I know this subject has been discussed before but it has been brought back
to my attention when in our Club newsletter, it was published that in the
GFA MOSP regs., parachutes have to be re-packed every 120 days. I flew in
1999 in a UK club where parachutes for **all** flights were mandatory, I
At 01:07 PM 20/04/01 +1000, Peter wrote:
>> >As for the difference in elevator drag and climb performance of the tug
>with high and low tow position: is there any published scientific evidence on
>> >this or is it just "gut instinct"?
with TTH firmly planted on my head, I remember a tow behind a
Depends on the tug mirror arrangements, but in general - yes.
> Having never used the low tow from the tug pilots end - is it still
possible
> to see the glider, from all types of tug for the prurpose of signalling
the
> glider for brake open for instance?
>
> OJ
--
* You are subscribed to
"Garrity, Allan (Allan)** CTR **" wrote:
> I think you have hit the nail on the head whit the words 'Tiger Moth' and
> 'Aust' , when was the last time you had a tow from them.
I would love to. Anyone is Oz know of a Moth with a tow hook and a pilot to
suit?
In the past, whenever I towed behind
I'll leave that one for others to answer.
Brian
"Garrity, Allan (Allan)** CTR **" wrote:
> Agreed Brian - but why bother going in to the low tow at all - stay in the
> the normal tow setting the limits between fin height and slipstream - as
> taught here in the UK
>
> OJ
> -Original Messa
Something else to consider with computerising flight sheets. Tracing
mistakes entered via keyboard is impossible. At least with manually written
sheets you can sometimes decipher the scratchings, scrubouts and
obliterations to figure who, which glider and how long. Unless your flight
sheet pu
Agreed Brian - but why bother going in to the low tow at all - stay in the
the normal tow setting the limits between fin height and slipstream - as
taught here in the UK
OJ
-Original Message-
From: Brian Wade [mailto:[EMAIL PROTECTED]]
Sent: 20 April 2001 9:43
To: [EMAIL PROTECTED]
Subje
If you're going to do all of this you should also feed in the GPS and charge for
height gain. In fact if you average more than 5 knots you're enjoying yourself too
much and should be charged double ;-)
Redmond
*
- Original Message --
I suppose bar coding is out of the question?
(What AM I thinking of... think of the size of the
laser scanner!)
JM
- Original Message -
From: Mike Codling <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Friday, April 20, 2001 7:31 PM
Subject: Re: [aus-soaring] Computerised club flight
Simon (and all),
Please forgive Kevin's mistake with his email software;
he is not yet computer literate enough to have seen the
consequences. The offending 'rule' has been removed;
could you please re-subscribe him to the list?
John Mason
Leeton Gliding Club
(Kevin's System Administrator)
PS:
OJ
My point exactly - don't go to low tow until you are at a safe height.
The GFA teaching if to lift off to about tug fin height and then remain in high
tow until the tug is "positively established in the climb" before descending to
low tow.
I believe that the transition should be delayed unti
OK, so here I go.
I've actually put a lot of thought into something just like this, you can
get coded "electronic keys" quite cheaply.
you don't need a gps but an airswitch and timing mechanism with small radio
transmitter ( + one in the tug). Costs can be kept to about those below.
BUT
there ar
Brian,
I know different organisations have different rules and procedures, so
really what is the reason for going into the low tow and getting yourself
into a turbulance/slipstream/slack rope/possible rope break situation when
really there was no need?
OJ
-Original Message-
From: Bria
I think you have hit the nail on the head whit the words 'Tiger Moth' and
'Aust' , when was the last time you had a tow from them. If a glider has to
go in to low to early so that it avoids an obstruction on tow out, there
are more fundemental issues to discuss at a club level, like operations,
s
The following snip from Mike Borgelt's post to the Weak Link thread caught my
attention:
"Why would you want to manoeuver through the tug slipstream at an altitude less
than that at which you can do a safe return to the runway?"
This afternoon I took a visiting BGA pilot in a Blanik on his first
contact someone from Warkworth, the system there was great..
(sorry i don't have any contact details..)
Original Message -
From:
Jason Armistead
To: Aus-Soaring
Sent: Friday, April 20, 2001 12:15
AM
Subject: [aus-soaring] Computerised club
flight log system s
Reflecting on the phases of our lives shortly after an intensive period
of gliding training, Caboolture Gliding Club member Andrew Bell drew the
following analogy between the two:
"Life is like a glider flight. It can be tricky getting off the ground,
and dangers abound here (birth and early chil
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