NATIONAL CHAMPIONSHIPS AT NARROMINEIN FEBRUARY 2017 I’d love to enter again, but alas, due the progression of my MND, I regret to say my flying days are over. From: Aus-soaring [mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of Ross McLean Sent: Wednesday, 3 August 2016 5:12 PM To: 'Discussion of issues relating to Soaring in Australia.'; gfafo...@glidingaustralia.org Subject: [Aus-soaring] TWO SEAT NATIONAL CHAMPIONSHIPS AT NARROMINE IN FEBRUARY 2017 TWO SEAT NATIONAL CHAMPIONSHIPS AT NARROMINE IN FEBRUARY 2017 YES it's on again! The Narromine Gliding Club is delighted to have been chosen for the 5th consecutive year to host the Two Seat National Gliding Competition in 2017. The competition runs from Sunday 12th February 2017 to Sunday 19th February 2017 inclusive. Practice day is Sunday 12th February and the first Competition day is Monday 13th February 2017. Subject to sufficient entries the Competition will be run in two classes, 2 SEAT OPEN CLASS and 20m 2 SEAT CLASS. Same Rules, same Tasks, same Starts, separate scores and winners. REGISTER YOUR ENTRY NOW. To complete the ONLINE ENTRY FORM just CLICK HERE ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
Re: [Aus-soaring] JS3/production techniques
The major German manufactures are cooperating with government help to investigate means of producing gliders more economically. They are concerned about South Africa’s lower labour costs. As Jonkers have produced 100 high performance gliders that otherwise might have been produced in Germany, pretty understandable. The German manufacturers have until now steadfastly refused to incorporate ideas proven successful by other manufacturers. Just think about Hotelier fittings and self connecting devices to connect wing functions to the fuselage. Harry Medlicott From: Mike Borgelt Sent: Wednesday, December 14, 2016 7:23 PM To: Discussion of issues relating to Soaring in Australia. Subject: Re: [Aus-soaring] JS3/production techniques It all comes down to money. Gliding isn't large enough to support the large capital expenditures to automate the manufacturing processes and I'm not sure making gliders a fair bit cheaper would actually increase sales by all that much as the sport appeals to a limited number of people, including a limited number of people who are already pilots. Mike At 12:58 PM 12/14/2016, you wrote: >>I do believe though that for the wings at least most have gone to CNC aluminium moulds. The German ones I saw were resin and about 7 years ago. However, two years in Dubai, I saw keels being machined out of solid steel billets inside machines which were large enough to fit a truck and other even larger CNC machines being used to machine one piece moulds for one-off 60' boats. There were also autoclaves as large as factories for cooking the parts. D ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring Borgelt Instruments - design & manufacture of quality soaring instrumentation since 1978 www.borgeltinstruments.com tel: 07 4635 5784 overseas: int+61-7-4635 5784 mob: 042835 5784 : int+61-42835 5784 P O Box 4607, Toowoomba East, QLD 4350, Australia ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
Re: [Aus-soaring] Lake Keepit Regatta 2017 (5 Weeks to go)
Hi Jacques, Hoping to fly. Not sure which glider. Will let you know when can confirm. Please put me down as a probable. Harry Medlicott From: Jacques Graells Sent: Wednesday, January 18, 2017 5:02 PM To: 'Discussion of issues relating to Soaring in Australia.' Subject: [Aus-soaring] Lake Keepit Regatta 2017 (5 Weeks to go) Just a reminder that we still have a few spots left in the Keepit Regatta which is in 5 weeks from now from the 25 Feb to the 4th March. The Keepit Regatta is a no pressure, fun event to improve cross country skills and an introduction to competition. We limit the entries to 30 so there is no stress and big gaggles. In the morning we run briefing sessions on topics of interest for glider pilots then we run an AAT tasks and all join in for dinner (optional) There is possibility for team flying, lead & follow, coaching and flight analysis. The Keepit Regatta is equally suitable for the new pilots that want to learn as well as for seasoned pilots that want to take it easy, enjoy a relaxed event and if they wish, pass on their knowledge to the new generations. The entry fee is only $140 per person catering will be available at reasonable prices. If you do not have a glider, one of our D2’s is still available for hire for the event. Details and registration here: http://www.keepitsoaring.com/LKSC/index.php/comps/lksc-regatta Or you can contact me directly if you have any query Regards Jacques Graells Lake Keepit Soaring Club ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
[Aus-soaring] the future of gliding
Hi All, It was almost inevitable. Money hungry councils without a great deal of interest in gliding, sooner or later decide that perhaps if they can get rid of all the users then then real estate value of the property is worth millions or just because they wish to cover the maintenance cost of their property, that it is a good idea to squeeze as much money as they can from those selfish, filthy rich aviators who are small in number and contribute little to the community. I have always thought it would be good publicity as well as a genuine contribution to society if gliding clubs organised regular charity events, perhaps in conjunction with service clubs such as rotary or lions. Entirely on the basis that the club(s) would make absolutely nothing from the exercise except community goodwill and perhaps gain new members. At my home club, Lake Keepit, the charity to support could be the Westpac Rescue Helicopter Service which is well supported and regarded locally. Another worthwhile idea would be to try and get glider pilot representation on the local council. Of more importance the GFA should investigate the possibility of purchasing land suitable for use as a gliding field about no more than an hours driving distance from, for a start, Sydney and Melbourne. I can imagine the shock, horror of the powers that be at this suggestion. Not the GFAs business, we are merely an umbrella organisation to supervise the efforts of gliding clubs. Am afraid that the future of gliding, certainly in NSW and Victoria depends on having a secure future from which to conduct operations. Not affordable? Not sure about that. We spend considerable amounts on other aspects of gliding which might have to be curtailed while funds were expended on funding sites. Once the land was secure am sure clubs would migrate their operations to such a site over a period of time. There may be other ways to achieve this. It may be that a council would give a very long term lease or security of occupation at a predetermined cost. The long term future of gliding depends on having security of tenure over where we conduct operations. The GFA should take the initiative in achieving this. It is probably beyond the resources of an individual club. Harry Medlicott ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
Re: [Aus-soaring] Warm Fronts on the BOM Weather Maps
On 18/09/2017 9:18 PM, Noel Roediger wrote: Hello Peter. Bob’s response is spot on. The warm fronts have always been there. BOM aviation forecasters – in my opinion – have been a law unto themselves. A long time ago I was flying an F27 ADL – PLC – ADL on a CAVOK forecast and on approaching ADL on the final leg the water of Gulf St. Vincent was instantly covered by sea fog and I managed to land through local knowledge – trees poking through the fog. After shutdown I went to the briefing office and asked the BOM bloke – a Frenchman called Pierre – to issue a new forecast that required A/C flying into ADL to carry an alternate. Why was his response. Mine was ‘look out of the window and you’ll see why. At that time the ADL tower sat atop the terminal and directly below it was the briefing office which normally had a clear view to the West from N/E to S/E and the F27 I’d just landed could not be seen on the apron below. An absolute aviation saga continued through the day. Too long to record here. Fw’d a few years and I was planning a flight MEB – PTH. First step was to collect the forecast from the Met counter. At that time the first of the computer generated high altitude wind forecasts were being issued. A quick glance indicated a problem. In a normal jet stream situation I expected a H/W of about 300/150 bit this forecast indicated 120/150. The Frenchman – who had transferred to MEB, was on duty and refused to accept that the forecast was impossibly correct. I flight planned to ADL – refuel to full tanks – then PTH where we landed safely. I can’t recall those that fell short. Available in the old “Crash Comic”. Years later I flew a high altitude turbo-prop A/C over much of the world on the basis of my own met. knowledge and survived without incident. I don’t have much time for Wally’s publication. Noel. *From:*Aus-soaring [mailto:aus-soaring-boun...@lists.base64.com.au] *On Behalf Of *Peter Champness *Sent:* Monday, September 18, 2017 5:42 PM *To:* Discussion of issues relating to Soaring in Australia. *Subject:* [Aus-soaring] Warm Fronts on the BOM Weather Maps Has any noticed that warm fronts are becoming a feature of our weather maps? I can't remember seeing them before, except possibly well south of Tasmania. David Wilson said something recently about our cold fronts being somewhat like the Northern Hemisphere warm fronts that Wallington describes in his book (Meteorology for Glider Pilots). In a similar manner troughs were not seen on our weather maps before about the mid 1990's. Now they are every where. Is it Climate Change or is the BOM learning something? Hi All, We now have satellite derived information covering most of the globe (not sure how the sensors work but they seem pretty accurate). In earlier years for Australia apart from ground readings it was mostly balloon flights from a handful of sites once or twice a day. Am sure the information they have now can accurately determine small temperature and wind changes which previously would have been mostly guesswork. This would allow them to accurately position fronts. The synoptic charts published only contain the bare bones of the information available. Am always surprised that the published forecasts going out a week are regularly modified as the day for them approaches but we are being given general forecasts up to 50 years or more ahead. Harry Medlicott ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
Re: [Aus-soaring] Parachute
Hi All, Much has been usefully written about parachutes and their care. How would you like a few reluctant comments from someone who has used one to save ones life? Firstly, exiting from a disabled glider descending at 100 feet per second ( as recorded by the data logger) is totally different from a jumping from a stable platform in level flight. After finally exiting the glider I found myself rotating as in a spin dryer. The chute, although attached as one normally would, moved around violently making finding the D ring difficult and is was necessary to look carefully for it. I would recommend that a pilot get a hand on the D ring as he was exiting. On exiting I remembered to adopt a position with the arms and legs outstretched and wait until ones position stabilized. Quickly realized that I would reach the ground before this happened due to the violent rotation. My understanding now is that it is best to pull the D ring as soon as you are clear of the glider. Exiting a glider while it is unstable and you are probably subject to G forces can be quite difficult. If moving the control column forward inverts the glider a good chance you will fall out. A recommendation I have heard is if it appears you will reach the ground before exiting is to lean forward and pull the D ring. A good chance the chute will pull you from the glider. The statistics are that 50% of uninjured glider pilots successfully deploy their chute when the accident occurs at 3,000 ft. Below this the chances diminish rapidly. Age also plays apart. I now have an inflatable bag underneath me, economically supplied by Paul Mander. Commercial units, although expensive are available. ( how much would you be prepared to pay as you struggle to exit a glider) Prevention is better than cure. A functioning Flarm and even more importantly, a disciplined lookout are prerequisites to flying safely. Competition conditions which reduce gaggling also reduce the chances of a midair collision. These comments are quite apart from the usual advice given to pilots re exiting a glider when it is disabled. I hope they are of interest Harry Medlicott On 25/10/2017 7:14 PM, Mike Borgelt wrote: Here's the story on the National Parachutes we've sold for the last 28 years. They are lightweight and comfortable and while some details have changed they are the same basic design/size/weight in all that time The factory considers a life of 20 years is reasonable and won't repack them after that but your rigger can inspect the parachute and can return it to service if it is in his/her opinion revealed to be in airworthy condition as THERE IS NO LIFE LIMITING AD ON NATIONAL PARACHUTES. National parachutes also come in 4 canopy sizes to suit all weights of pilots. The N360 is suitable for up to 75 Kg pilots, the N425 up to 95Kg, the National Flat to 100Kg and the N490 to 110Kg. While National chute packs are available in Navy, Black and Red we recommend the Black or Navy as the colours seem more durable. The condition of the parachute depends on use and care. In a 7 day commercial operation it is doubtful if a parachute will last 20 years. In private operation where the thing is unlikely to do more than 2000 hours in actual use and you keep it in a bag until ready to wear and put it back in the bag after wearing it will likely be fine. Consider also that the parachute may be stored in a dry cupboard for some years of that time and is probably flown for only half the year or a bit more. Hard calender life limits are stupid. Yes, probably parachutes aren't taken seriously enough by glider pilots. Is there any proper training done, like before the first lesson in a glider? We've seen people wearing National chutes where the leg straps weren't tightened and the chest strap was a "chin" strap. Too bad about your head when you pull the ripcord but your headless body should make it to the ground just fine. Also asked competition pilots what they will do if they hear a bang and the glider pitches down and doesn't respond to the elevator. The first went and bought a new parachute and rehearsed the bailout procedure and admitted he hadn't paid any attention to that before. The second was a real smartarse and laughed it off by making a joke of it to cover up his lack of forethought and preparation. Do remember that bailing out of a damaged glider is "attempted suicide to avoid certain death". The US military reckoned the ejection seat in the F-15 saved the pilot's life 75% of the time it was used. The outstanding Russian K36D seat was better at 93%. I'm pretty sure gliding is somewhere between those numbers. Mike At 05:41 PM 10/25/2017, you wrote: Point taken. I have the highest regard for Nigel Brennan. If he says the chute is ok I am happy to wear it. On Wed, Oct 25, 2017 at 6:28 PM, R
Re: [Aus-soaring] slip in thermals?
Hi All, The answer as to why we thermal with the yaw string slightly outwards might have something to with the fact we are flying a straight glider in a curved pattern. If the glider had the same curved shape as the thermals diameter the yaw string would be central in a balanced turn. As the string is well to the front of the central part of the glider it will be slightly outwards when a yaw string centrally located longitudinally would be straight at the same time. Haven't worked out just how many degrees and am sure Mike will shoot this explanation down in flames but maybe worth a thought, Harry On 17/01/2019 7:16 AM, Mike Borgelt wrote: When circling in a thermal, do you a) keep the string centered b) fly with it pointing to the outside of the turn c) why? Your technique may not be doing what you think it is. Mike *Borgelt Instruments***- /design & manufacture of quality soaring instrumentation since 1978 / www.borgeltinstruments.com <http://www.borgeltinstruments.com/>tel: 07 4635 5784 overseas: int+61-7-4635 5784 mob: 042835 5784 : int+61-42835 5784 P O Box 4607, Toowoomba East, QLD 4350, Australia ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring ___ Aus-soaring mailing list Aus-soaring@lists.base64.com.au http://lists.base64.com.au/listinfo/aus-soaring
