Frequently Asked Questions About Soaring
Last update: 13 Sept 1998
Contributions welcome! Send to rjc@peakpeak.com
Contributors:
Rich Carr (rjc@peakpeak.com)
Gerrit Jan Hamerslag (gerritja@tron.nl)
Rick Lafford (lafford@cnp.cldx.com)
Guenther Seeman (Guenther.Seemann@post.rwth-aachen.de)
Michael Steckner (mks@mr.picker.com)
Chris Cullinan (cullinan@melbpc.org.au)
Kevin Clifton (kev@mail.envistatech.com)
...and many others.
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See
http://csrp.tamu.edu/soar/for.html
A sailplane is always descending through the air. The essense of soaring is to
fly in air that's going up faster than the sailplane is descending through the
air. The only way wind influences a sailplane staying airborne is by running
into a ridge and being deflected upward.
There are three basic forms of lift (and some more obscure forms).
1) Ridge lift. As alluded to above, a sailplane can fly in the rising air as
wind flows over an obstruction.
2) Thermal lift. As the sun heats the ground, the air is warmed and becomes
lighter than the air above it. It tends to rise in columns called thermals.
Normally a sailplane must fly in circles to stay in the rising air. To fly
cross-country in thermals, a glider circles in the rising air and cruises in a
straight line in the sinking air until finding another thermal.
3) Wave lift. Like the ripples in a stream, air flowing over an obstruction
can rebound in a series of waves. By flying in the "up" portion of a
wave, a sailplane can fly to very high altitudes.
In the US, you must be 14 years old to fly a glider solo. Since you can start
lessons at any age, many young pilots solo on their 14th birthday.
In the US, glider licenses are issued by the FAA, just like airplane licenses.
The Private Pilot license for gliders allows you to carry passengers. To solo a
glider, you need only a student license -- there is no medical examination as
there is with an airplane student license. But just to get started, go to your
nearest soaring site and join up. Until you're ready to solo, the FAA doesn't
need to know anything about you.
There is no fixed requirement for when you solo a glider -- you will solo
when instruction has been covered in some specific areas and your instructor
thinks you're ready. With no previous flying experience, this usually happens
after 25-40 flights, each lasting about 20 minutes. With an airplane rating
already, solo in a glider takes 10-20 flights.
After solo, the FAA requires 7 hours of solo time before taking the flight
test, which must be preceded by successful completion of the written test for
Private Pilot. With an airplane rating already, no written test is required, and
only 10 solo flights are needed before taking the flight test.
In the US, glider operations are about evenly divided between clubs and
commercial operations. You will probably pay more at a commercial operation but
get the license quicker. Most clubs don't operate 7 days a week, and they
require you to put in some sweat equity. You will probably have more fun and
learn more in a club, but the politics and logistics in a club can be trying.
Club rates in particular vary widely -- the high fixed costs favor large old
clubs over small new ones. Dues can range from $10/month to over $50/month, and
aerotows to 2000' AGL can run from $10 to $25 each. Glider rental ranges from
zero to $30/hr and up. Instruction is sometimes free in a club, with commercial
operations charging up to $30/hr.
In a commercial operation, plan on a minimum of $2500 and three months to get
a glider rating, if you're aggressive. In a club, expect at least $1500 and one
year. With an airplane rating already, cut these figures in half. These are
*very* rough figures.
Be aware that learning to fly gliders is more expensive than learning to fly
airplanes when calculated on a flight-hour basis. This is because (in the US,
where aerotow dominates over ground-launch) for every flight, you are paying for
two aircraft, an instructor, and a towpilot. Still, getting a license is a bit
cheaper because of the reduced hour requirements for the license, compared to an
airplane license. Once soloed, your cost by flight time will go down because you
will be able to concentrate on soaring, and you won't have an instructor aboard
most of the time.
In countries other than the US, there is less distinction between clubs and
commercial operations. They nominally organize around the club concept, but they
often have full-time employees.
Introductory texts
The Joy of Soaring
by Caryl Conway
Glider Basics to Solo
by Tom Knauff
Glider Basics from Solo to License
by Tom Knauff
Understanding Gliding
Derek Piggot
Flying Gliders
By Helmut Reichmann
Advanced texts
American Soaring Handbook
Soaring Flight Manual
New Soaring Pilot
by Welch & Irving
Cross-Country Soaring
by Helmut Reichmann
Test aids (USA)
Private Pilot Test Standards
Commercial Pilot Test Standards
Flight Instructor Test Standards
See the addresses section for addresses and phone
numbers.
Soaring & Motorgliding ($US 45)
Soaring Society of America
Technical Soaring Magazine ($US 24-30)
(joint SSA/OSTIV publication, quarterly,
through SSA)
Soaring Pilot ($US 20)
Chris O'Callahan
Sailplane & Gliding ($US 30)
British Gliding Association
Australian Gliding ($AUS 40.50)
Gliding Federation of Australia
Free Flight ($US 22)
Soaring Association of Canada
New Zealand Gliding Kiwi ($US 25)
Hang Gliding Magazine ($US 35)
USGHA
Is soaring safe?
The safety statistics of soaring are roughly in line with the rest of general
aviation. There are fewer things to go wrong with a glider than an airplane, so
mechanical failures are rare. With the low sink rate, an excellent glide ratio,
and a landing system designed for landing in fields, the risks of "running
out of lift" are largely offset.
What study materials are available for the FAA Private Glider written test?
ASA P010F
ASA Private Pilot Test Prep 96-97 (ASA-TP-P-96)
It depends.
If the airworthiness certificate says "motorglider", you need a
glider license with a motorglider endorsement. This usually means you have to
take a flight test in a motorglider.
If the airworthiness certificate says "airplane", you need an
airplane license (ASEL) and no further endorsement is required by the FAA. You
will of course benefit from some general soaring instruction and instruction
specific to the motorglider.
To USA:
If glider licenses in your home country are issued by a government body
equivalent to the US Federal Aviation Administration, contact a Flight Standards
District Office about converting your license. No examination will be required,
just proof of identity. Flight instructor certificates are not granted in this
fashion; you must complete a practical test from FAA personnel to receive an
instructor certificate.
If the home country has no government-issued licenses, the FAA may or may not
recognize your qualifications.
The AOPA has a pamphlet on the subject: "Foreign Pilot Certificate
Validation," a briefing on how to get a U.S. FAA pilot certificate based on
a foriegn certificate. Free. Call 800-USA-AOPA (800-872-2672) to order.
As far as owning a glider is concerned, the practical difference is that any
Airframe and Powerplant mechanic can do annual inspections on an Experimental,
while Standard requires an Authorized Inspector (All AIs are A&Ps, but not
all A&Ps are AIs.) Modifications to an Experimental require much less
paperwork than to a Standard. A Standard Type Certificate is generally required
for commercial operations, so most two-place gliders are Standard.
So what determines which certificate a glider gets? It's primarily a
paperwork issue. The nominal reason for an Experimental Type Certificate is to
have a reduced-paperwork path for flying a small-production aircraft in
exhibitions or races. Historically, it's been easier for glider manufacturers to
get an Experimental Type Certificate, and there's not much incentive to do
otherwise for single-seat aircraft. However, the FAA recently cracked down on
the issuance of Experimental Type Certificates after an influx of aircraft from
Eastern Bloc Countries. This situation is in a state of flux.
Check out your national soaring magazine for more current
information.
US Suppliers
Knauff & Grove, Inc.
RR1
Box 414
Julian, PA 16844
USA
(814) 355-2483
(814) 355-2633 fax
http://www.glider.com/knauff/
PIK*Pacific
1231 Second St
Manhattan Beach, CA
USA
(310) 376-4590
(310) 372-1252 fax
RESCO Supply
2042 Terrace Dr.
Long Beach, CA 90806
(310) 494-6690
(310) 498-9270 fax
Sage Variometers
Pete Russell
(702) 267-3988
(702) 267-2350 fax
sagevarios@aol.com
http://members.aol.com/sagevarios/sage.htm
Wings & Wheels
81 Jackson Ave. W.E.
Jamestown, NY 14701
USA
(716) 664-6894
(716) 664-6895 fax
wings@madbbs.com
http://www.glider.com/wings/index.htm
See the addresses section for addresses and phone
numbers.
Check out your national soaring magazine for more current
information.
US Representatives
------------------
Blanik
Peter Clifford & Co.
Blanik America, Inc.
Grob
Mike Shade
Grob Systems, Inc.
Glaser-Dirks
Glaser-Dirks USA
Rolladen-Schneider
Mike Adams
Pik Pacific
Salto
John Mahony
Redtail Aviation
Schempp-Hirth
Knauff & Grove, Inc.
Schleicher
John Murray
Eastern Sailplane
Stemme
Stemme USA, Inc.
Check out your national soaring magazine for more current information.
The November 1983 issue of Soaring magazine was a special "Sailplane
Directory" issue.
Janes also has a sailplane guide, now out of print.
See below, and http://csrp.tamu.edu/Soaring/flight_tests.html
Soaring, Soaring Society of America
Issue Author Title
4-68 Johnson Sailplane Flight-Test Performance Measurement
11-69 Bikle Eyeball Aerodynamics
6-70 Bikle Polars of Eight
7-70 Bikle Gear Up, Sun Up
8-70 Bikle Description, T-6 Sailplane
10-70 Bikle T-6 Performance
11-70 Bikle AS-W 12 & Libelle H501B Performance Tests
1-71 Bikle Airspeed Calibration
2-71 Bikle Flight Test Performance Summary
6-71 Bikle Polars of Eight
3-76 Johnson A Flight Test Evaluation of the Standard Cirrus B
4-76 Johnson A Flight Test Evaluation of the Nimbus II
6-76 Johnson A Flight Test Evaluation of the AS-W 17
9-76 Johnson A Flight Test Evaluation of the PIK-20
10-76 Johnson A Flight Test Evaluation of the Glasflugel 604
1-77 Johnson A Flight Test Evaluation of the Schweizer 1-35
2-77 Johnson A Flight Test Evaluation of the Schweizer 1-26E
4-77 Johnson A Flight Test Evaluation of the Jantar 1 and 2A
8-77 Johnson A Flight Test Evaluation of the AS-W 19
9-77 Johnson Facts About Flaps
11-77 Johnson A Flight Test Evaluation of the Glasflugel 604 Modifications
12-77 Johnson A Flight Test Evaluation of the Mini-Nimbus
5-78 Johnson A Flight Test Evaluation of the AS-W 20
7-78 Johnson A Further PIK-20B Flight Test Evaluation
11-78 Johnson A Flight Test Evaluation of the LS-3
1-79 Johnson A Flight Test Evaluation of the PIK-20D-78
3-79 Johnson A Flight Test Evaluation of the Schempp-Hirth Janus
7-79 Johnson A Flight Test Evaluation of the Standard Jantars 1 and 2
8-79 Johnson A Flight Test Evaluation of the Mosquito
9-79 Johnson A Flight Test Evaluation of the Zuni
2-80 Johnson A Flight Test Evaluation of the LS-3A
3-80 Johnson Performance Improvement Through Airfoil Shape Correction
6-80 Johnson A Flight Test Evaluation of the LS-3/17
7-80 Johnson A Flight Test Evaluation of the DG-200
8-80 Johnson Performance Improvement Through Airfoil Shape Correction,
Part II
2-81 Johnson A Flight Test Evaluation of the Slingsby Vega
7-81 Johnson Performance Improvement Through Airfoil Shape Correction,
Part III
12-81 Johnson A Flight Test Evaluation of the Ventus A
3-82 Johnson A Flight Test Evaluation of the Schweizer 1-36
6-82 Johnson A Flight Test Evaluation of the Ventus B
12-82 Johnson A Flight Test Evaluation of the Nimbus 3
2-83 Johnson A Flight Test Evaluation of the Grob 103 Twin II
4-83 Johnson A Flight Test Evaluation of the AS-W 22
10-83 Johnson At last: an instrument that reads drag!
1-84 Johnson A Flight Test Evaluation of the Grob G-102 Club IIIB
4-84 Johnson A Flight Test Evaluation of the 16.6-Meter Ventus
9-84 Johnson A Flight Test Evaluation of the LS-4a
5-85 Johnson A Flight Test Evaluation of the DG-101G
5-85 Johnson Turbulators: A Key To Performance Improvement?
7-85 Johnson A Flight Test Evaluation of the AS-K 21
8-85 Johnson A Flight Test Evaluation of the DG-300
2-86 Johnson A Flight Test Evaluation of the Discus
5-86 Johnson A Flight Test Evaluation of the Grob G-109B
3-87 Johnson Flight Testing Performance Improvements Through
Wing Profile Correction
5-88 Johnson A Flight Test Evaluation of the ASH-25
5-89 Johnson Sailplane Performance Flight Test Methods
8-89 Johnson A Flight Test Evaluation of the DG-600
3-90 Johnson A Flight Test Evaluation of the Grob 103C Twin III
7-90 Johnson Flight Testing of Sailplane Stall Warning Systems
1-92 Johnson A Flight Test Evaluation of the J-4 Javelin Sailplane
3-92 Johnson A Flight Test Evaluation of the SZD-55-1
10-92 Johnson Ventus A and C Flight Test Polars, Measured With
and Without Masak Winglets
2-93 Johnson/ A Flight Test Evaluation of the Krosno KR-03A
Beddow
2-93 Beddow An Instructor's View of the Krosno KR-03A
1-94 Johnson A Flight Test Evaluation of the Stemme S-10 Motorglider
4-94 Johnson/ A Flight Test Evaluation of the SZD-50-3 Puchacz
Smith 2-Place Sailplane
4-94 Smith An Instructor's Viewpoint of the Puchacz
5-94 Johnson A Flight Test Evaluation of the Schleicher ASW-24W
6-94 Johnson/ Additional Spin Testing of the SZD-50-3 Puchacz Trainer
Carswell
6-94 Carswell A Senior Instructor's Comments
Production Sailplanes
Make/Model Number/Years Produced BestL/D Description
Applebay
Zuni
Blanik
L13
L23
L33
Centrair
Eiriavion Oy
PIK-20 38 15m single; -B, -D models have
carbon spars caps; -D has
spoilers instead of landing
flaps
Glaser-Dirks
DG-100
DG-200
DG-300
DG-303
DG-400
DG-500
DG-600
DG-800
Glasflugel
H301 Libelle
H501 Libelle
Mosquito
Hornet
Kestrel
604
Laister
LP-49
LP-xx Nugget
Lark
IS-28B2
IS-29
Mechta
AC-4 (Russia 12)
Rolladen-Schneider
LS-1
LS-3
LS-4
LS-6
LS-7
LS-8
LS-9
Scheibe
Schempp-Hirth
Cirrus
Standard Cirrus
Discus
Mini-Nimbus
Ventus
Janus
Nimbus
Nimbus IIID
DuoDiscus
Schleicher
ASW-12
ASW-15
ASK-13
ASW-17
ASW-19
ASW-20
ASK-21
ASW-22
ASW-24
ASH-25
ASH-26
ASW-27
Schreder
HP-11
HP-13
HP-14
HP-18
Schweizer
SGS 1-23
SGS 1-26
SGS 1-34
SGS 1-35
SGS 1-36
SGS 2-22
SGS 2-33
SGS 2-32
Stemme
S10
S10V
SZD
Ogar
SZD-25A Lis
SZD-48
SZD-55
Swift
Puchacz
Krosno
KR-03
PZL Swidnik
PW-5
Make/Model Number/Years Produced BestL/D Description
ASC
ASC Spirit
ASC Spirit XL
ASC Falcon
Group Genesis
Genesis
Marske
Monarch
Pioneer
Maupin
Woodstock
Windrose
Carbon Dragon
The French 20's were manufactured by Centrair. There was a bit more
_flair_ in their construction, the cockpits are a little less spartan -
probably from the cream coulered paint they used. Also most of the F's
had tinted canopies fitted which are a great aset when flying where we do.
Practically I don't think there are any differences between them barring
that the French ones were certified to fly at a greater MAUW, which is a
good thing with the 20's. The l version - with 16.5 metre extension tips
- has to have an extensive mod to the spar/root rib structure to be
allowed to fly with the tips on according to the BGA, but I know of at
least one in ZA that has been flown without the mod for years.
I am under the impression that the French ones gelcoat was less
suceptible to the crazing that 20's are known for but it could be the
other way round since I know one 20F that looks like a mosaic!
Ian Molesworth panacea@iaccess.za Tel **27 11 452 0002
ASW-20bl ZS-GRR India Mike
Home page at
http://minnie.iaccess.za/~panacea/index.html
From: sander.nubqih@roosendaal.demon.nl (Sander Holthaus)
Date: Wed, 10 Jun 1998 11:07:45 GMT
** To reply in e-mail, remove ".nubqih" from address **
Last week (monday, 1st of June), after a flight lasting over 3 hours,
I landed in our club (WBAC) ls-4a (PH-901). Just a normal landing, not
hard or anything like that. However, shortly after landing (ca 1-2 sec.)
the mail wheel collapsed back onto the fuselage. The problem is that
the wheel-handle was still in the lock. First was thought, that the gas
-strut which keeps the landing-gear locked, was broken. After measurments
, it was found that it was still in operating limits.
So, does anybody have a clue what could be the problem?
Sander Holthaus
Roosendaal, The Netherlands
email: sander@roosendaal.demon.nl
ICQ: 13577569, Sander
--
From: Larry Goddard
Date: Wed, 10 Jun 1998 09:28:31 -0400
Yep. I had a similar problem with my LS-3a. Take all of the gear mechanism
out, clean and lubricate everything well. I found that there was just enough
collective friction, etc. throughout all of the mechanism that if there was
the slightest restriction, or I didn't extend the gear 'sharply' enough, it
would not "go past dead center" and lock. The result was that a bump or
something would cause it to collapse... sometimes as I slid it off the dolly
when assembling and once on a grass strip landing.
Pay particular attention to the bolts/joint where the main struts "fold" in
the middle and go over 'dead center' to lock. I found that these joints were
the most problematic on my ship. Plenty of cleaning, burnishing, etc. with a
wire brush and emery cloth brought these bolts/pivot pins back to life. A
good coat of grease and they worked like a champ.
So... give it all a good going over. Minimize all the areas of friction and
I think you will have your problem solved.
You can probably check it by placing the glider on the trailer dolly, extend
the gear sloooooowwwwly, then from the rear of the left wing, reach into the
wheel well to the left rear of the wheel and CAREFULLY pull against the
middle of the folding fork assembly (watch out not to get your fingers caught
in anything!) to be sure that it is completely past 'dead center' and
locked. On mine prior to cleaning and lubricating it would not always be
completely locked or feel a little tenuous. After the cleaning, there is not
the least tendency for it not to be locked.
--
Larry Goddard
"01" LS-3a USA
From: jnbearden@aol.com (JNBearden)
Date: 10 Jun 1998 17:38:28 GMT
I expect this will generate a huge number of responses as this is not an
uncommon problem. Perhaps the experience in Europe is different; everyone in
the US seems to have his or her own theory for this.
Besides a weak gas spring, another factor (based entirely on experience with
the LS-3 but applies at least partially to the LS-1F and LS-4, I believe) is
the stiffness of the damping strut which looks exactly like a gas spring but is
actually a hydraulic shock absorber, similar to an automobile. It is mounted
between the main vertical link and horizontal link in the landing gear close to
the main wheel. Especially when it is cold, the damping strut can get stiffer
while the gas spring presumably loses some force, an unhappy combination.
Another factor is bearings and linkages in the landing gear that do not have
enough lubrication and/or have dirt or sand in them, causing friction.
The combination of all of these can cause a problem: when you lower the wheel
with the cockpit handle, the "knee" (the hinged vertical main strut in the
landing gear) is not quite locked/over center. In that case, only a small
amount of force or a bump--as during landing--can cause the knee to become
unlocked which, with weight on the wheel, causes it to retract. Since the gas
spring strut connects the cockpit handle linkage to the landing gear actuating
arm, the gas spring merely compresses when the wheel retracts, leaving the
handle in the down-and-locked position. :>(
To check for this, put the fuselage in the trailer cradle with the wheel off
the ground and lower the wheel with the cockpit handle. Now reach up into the
wheel box and push back at the "knee" joint; if there is any movement or a
"click" as it goes over center, it means the "knee" was not fully locked/over
center.
The remedy for this depends on what causes the problem: weak gas spring, stiff
damper, dirt and/or inadequate lubrication. Of course one should also inspect
for a bent or damaged piece in the landing gear but your problem is so typical
that it is probably caused by one or more of the above factors.
A temporary solution employed by some is to remove the damper, making the
system less stiff which allows the "knee" to snap into the over center position
more easily. I have never seen any communication from Rolladen Schneider to
know what adverse consequences there might be from doing this; e.g., slamming
the landing gear down against the stop, or in a hard landing. It also ignores
the legal/airworthiness issues.
Another temporary fix: I have seen quite a few pilots lose contest days because
this occurs and they do not have a new gas spring available. One problem is
that these springs lose gas pressure (and force) gradually over time **whether
or not they are installed in the glider** so carrying a spare with you for
years does not necessarily insure it will work properly when it is needed. The
same applies to any gas spring, e.g., the one which holds the canopy in the up
position and the struts for the Komet/Cobra trailers. The life of these springs
is enhanced when they are stored with the smaller (i.e., piston) end down so
that the oil inside the cylinder remains around the piston seal.
Ignoring the airworthiness issues, I know that there is adequate room in the
LS-3 fuselage to install two gas landing gear springs in parallel (i.e., on
either side of the usual position) using longer bolts and washers. Since the
force of the old springs typically seems to decline, then stabilize at about
half the force of a new spring, two old springs roughly equal the force of one
new spring. It might make sense to keep one or two of the old springs in your
toolbox, along with two longer bolts, just in case. Warning: as before, this
technique is not, to my knowledge, authorized by the factory and there may be
other consequences.
I can tell you that an LS-3 equipped with two old (i.e., weak) gas springs and
the damping strut removed flew an entire contest in the US some years ago,
including several off-field landings, and performed just fine, although not
without causing the pilot some anxiety whenever he landed back on the
hard-surface runway after finishing. :>)
I'm interested to hear from other pilots and technical experts who have had
experience with the LS landing gear system.
Chip Bearden
ASW-24 "JB"
(formerly LS-3)
From: Peter Wilson
Date: Thu, 11 Jun 1998 09:30:18 +0100
IT may appear that the gas strut is functioning within limits but the
only way to really tell is to take it out and actually measure the
spring force it excerts, there are specs for thius in one of the manuals
we have for oour LS4, if the spring is slightly weak it is enough to
allow just enough slop in the mechanism for the over-centre lock to flip
out and the undercarriange to collapse.
It puzzled us for a long time, but replacing the gas strut seems to have
fixed the problem.
--
------------------------------------------------------------------------
Peter Wilson peter.wilson@uk.sun.com
Hardware Engineer Tel: +44 (0) 1207 585568 Fax: +44 (0) 1207 585592
Sun Microsystems Ltd. TPG BU, Medomsley Road, Consett, Co. Durham, UK
------------------------------------------------------------------------
I suffered a gear collapse in my LS-1f on a slightly bumpy landing a few years
back. No damage except some minor scrapes on the belly since I landed in grass.
Chip Bearden helped me pull the gas strut out and test it (thanks Chip!) It
seemed within spec; 90 lbs to compress. So we reinstalled it and I chalked the
failure up to maybe dirt preventing an overcenter or maybe a funny harmonic in
a landing bounce.
A few months later the gear again collapsed during landing while a friend was
landing the ship. This time the damage was more extensive requiring a trip to
Paul Weiden at Keystone G-port. The failed gas strut was now down to about 50
lbs to compress. Paul installed a new strut, cleaned up the glass damage, and I
was back in buisness. Since then I have had no problem w/ gear collapse.
I did follow-up with some research on strut failures for other LS ships. It
seems that the gas strut starts to fail after about 6 to 8 years of use. My
thoughts are to just replace the strut with a new one every 3 years. They are
inexpensive enough and available (thanks Mike Adams!) This fall will be 3 years
from the last replacement so Paul, I'll be calling you to get on your schedule!
BTW, the strut is stowed and spends the vast majority of its life in the worst
possible position; upside down (no oil on the seal) and compressed.
Danny Brotto
From: Pam Sutton
Date: Thu, 11 Jun 1998 21:34:13 -0700
Same thing happened to me in my LS3a landing in a grass field. As you
can see from the numerous posts, it's a common problem. I keep spares
in my trailer for the gas strut, gear door hinges and gear doors for
quick repair.
Pam Sutton
From: "T.W. de Boer"
Date: Thu, 11 Jun 1998 22:24:14 +0200
From: John Giddy
Date: Fri, 12 Jun 1998 07:16:17 +1000
I am not familiar with the details of the LS4 U/C, but many gas struts I
have seen can be installed either way around. If possible in this case,
it would avoid the problem listed above, No ?
John G.
--
John Giddy Mangalore Gliding Club
5/287 Barkers Rd http://www.gfa.org.au/vic/mgc/
Kew, Victoria, 3101
Australia
From: dbrotto@aol.com (DBrotto)
Date: 11 Jun 1998 22:00:43 GMT
Someone mentioned the possibility to mount the gas strut in the LS gliders
"upside down" to keep the seal/gasket lubricated. (In the -1f, at least the
stowed gear keeps the strut compressed and at an attitude such that the seal is
dry.) We tried to reinstall it in a "lubed" position but it would not fit or
clear in that position. Good thought though! Might work with other LS ships.
Danny Brotto
From: ejune@intuitive-data.com (Eric June)
Reply-To: ejune@intuitive-data.com
Date: Wed, 17 Jun 1998 08:24:53 GMT
I designed/built a vario back in the late 80's when I first got into
hang gliding. Unfortunately, I have since lost the engineering notebook
that had all of my cool personal projects in it, else I would gladly
send you the schematic. It was based on a pressure transducer that I
got as a sample from a local electronics manufacturer, and used op-amps
for all of the analog signal processing. I made no attempt at T/E
compensation. For what it's worth, here are some design tips that I
recall:
1) Be real careful with your temperature compensation. My first
prototype ended up being a great electronic thermometer, but a rather
lousy vario! If you have a thermal cycling chamber available at your
lab/school it will really help. If you are using op-amps, choose the
more expensive ones with a small (and predictable) temperature drift.
2) RFI shielding is important. When I flew by some microwave towers
with mine, it became quite useless. Keying my radio had the same
effect. A metallic enclosure (or a plastic one with metallic shielding
paint) will help.
3) If you build in an altitude readout (simple enough if you take the
buffered pressure transducer output prior to the differentiator stage)
then be careful with the non-linearity correction. Mine was decent up
to about 4000 feet, but was off by a couple of thousand feet above 12000
feet. If you are digitizing instead of doing analog signal processing,
this will be no problem at all.
I eventually decided that flying was much more fun than engineering, and
ended up abandoning my project in favor of a vario from Ball Variometers
which I still use today!
--
Regards,
Eric June
ericj@kudonet.com
Hang Gliding Page: http://home.kudonet.com/~ericj/hang.htm
From: pattist@NOSPAMworldnet.att.net (Todd Pattist)
Subject: Re: homebuilt electr. vario's/ schematic needed
Date: Wed, 17 Jun 1998 13:21:36 GMT
I too, built a vario years ago. Mine was intentded for an
R/C (radio control) sailplane. The vario worked great - it
was checked and calibrated in the back of the Blanik. It
was the miniature transmitter that I had problems with -
frequency kept wandering on me. The vario section was two
tiny pinhead thermistor beads sitting directly in line with
each other and aligned with the centerline and the airflow
through a small diameter tube leading from the static to the
capacity bottle (a pill bottle). The thermistors were set
in a bridge configuration which controlled the frequency of
an audio oscillator modulating the RF. When the airflow
came out of the capacity bottle (going up), the thermistor
nearest the capacity bottle was cooled more than the one
sitting directly behind it (which also picked up some of the
heated airflow from the leading thermistor). Going down,
the airflow in the tube reversed and the thermistor nearest
the static was cooled more. It was tiny - the thermistor
tubing sensor was about a cm long, the audio section was
single transistor and fit on a dime. It's not what one
would build today, but it was useful, sitting in my shirt
pocket, as an audio attachment to the club gliders (never
did get the RF section working well).
>I eventually decided that flying was much more fun than engineering,
Funny, I reached the same conclusion.
---
Todd Pattist Ventus C - WH
Fly safely, fly often.
(remove "NOSPAM" from my e-mail address to contact me)
---
From: "Marc Ramsey"
Subject: Re: homebuilt electr. vario's/ schematic needed
Date: Wed, 17 Jun 1998 08:15:21 -0700
The following two URLs provide information on building simple
non-compensated electronic varios. You'll be on your own if you
want to add TE-compensation, it's a lot simpler to simply add a
TE probe...
http://www.pacificnet.net/~kites/instruments.html
http://www.sky-adventures.com/hang/RGvario/vario.html
__________________________
Marc Ramsey, marc@ranlog.com
http://www.ranlog.com/ramsey/
Transponders
| Model |
Dimensions |
Power consumption |
Notes |
| Becker ATC 2000(3)R |
|
1.5A@13.75V |
Mode A/C capable. Optional CU-5401 control unit with LCD display fits
2.25" panel opening. |
| Terra TRT 250D |
|
|
Mode C/S capable. 1.84 lbs. Auto-dimming LED flip-flop display. |
Encoders
| Model |
Dimensions |
Power consumption |
Notes |
| ACK ? |
|
|
|
| Terra ? |
|
|
|
| Trans-Cal ? |
|
|
|
Suntiger
Soaring Innovations has purchased the SunTiger name and tint
and is currently the only source of SunTiger sun glasses in the US.
We have:
Sunglasses, carbon frames $78.50
Clip-ons $30.00
Tint your prescription lenses $38.95
Serengeti
Corning Eyewear
++++++++++++++++++++++++++++++
Temperfoam-Sunmate
The stuff is supposed to be unequalled in comfort for a seat.
3" thick, the size of a seat cushion, goes for around $50.
Supposedly several people claim that Temperfoam has saved them
from serious back injury in crash landings that should have left
them paralyzed.
The disadvantage is that it is pretty hard when cold.
You can typically build two seats out of 1 30 by 80 inch sheet
of 2 inch medium. One method in building seats is to take three
different densities of foam (the most dense being placed on the
bottom) and glue them together.
Sunmate, which has the same qualities as temperfoam is about
half the price. The main difference is that the Sunmate does
not have the same shock-absorbing properties as temperfoam.
Sources...
Harlo McKinty
Temperfoam-Sunmate
1310 Idylwild Dr.
Lincoln, NE 680503
402/470-2346
EAR Specialty Composites
Indianapolis Indiana
800/544-5180
317-872-1111
from
Kevin R. Walsh
krwalsh@mit.edu
http://www.mit.edu:8001/people/krwalsh/Homebuilts/homebuilt.html
++++++++++++++++++++++++++++++
Eastern Sailplane sells 1/2" thick 18"x40" sheets of confor foam
for seat cushions. phone at 513-897-5667
++++++++++++++++++++++++++++++
Ear Specialty Composites, Division, Cabot Safety
7911 Zionsville Road
Indianapolis, IN
USA 46268
(317) 692-1111
(317) 692-3111
These people make those special foams. They also happen
to be the manufacturers of foam ear plugs (which seem to
be made of one of their special energy absorbing foams).
The address is now a couple of years old. They could not
sell directly to me, but supplied me with the name of
the local supplier in my area.
They make several different types of energy absorbing foams
which are coloured coded. They sent me a "touchy squeezey"
sampler of all 4 foams. Green is the stiffest and blue is
the next stiffest. Those are probably the ones you want
to use, especially green.
In my experience, these foams get VERY stiff when cold.
In the stiff condition they are very prone to cracking.
from
Mickael Steckner
mks@mr.picker.com
++++++++++++++++++++++++++++++
From: cullinan@melbpc.org.au (Chris Cullinan)
As used by K2b, VH-GHO
Our syndicates cushions came from :
RD Aviation
25 Bankside
Kidlington
Oxford
Great Britian. OX5 1JE
400 x 450 x 12 cushion About Stg 16.00 plus freight
400 x 450 x 25 Stg 17.00
400 x 450 x 50 Stg 25.00
400 x 450 x 12 soft pad Stg 27.00
Introduction Kit Stg 85.00
We have no financial interest at all in this organisation.
++++++++++++++++++++++++++++++
From: lafford@cnp.cldx.com (Rick Lafford)
3M #483 Polyethylene drafting tape. It has a removable adhesive, stretches
very well and is not effected greatly by the cold. Expect to pay >$5 per
roll.
Rick
From: Kevin Clifton
Date: 3/19/98
I have been researching some gel coat fixes to my glider, and John Murray
pointed me to Simtec as a source for gel. He recommended Prestec 2481, which
Simtec's sales force agreed was one of the best choices for refinishing. The
area code for Simtec has changed; it's now area code 760. Prices are:
Prestec 2481
$29.50 / quart
$87.25 / gallon
Coverage for 2481 was quoted as 400 square feet/ gallon when applied at a
thickness of 8 mils (thousandths of an inch? I think), so a quart should cover
about 100 square feet.
Shelf life is 6 months from date of manufacture, which is very close to the
ship date. Simtec mentioned that, if stored in a refrigerated location, it could
last longer, and any lumps or crystals that formed as it aged could simply be
strained out and the remaining product used as normal. Don't know if it's worth
the savings to use old material, but they said it could be done...
If one was filling significant amounts of the glider, they recommended the
use of 2081 primer, which is $49.50/gallon or $22/quart. Primer should be sanded
to around 220 to 320 grit before applying the finish coat.
If one isn't filling very much, they agreed with John Murray's recommendation
that one could brush on a light coat of Prestec, sand it down, and then apply a
finish coat. Simtec did point out that the primer sands more easily, so it could
save a bunch of labour.
Prestec is available ($52.00 for a quart of #2381 white on 5/6/97) from:
Simtec Coatings
16666 Smoketree Street
Building A, Units 3, 4 and 5
Hesperia, CA 92345
760-244-2774 phone
760-244-4884 fax
From: blacovara@aol.com (B Lacovara)
Newsgroups: rec.aviation.soaring
Subject: Re: To Paint or to Gel (grob G103)
Date: 5 Apr 1995 23:18:41 -0400
Organization: America Online, Inc. (1-800-827-6364)
Reply-To: blacovara@aol.com (B Lacovara)
NNTP-Posting-Host: newsbf02.mail.aol.com
There are 3 possibilities for coating selection in sailplane refinishing. 1)
Polyester gel coat 2) Polyester enamel topcoat 3) Linear Urethane paint.
Polyester Gel Coat:
Gel coat is a specially formulated polyester resin with pigment, thixotropes,
fillers and other additives. It is usually applied in a thickness of 14 - 20
mils (thousandths). Normally gel coat is known as an
"in-mold-coating", designed to be sprayed in a mold, then backed with
a laminate. When sprayed on an exterior surface gel coat has a dull orange peel
finish. It must then be extensively sanded to produce the proper surface
contour, and polished to an acceptable gloss.
The pros of gel coat include: Matching the original coating; Providing a
thick scratch resistant surface; The ability to do fine detail fairing during
the sanding process. The cons of gel coat include: Long term performance can be
application dependent; Labor intensive process (sanding & polishing);
Surface maintenance is mandatory.
Polyester Enamel Topcoats:
This catagory of coatings includes Prestec, Duratec, Fourguard, Ramanel, and
others. These products are functionally halfway between gel coat and paint. They
are catalyzed polyesters in a solvent vehicle, containing no styrene (a
component in gel coat). Where gel coat cures (crosslinks), these topcoats both
cure and dry. They crosslink and the solvent evaporates at the same time.
Because these products are designed to be sprayed on an exterior surface
(non-mold application), they provide a half decent finish right out of the spray
gun. This requires only fine finish sanding and polishing. Typical application
thickness is in the 5 - 8 mils range. Because these products contain no styrene,
they tend to weather slightly better than gel coat.
The pros of topcoats include: Less labor intensive application then gel coat;
Slightly better longterm weatherability; Good gloss. The cons of topcoats
include: Less deep scratch resistance then gel coat; Spray technique critical to
a good finish.
Linear Urethane Paints:
These two-part (catalyzed) urethane paints are used extensively in the
aircraft, boat and automotive industry. At least 2 sailplane manufacturers I
know of use urethane finishes, PIK and PZL on the SZD's. These paints are
applied in typical thickness of 4 - 6 mils. Urethanes provide a tough, resiliant
finish due to the inherent modulus of elasticity of the polymer. They can
provide a good finish right out of the spray gun, but normally some fine sanding
is required to produce an acceptable sailplane finish.
The pros of urethane include: Very good weatherability; resistance to coating
cracking; Minimal finishing required. The cons of urethanes include: Significant
toxicity (full air hood required for application); Less deep scratch esistance
than gel coat. Must be sanded with care to avoid "break throughs".
The original question is gel coat vs painting? Each of the three options has
merit. I can't speak to whether the type certificate requires gel coat.
Refinishing with gel coat is usually more costly from a labor standpoint.
Polyester topcoat and urethane paint offer good weathering performance and are
somewhat less expensive. I think the bottom line really comes down to the
execution. The performance of gel coat is more closely linked to the
application, but when properly applied each of these options can provide a good
long term finish.
Bob Lacovara "2BT"
Technical Director
Composites Fabricators Assn.
From: Ian Strachan
Various people have asked for information on PC-based analysis software which
will analyse a pilot's GNSS (eg GPS) Flight Recorder (FR, ex `logger') flight
traces.
Here is the information I have as at 24 Jan 96.
ANALYSIS PROGRAMMES WHICH USE THE IGC *.gps FILE FORMAT
The analysis programmes capable of manipulating and analysing flights using
GNSS Flight Recorder data in the IGC *.gps file format known at this time are
tabulated below. Information on other programmes is invited.
No IGC or GFAC approval or guarantee of quality or facilities is implied, the
list is published for information only and normal commercial considerations
apply.
The original of this information was in a Word Perfect table format, and is a
bit untidy in the ASCII form given below:
Title: Flight Check 96 (FC96)
Approximate Cost: 53 Pounds UK
Supplier: Specialist Systems Limited, (Tim Newport-Peace)
32 Fernhill Lane, CAMBERLEY, Surrey GU17 9HA, UK
Tel & Fax: +44 1276 33 706
Remarks: Designed in 1993 and approved for use in
British Gliding Association Competitions, now being
optimised for badges & records in *.gps.
Title: EW View for Windows
Price: about 55 pounds UK
Supplier: EW Avionics, Seymour Barn, Widmere Lane
Marlow, Bucks SL7 3DF, UK
Tel +44 1628 485 921
Fax: +44 1628 477 999
Email: ew@ewuk.co.uk
Web: http://www.ewuk.co.uk
Remarks: Windows based, New Jan 96
Title: Taskfinder FR Analysis
Approximate Price: 60 Pounds UK
Supplier: Taskfinder (Ken Sparkes), 12 Spitfire Close, Bicester, Oxon
OX6 7XU, UK
Tel & Fax: +44 1869 325 222
eagle@taskfinder.win-uk.net
Remarks: Windows based. Designed in 1995 and approved
for use in British Gliding Association Competitions,
now being optimised for badges & records in *.gps.
New version Feb 96.
Title: CAL (Computerun terstuetztes Auswerten und Platen von
Liestungsfluegen)
Price: about 345 DM, but see remarks below.
Supplier: Hans Trautenberg Software Consulting Flurstrasse 14
92348 Berg Germany
+49 941 949 21; Fax +49 941 930 792
hans.trautenberg@physik.uni-regensburg.de
Remarks: Modular programme also for flight planning with add-on
map modules. Flight planning 245DM, Analysis 100DM.
Developed 1995
Title: Cambridge Analysis
Price: TBC
Supplier: Cambridge Aero Instruments (CAI), RR Box 109-3, Warren,
VERMONT 05674, USA
Tel +1 802 496 7755; Fax +1 802 496 6235
cai@cerfnet.com
Remarks: Available May 1996
This list will be updated as more programmes are notified.
Repeat caveat: No IGC or GFAC approval or guarantee of quality or facilities
is implied, the list is published for information only and normal commercial
considerations apply.
Ian Strachan
ian@ukiws.demon.co.uk Bentworth Hall West
Tel: +44 1420 564 195 Bentworth, Alton
Fax: +44 1420 563 140 Hampshire GU34 5LA, ENGLAND
From: jnbearden@aol.com (JNBearden)
Date: 19 Jun 1998 16:49:32 GMT
This subject comes up every6-12 months on r.a.s. With about the same outcome
(someone innocently asks the question and a few extremists stake out opposing
positions and insult each other's intelligence, wisdom, concern for safety,
etc.). :>)
Since no one's added anything new this time, I'll throw in a few standards:
1. Extending the airbrakes during the initial takeoff roll DOES seem to help in
keeping the wings level for some sailplanes in certain conditions (e.g.,
crosswinds, ballast). How much? Who's to say? If done correctly, however, it
can't hurt so I do it with my ASW-24. I didn't do it in hundreds of hours of
flying my Libelle 201 but I had never heard it then; I would certainly try it
now to see if it helps.
2. The workload to retract the brakes as soon as aileron effectiveness is
realized (i.e., while still rolling on the ground) is certainly manageable. If
not, you should seriously reconsider ever jumping into a 15M flapped sailplane
where you must move the flap lever from negative to positive at about the same
point in the flight.
3. To avoid confusion when flying from an unfamiliar airport, always tell the
wingrunner what you will be doing. If the operation has never seen the
technique before, make sure the tow pilot knows, too.
4. More importantly, wait until the wings are level to extend the brakes, then
ALWAYS "cycle" them in-and-out every few seconds to let everyone--INCLUDING THE
TOW PILOT--know that this is an intentional act and not forgetfulness. And for
those who confess to having a problem with #2, above, this will give you some
practice.
Chip Bearden
ASW-24 "JB"
A "stick thermal"is the climb indication on an uncompensated
(non-total energy) variometer when the stick is pulled back and the glider
trades speed for altitude. Since this behavior makes it difficult for the pilot
to tell what the air is doing, it is undesireable. It is eliminated with the
total energy (or "compensated") variometer, which uses a venturi or
other probe (sometimes pitot) to sense airspeed and trade it off against
altitude so that stick thermals are eliminated.
A netto variometer, either by plumbing or electronics, subtracts the glider's
polar sink rate (the sink rate of the glider in still air) from the vario
indication at the current airspeed, so that the vario indicates what the air is
doing, not what the glider is doing.
basic_vario_indication = airmass_movement + glider_movement
netto = airmass_movement
There are four official FAI classes. These are the classes in which FAI-approved
competitions can take place, and in which FAI speed/distance/altitude records
are kept.
| Open Class |
Few limitations |
| 15m Class |
Wingspan restricted to 15 meters |
| Standard Class |
Wingspan restricted to 15 meters; no
flaps |
| World Class |
Model limited to the PW-5 |
In addition, there are several defacto classes in common use for
competitions:
| Sports Class |
No limitations on gliders, but a handicap
factor is applied to each glider |
| 18m Class |
Wingspan limited to 18m |
| Motorglider Class |
Motorgliders allowed (not required(?)) |
| Classic Class |
Low-performance gliders; handicapped |
This is a vast subject -- try an advanced soaring text. The rules change often,
too, so a magazine subscription is helpful.
Briefly, the competing gliders are given a task to fly each day by the
competition director, and the fastest glider gets the most points. The
competition may be as short as one day or as long as 12 days. Each task may be a
"speed task," in which all gliders fly to the same designated
turnpoints (typically 2 or 3) and returning to the point of origin, or a Pilot
Option Speed Task, in which each pilot selects from a set of allowed turnpoints,
and the score is a combination of speed and distance flown.
All sorts of less formal competitions are held: spot landings, bomb drops,
seasonal cross-country mileage, etc.
Pilot Option Speed Task. Unlike the Assigned Speed Task, in a POST the pilot
chooses his own turnpoints. Originally, a complicated formula scored each pilot
on both the distance and the speed flown. This became very difficult for pilots
to sort out in the cockpit and had some safety issues. It has given way to the
speed-only POST, in which a pilot finishing the task is scored only on speed.
Each pilot must be on course for a minimum time. Landouts are scored similarly
to those in Assigned Speed Tasks.
Under construction.
See http://aus-soaring.on.net/soaring/recwld.htm for more records.
Single Place Glider : General
DISTANCE km
Straight - H Werner Grosse (Ger.) ASW 12 (in Fr.) 20Apr72 1460.80
Out & Return - T. L. Knauff (USA) Nimbus 2 25Apr83 1646.68
SPEED OVER A TRIANGULAR COURSE km/h
100km - Ingo Renner (Australia) Nimbus 3 (in Aust.) 14Dec82 195.30
300km - Jean-Paul Castel (France) Nimbus 3 (in Namibia) 15Nov86 169.50
500km - Beat Bunzii (Switzerland) DG-400 (in Namibia) 09Jan88 170.06
750km - Hans Werner Grosse (Ger.) ASW 22 (in Aust.) 08Jan85 158.41
1000km - Helmut Fischer (Ger) Ventus (in S. Afr) 05Jan95 169.72
1250km - Hans Werner Grosse (Ger.) ASW 17 (in Aust.) 09Dec80 133.24
HEIGHT metres
Gain - Paul F. Bikle (USA) SGS 1-23E 25Feb61 12 894
Absolute Altitude - Robert R Harris (USA) Grob G102 17Feb86 14 938
Single Place Glider : Feminine
DISTANCE km
Straight - Karla Karel (UK) LS 3 (in Aus) 20Jan80 949.70
Out & Return - Doris F. Grove (USA) Nimbus 2 28Sep81 1127.68
SPEED OVER A TRIANGULAR COURSE km/h
100km - S. P. Beatty (South Africa) ASW 20B 24Dec90 145.49
300km - S. P. Beatty (South Africa) ASW 20B 26Dec90 143.90
500km - Sue Martin (Australia) LS-3 29Jan79 133.14
750km - S. P. Beatty (South Africa) ASW 20B 21Dec90 127.29
HEIGHT metres
Gain - Y M Loader (NZ) Nimbus 2 12Jan88 10 212
Absolute altitude - S. Jackintell (USA) Astir CS 14Feb79 12 637
Single-place motor glider, Category : General
DISTANCE km
Straight - K.A. Rabeder (Austria) DG-400 (in NZ) 25Jan93 1039.87
Out & Return - K. Holighaus (Ger) Nimbus 4M (in S Afr) 23Dec92 1220.44
SPEED OVER A TRIANGULAR COURSE km/h
100km - B. Bunzli (Switz) DG-400 (in Namibia) 29Dec87 191.19
300km - B. Bunzli (Switz) DG-400 (in Namibia) 14Nov85 176.99
500km - K. Holighaus (Ger) Nimbus 4M (in S Afr) 04Jan93 164.18
750km - K. Holighaus (Ger) Nimbus 4M (in S Afr) 06Jan93 155.82
1000km - T. Holighaus (Ger) Nimbus 4M (in S Afr) 02Jan93 155.00
1250km - K. Holighaus (Ger) Nimbus 4M (in S Afr) 07Jan93 139.96
HEIGHT metres
Gain - M.D. Stevenson (USA) DG-400 25Oct85 9 935
Absolute Altitude - G. Cichon (Germany) Nimbus M 27May79 10 408
Single-place motor glider, Category : Feminine
DISTANCE km
Straight - I. Koehler (Ger) Ventus CM (in USA) 14Jun93 539.87
Out & Return - I. Koehler (Ger) DG-400 (in USA) 01Jul89 531.11
SPEED OVER A TRIANGULAR COURSE km/h
100km - I. Koehler (Ger) DG-400 (in USA) 04Jul1989 127.49
300km - I. Koehler (Ger) DG-400 (in USA) 06Jul1989 87.53
500km - M. Pantenburg-Becker (Ger) Ventus CM 31May1991 84.94
HEIGHT metres
Gain - I. Koehler (Ger) DG-400 (in USA) 12Jun88 8 444
Absolute Altitude - I. Koehler (Ger) DG-400 (in USA) 12Jun88 10 245
Two-place glider, Category : General
DISTANCE km
Straight - G. Herbaud (France), J.-N. Herbaud ASH35 17Apr92 1383.00
To goal.- G. Herbaud (France), J.-N. Herbaud ASH 25 17Apr92 1383.00
Out & Return - M.W. Walker (NZ), T. Delore ASH 25 01Dec89 1261.36
Triangle - H.W. Grosse, H. Kohlmeier ASH 25 (in Aus) 10Jan87 1379.35
SPEED OVER A TRIANGULAR COURSE km/h
100km - E. Sommer (Ger), I. Andresen Janus (in USA) 26Jul84 177.26
300km - H.W. Grosse (Ger), K. Grosse ASH 25 (in Aus) 08Jan88 170.90
500km - H.W. Grosse (Ger), K. Grosse ASH 25 (in Aus) 20Jan88 163.03
750km - H.W. Grosse (Ger), K. Grosse ASH 25 (in Aus) 10Jan88 161.33
1000km - H.W. Grosse (Ger), K. Grosse ASH 25 (in Aus) 11Jan88 157.25
1250km- H.W. Grosse (Ger), H. Kohlmeier ASH 25 (in Aus) 10Jan87 143.46
HEIGHT metres
Gain - S. Jozefczak (Pol), J. Tarczon Bocian 05Nov66 11 680
Absolute Altitude - L. Edgar (USA), H. Klieforth PR-G1 19Mar52 13 489
Two-place glider, Category : Feminine
DISTANCE km
Straight - T. Pavlova (USSR), L. Filomechkina Blanik 03Jun67 864.86
To goal.- I. Gorokhova (USSR), Z. Kozlova Blanik 03Jun67 864.86
Out & Return - K. Keim (Ger), A. Orsi ASH 25 (in S Afr) 07Jan92 673.50
Triangle - K. Keim (Ger), A. Orsi ASH 25 (in S Afr) 05Jan92 760.40
SPEED OVER A TRIANGULAR COURSE km/h
100km - A. Orsi (Italy), K. Keim ASH 25 (in S Afr) 10Jan92 141.90
300km - K. Keim (Ger), A. Orsi ASH 25 (in S Afr) 06Jan92 143.17
500km - K. Keim (Ger), U. Keim ASH 25 (in S Afr) 03Jan92 113.87
750km - K. Keim (Ger), A. Orsi ASH 25 (in S Afr) 05Jan92 121.02
HEIGHT metres
Gain - A. Dankowska (Poland), M. Matelska Bocian 17Oct67 8 430
Absolute Altitude - M. Nutt (USA), H. Duncan SGS 2-32 05Mar75 10 809
Polar
A graph of a glider's sink rate vs. airspeed in still air
Vario
Short for variometer, or rate-of-climb indicator
Compensated
Referring to a vario; a total-energy vario
Total Energy
A vario compensated for speed/altitude tradeoffs
Netto
A vario with the glider's polar subtracted
Audio
The audio output of a variometer
Speed Ring
A rotateable ring with airspeed graduations mounted on a
vario. It gives speed-to-fly based on expected thermal
strength and present conditions.
Speed-To-Fly
The correct speed to fly in the present conditions,
according to MacCready theory
Speed-To-Fly Vario
After manually setting the expected rate of climb in
the next thermal, the correct speed to fly is found by
changing speed as required to keep the indicator
constant.
Speed Director
A computerized equivalent of a Speed-To-Fly vario.
Glide Calculator
A slide rule for determining speed to fly and altitude
required for final glide as a function of expected
lift, headwind.
Flight Computer
A processor-based computer with sensors for altitude,
airspeed, etc that combines the functions of
variometer, speed director, glide calculator, and
sometimes flight recorder.
Dolphin Flight
Sustained straight-line flight, slowing down in lift
and speeding up in sink; usually associated with a
cloudstreet.
Cloudstreet
A line of clouds indicating an area where there's more
lift than sink.
Free Distance
A distance task (with optional turnpoints) that doesn't
necessarily return to the point of origin
Straight Distance
A distance task with no turnpoints
PIO Pilot-Induced Oscillation
AST Assigned Speed Task
POST Pilot-Option Speed Task
CFRP Carbon Fiber Reinforced Plastic
GFRP Glass Fiber Reinforced Plastic
GPS Global Positioning System
FAI
OSTIV
IGC International Gliding Congress(?)
FAA Federal Aviation Administration
SSA Soaring Society of America
GFA Gliding Federation of Australia
SAC Soaring Association of Canada
BGA British Gliding Association
Aerograf (barographs)
Paul Raber
Lucerne, Switzerland
phone +41-41-4610081
fax +41-41-4610082
aerokurier
Editorial Office:
Redaktion aerokurier
Ubierstr. 83
53173 Bonn
Germany
aerokurier Foreign Subscription Office:
DPV
- aerokurier -
20010 Hamburg
Germany
phone: ++49-40-237 11-249
fax: ++49-40-237 11-176
aerokurier North America Marketing Office
International Aviation Magazine Group
Ed Hirsch
President
12901 SW 64th Court
Miami
FL 33156
phone: (305) 666-2055
fax:
Aire Sciences
(formerly Edo Aire)
216 Passaic Ave.
Fairfield, NJ 07004
phone: (973) 575-7725
fax: (973) 575-4835
Aventech
(maker of CuSonde sounding logger)
foster@aventech.com
Environmental Specialty Products
(aerox distributor)
http://www.oxygensystems.com
ALEXANDER AEROPLANE COMPANY INC
Attn: Herbert Roggermeier (ISR)
P.O.Box 909
Griffin, GA 30224-0909
U S A
ph. 770-228 3901
fax: 770-229 2329
Peter and Petra Allemendinger
Gliding Club of Kenya
PO Box 926, Nyeri, Kenya
2541712748 phone
Australian Gliding ($AUS 40.50)
Gliding Federation of Australia
G.P.O. Box 1650
Adelaide 5001
South Australia
Auxiliary-powered Sailplane Association
Stan Nelson/President ASA
POB 254245
Patrick AFB, FL 32925
Phone/FAX: 407-242-5902
Ball VAriometers
6595 Odell Place #C
Boulder, Colorado 80301
phone: (303) 530-4940
http://www.ballvarios.com/
Becker Radio USA
Columbus, Ohio
614-759-1428
http://www.becker-avionics.com/
Blanik America, Inc.
P.O. Box 33554
Seattle, WA 98133-0554
USA
(206) 368-0766
Bryan Aircraft
(HP series)
http://stimpy.acofi.edu/~wpaul/
Bohli Magnettechnik
Dammstrasse 15
CH-4500 Solothurn SO
SCHWEIZ (Switzerland)
Phone: +41 65 22 04 33
Phone: +41 32 622 04 33
Fax: +41 65 22 14 82
Fax: +41 32 622 15 82
http://www.bohli-magnete.ch
info@bohli-magnete.ch
Borgelt
PO Box 7474 Toowoomba M.C.
Queensland, Australia 4352
phone : international + 61 76 355 784
fax : international + 61 76 358796
mborgelt@tmba.design.net.au
BUNGEE CORD
this is the quarterly publication of the Vintage Sailplane
Association.
$15 per year
VSA
Scott Airpark
12582 Lutheran Church Rd
Lovettsville, VA 20180
Butler Parachute Systems, Inc
P.0. Box 6098
Roanoke, VA 24017-0098
(Voice)540-342-2501
(Fax)540-342-4037
butlerchut@aol.com
CAMBRIDGE AERO INSTRUMENTS, INC.
Warren-Sugarbush Airport
Rural Route Box 109-3
Warren, Vermont 05674 U.S.A.
Phone: 802-496-7755
FAX: 802-496-6235
Email: cai@cerfnet.com
http://www.cambridge-aero.com
Peter Clifford & Co.
USA
(508) 251-2878
(508) 251-2879 fax
Cobra Trailers
A.Spindelberger
Paul-Heidelbachstr. 11
D-34295 Edermünde
Germany
Tel.: +49-5665-7044
Fax: +49-5665-7725
Cross Country
International Magazine of Hang Gliding & Paragliding
Route du Val Suzon
21380 Messigny, France
Phone 33 / 80 35 47 43
Fax 33 / 80 35 47 48
1 year subscription / 6 issues, USA $40
Direct Cinema
(The Sunship Game)
P.O. Box 10003
Santa Monica, CA. 90410
phone (310) 636-8200
phone (800) 525-0000
fax (310) 636-8228
directcinema@attmail.com
Desser Tire and Rubber Co.
6900 Acco St
Montebello, CA 90640 USA
Phone 800-AIR-TIRE
FAX 213-721-7888
Walter Dittel GmbH
Luftfahrtgeraetebau
Erpftinger Strasse 36
86899 Landsberg am Lech
Germany
Tel.: ++49-8191-3351-0, Fax: ++49-8191-335149
Eagle Brand Products
Ray Kleber
695 New Hope Road
Goldsboro, NC 27534
USA
Phone: (919) 778-4211
FAX : (919) 778-0814
http://www.nrvcom.com/aviation/eagle/homepage.html
Eastern Sailplane
John Murray
398 Miami St.
P.O. Box 753
Waynesville, OH 45068
USA
Tel: (513) 897-5667
Fax: (513) 897-5909
EW Avionics
Seymour Barn, Widmere Lane
Marlow, Bucks SL7 3DF
England
Tel: +44 1628 485 921
Fax: +44 1628 477 999
Email: e.w@virgin.net # probably obsolete
Web: http://freespace.virgin.net/e.w # probably obsolete
Email: ew@ewuk.co.uk
Web: http://www.ewuk.co.uk
Contacts: Alex Evans, Wayne Richards
EWMS Technomanagement GmbH
(Pilatus parts)
Neumatt 18
CH-1736 St. Silvester/FR - Switzerland
voice & fax 0041 26 418 24 29
handy 0041 77 34 86 90
Federal Aviation Administration
Airman Certification Branch
PO Box 25082
Oklahoma City, Oklahoma 73125-4940
GEBU (trailers)
Ger Buitink
+31-(0)342-473447
Glaser Dirks Flugzeugbau GmbH
P.O.B. 41 20
76625 Bruchsal
Germany
phone: ++49-7257-8910
fax: ++49-7257-8922
Gomolzig Flugzeug- und Maschinenbau GmbH
(Caproni Calif A-21S)
Hoefen 84a
D-42277 Wuppertal
Tel. +49 202-66 07 82
Fax +49 202-64 98 76
FILSER ELECTRONIC GmbH
Gewerbestr. 2
D86875 Waal
Germany
phone: +49 8246 9699-0
fax: +49 8246 1049
filser_electronic@compuserve.com
Web: http://www.filser.de
Contacts: Gunter Holder, Walter Dittel
Fliegermagazin
published by Ringier Verlag
Adress:
Gustav-Heinemann-Ring 212
81739 Muenchen
Germany
phone: ++49-89-638180
fax: ++49-89-63818100
Free Flight ($US 22)
Soaring Association of Canada
Suite 306
1355 Bank St.
Ottawa, Ontario
Canada K1H 8K7
Glaser Dirks Flugzeugbau GmbH
P.O.B. 41 20
76625 Bruchsal
Germany
phone: ++49-7257-8910
fax: ++49-7257-892
Glaser-Dirks USA
5847 Sharpe Rd.
Calistoga, CA 94515
USA
(707) 942-5727
(707) 942-0885 fax
http://www.dg-flugzeugbau.de
GROB Luft- und Raumfahrt GmbH & Co. KG, Burkhart
Am Flugplatz, 8939 Mattsies
Tel. 0049-8268-98-0
Fax 0049-8268-998-124
Grob Systems, Inc.
Aircraft Division
Mike Shade
1070 Navajo Dr
Bluffton, OH 45817
USA
(419) 358-9015
Group Genesis
Marion Municipal Airport
1530 Pool Lane Rd. Suite 200
Marion, OH. 43302
614-387-WING
http://www.groupgenesis.com/index.html
Hang Gliding Magazine ($US 35)
USGHA
P.O. Box 8300
Colorado Springs, CO 80933
USA
(719) 632-8300
(719) 632-6417 fax
IAR s.a. BRASOV
(Lark)
Tel: ++-406-815-0014
FAX: ++-406-815-1304
Interessengemeinschaft Deutscher Akademischer Fliegergruppen (idaflieg)
email ida-public@akaflieg.uni-karlsruhe.de
web http://www.akaflieg.uni-karlsruhe.de/idaflieg/
ILEC
+49 921 13733 phone
+49 921 82731 fax
(PIK 30)
Issoire Aviation
Aérodrome d'Issoire
B.P.No 1
F-63501 ISSOIRE
Tel 0033-73-890154
Fax 0033-73-895459
Knauff & Grove, Inc.
RR1
Box 414
Julian, PA 16844
USA
(814) 355-2483
(814) 355-2633 fax
http://www.glider.com/knauff/
LAK - Lithuanian Factory of Aviation
Pociunai
4340 Prienai
Lithuania
phone: ++370-49 51 575
fax: ++370-49 53 039
The factory director is Mr R Koronkevicius
Luftfahrt Bundesamt (LBA)
Postfach 3054
38020 Braunschweig
Tel (+49) (0)531 23550
Fax (+49) (0)531 2355254
Marske Aircraft Co.
975 Loire Valley Dr.
Marion, OH 43302
Jim Maupin Ltd
24210 Rowel Ct.
Tehachapi, CA 93561
Mecaplex AG
Solothurnstrasse 138
CH-2540 Grenchen SO
Switzerland
Tel (+41) 65 54 11 81
Tel (+41) 32 644 22 11
Fax (+41) 65 55 10 09
Fax (+41) 32 645 10 09
http://www.mecaplex.ch/
info@mecaplex.ch
Minden Fab (trailers)
(702) 782-4944
New Zealand Gliding Kiwi ($US 25)
Private Bag
Tauranga
New Zealand
Peschges Variometer GmbH
Zieglerstr. 11
52078 Aachen
Germany
phone: ++49-241-563021
phone: ++49-241-563022
fax: ++49-241-563913
Contact: Jochen Hartnacke
Pik Pacific
Mike Adams
1231 Second St
Manhattan Beach, CA 90266
USA
(310) 376-4590
Pyramid Films
(Dawn Flight)
Santa Monica, CA
800-421-2304
Print Technik, Stumpergasse 34, 1060 Vienna,
AUSTRIA/EUROPE
Tel +43 1 567 34 23-0
Fax +43 1 597 34 23-9
Email: aeroclub@ping.at
Contact: Peter Stiassny, Max Spousta
PZL Bielsko - SZD
ul.Cieszynska 325
43-300 Bielsko Biala
POLAND
tel 48 33 125021
fax 48 33 123739
email szd@bielbit.bielsko.pl
web WWW.SZDUSA.COM
RADAB (Windex 1200)
AB RADAB
Box 920 54
120 06 Stockholm
Sweden
Telephone: +46-(0)8-644 06 10
Fax: +46-(0)8-640 44 36
E-mail: windex@radab.se
Web: http://www.radab.se
USA:
Windex Aircraft Corp.
1121 Lewis Ave
Sarasota Florida 342 37
USA
Telephone: (941) 365-3860
Fax: (941) 365-44 31
E-mail: brdsgn@interserv.com
Radio Masters, Inc.
(Becker radio repair)
2525 Santa Anna Avenue
Dallas, TX 75228
214-327-8283
Redtail Aviation
John Mahony
Box 71
Clifton Park, NY 12065-7711
USA
(518) 371-2046
Rolladen-Schneider Flugzeugbau GmbH
MÏhlstraŞe 10
63329 Egelsbach
Germany
phone: ++49-06103-4126
fax: ++49-6103-45526
Sailplane & Gliding ($US 30)
British Gliding Association
Kimberley House
Vaughan Way
Leicester LE1 4SE
England
bgahq@aol.com
http://www.gliding.co.uk/
-------
Editorial contact:
Gillian Bryce-Smith
Fax 01223 413793
tel 01223247725
SAILPLANE BUILDER
This is the monthly publication of the Sailplane Homebuilders'
Association
$21 per year
SHA
21100 Angel St.
Tehachapi, CA 93561
Salto
Frank + Waldenberger GmbH
In der Kuhweid 3
76661 Philippsburg (Huttenheim)
Tel: 07256-4807, Fax: 07256-4809
FLYV
Sankt Markus All=E9 13,4
DK-1922 Frederiksberg C
Denmark
Phone (+45) 31 35 45 00
Fax (+45) 31 35 97 68
Scheibe Flugzeugbau GmbH
August-Pfaltz-Str. 23
85221 Dachau
Germany
phone: ++49-8131-72083, -72084
fax: ++49-8131-6985
Schempp-Hirth Flugzeugbau GmbH
Krebenstr. 25
D-73230 Kirchheim/Teck
Germany
Fax 011-49-7021-483809
phone: ++49-7021-2441, -45007
fax: ++49-7021-3809
Scimitar USA
1955 South 1800 West
Woods Cross, Utah 84087
phone: (800) 474-4543 ext. 109
http://www.sciflyusa.com/
Alexander Schleicher GmbH & Co.
P.O.B. 60
36161 Poppenhausen
Germany
phone: +0049 06658 890
fax: +0049 06658 8940
http://www.segelflug.de/vereine/hoerbach/schleich.html
Simtec Coatings
16666 Smoketree Street
Building A, Units 3, 4 and 5
Hesperia, CA 92345
619-244-2774
619-244-4884 fax
Skrzydlata Polska
ul. Warecka 11/36,
00-034 Warszawa
POLAND
tel: (0-22) 27 28 80
fax: (0-22) 26 51 93
Slingsby Engineering Ltd. (SEL)
Kirkbymooreside
York Y06 6EZ
United Kingdom
Telephone: (0751) 31751
Fax: (0751) 31388
Telex: 57911
Soaring Innovations
chip@cyber.net
619-942-6008
619-942-5833fax
192 Leucadia Blvd
Leucadia, CA 92024
http://www2.connectnet.com/~chip
Soaring & Motorgliding ($US 45)
Soaring Society of America
P.O. Box E
Hobbs, NM 88241-7504
USA
(505) 392-1177
(505) 392-8154 fax
Soaring Pilot ($US 20)
Chris O'Callahan
P.O. Box 1145
Frederick, MD 21702-0145
USA
(301) 846-4393
Solaire Canada
(Crown trailers)
(519) 461-1464
Stemme USA, Inc.
200 S. Brentwood
St. Louis, MO 63105
USA
(314) 721-5904
(314) 726-5114 fax
HansjÎrg Streifeneder
Glasfaser-Flugzeug-Service GmbH
Hofener Weg
72582 Grabenstetten
Germany
ph. ++49-7382-1032
fax: ++49-7382-1629
Tost GmbH
Thalkirchner StraŞe 62
80337 Muenchen
Germany
phone: ++49-89-5309067
fax: ++49-89-534158
VGC NEWS
This is the 3 times yearly publication of the Vintage Glider Club.
Fairfields
Fosse Rd.
Oakhill, Somerset BA3 5HU
England, UK
VOL A VOILE MAGAZINE
(magazine of the Fédération Française de Vol à Voile)
S.E.P.A.G. Aviasport
59 av. Aristide Briand
93190 Livry-Gargan
FRANCE
Tel. (1) 43 02 10 64
Fax (1) 43 01 83 11
Dr.rer.nat. Westerboer
Hofhansel & Cie.GmbH
ProeŞlstr. 18
92637 Weiden
Germany
phone: ++49-961-26916
fax: ++49-961-61866
Gebr. Winter GmbH & Co.KG
Borgerate/Feinmechanik
Hauptstrate 25
D-72417 JUNGINGEN
Germany
phone ++49 74 77 2 62
fax ++49 74 77 10 31
Oberdillerstr. 38
D-82065 Baierbrunn
Germany
phone: ++49-89-7937890
fax: ++49-89-7937904
100557.3247@compuserve.com
http://ourworld.compuserve.com/homepages/pzander/zandere.htm
Contact: Peter Zander
11/24/2002