The Oz Report
Volume 6, Number 138
10 PM, Monday, July 15th, 2002
"Toto, I have a feeling we're not in Kansas anymore."
Chelan – Kari is first to goal again
(This topic is in: Jul.15 Jul.14 Jul.13 Jul.12 --> )
http://www.elltel.net/peterandlinda/2002%20Worlds/Worlds%20Main.htm
I guess the meet organizers want to get a few folks into goal. It was looking bad that Kari was the only women to make goal so far. The women got the little task of Withrow, Mansfield and back to the airport.
The rigid wing pilots were sent to Farmer, Sims Corner and back. The Swift pilots had an additional turnpoint near DryFalls. At least 58 pilots made goal today out of 82 pilots. Now people can worry about how fast they flew.
Today was a very good Chelan flying day. Absolutely blue. Lift predicted to be 600 fpm, and actually we got up to 900 fpm to 9,000' which seemed to be right also. 50 degrees at 9,000' which is a little cool if you have on what you wore in Florida. Winds out of the west predicted to be between 5 and 10 mph, which again was about right.
It was a bit scratchy at launch for some people. Kari was down on the last ridge before the soccer field. She just had to contrite on getting up. Lots of pilots were near or just below launch for a few minutes before they slowly worked their way over the butte and into the good lift. We go to 7,500' before heading out to the flats where we could see some fields filled with dust devils.
The women were launching between the rocks, and the rigids were heading off Green Monster. I've never seen Green Monster so peaceful, with it coming straight in at about 5 mph. Beautiful and fun to launch in.
We gaggle up north of power lines on the flats and just stay at 8,600' waiting for the later start clocks. Almost every one launched early because they weren't sure that everything would remain copasetic on the butte. Now we had time to kill in the cold air. The start window opens at 2 and stops at 3 PM.
A few pilots head out at 2 and 2:15. I and some others take the 2:30, and others wait for later clocks. The idea is to fly fast using the dust devils and make sure that they don't catch you. Hard to do.
The great Chelan air has returned, with little effect from the high pressure. The thermals at indeed 6 to 700 fpm and you can climb right up to the 8,000' inversion before it slows down. As the day wears on it gets better and better with smoother and more plentiful lift, and warmer air.
This is a race, not a contest to see how far you can fly into the wind. The idea is only climb in the strong stuff. A lot of pilots show up at the Sims Corner turnpoint, so I'm in a mood to race as hard as possible back to the airport.
We've got to make it to the rim and then dive fast down to the airport to get down to 1,500' over the airport or the goal keepers will have difficulty getting your goal crossing time. (More on this later.)
Of course with all the pilots diving into the airport we're hoping that not too much general aviation traffic comes in. There is some, but we work our way around it.
I think Johnny Carr flew after they patched up his Swift Lite. I saw a lot of carbon fiber curing in the sun on top. There are two Swift factory reps here working with the pilots. Felix Ruehle is also here helping out all the competitors flying AIR ATOSes. It is so nice to have factory support on the butte.
I don't have any real results yet today as I have no idea when pilots started. Francoise Mocellin was in after Kari. Then Natalia Khamlova from Russia, Gudrun Maier, and Francoise Dieuzeide.
Japanese pilot at the parade
Results after two days:
1 |
Icaro Laminar MRX |
USA |
1243 |
|
2 |
VASSORT, Claire |
Moyes Litespeed |
USA |
1009 |
3 |
DIEUZEIDE, Francoise |
Moyes Litespeed 137 |
FRA |
917 |
4 |
BAEUMER, Sybille |
Aeros Combat |
DEU |
915 |
5 |
BRAMS, Rosi |
Moyes Litespeed 4 |
DEU |
909 |
6 |
MOCELLIN, Francoise |
Airborne Climax |
FRA |
896 |
7 |
OKADA, Akiko |
La Mouette Topless |
JPN |
884 |
8 |
PERMENTER, Raean |
La Mouette Topless |
USA |
860 |
8 |
FUKUDA, Ka |
Icaro2000 Laminar ST |
JPN |
860 |
10 |
SCHOENSTEINER, Monika |
Moyes Litespeed |
DEU |
844 |
USWomen are in first
US Class 2 team is in first
US Class 5 team would be in first except for an action that is currently under protest. Otherwise we are in second. All team results are up on the web at the URL above.
1 |
PLONER, Alessaandro |
A-I-R ATOS B |
ITA |
1761 |
2 |
CIECH, Christian |
Icaro Stratos |
ITA |
1614 |
3 |
CHAUMET, David |
La Mouette Top Secret |
FRA |
1584 |
4 |
RIS, Jurg |
A-I-R ATOS C |
CHE |
1583 |
5 |
FIECHTER, Markus |
A-I-R ATOS. |
CHE |
1531 |
6 |
STRAUB, Davis |
A-I-R ATOS C |
USA |
1470 |
7 |
TRUTTMANN, Hansjoerg |
A-I-R ATOS C |
CHE |
1411 |
8 |
BIESEL, Heiner |
A-I-R ATOS |
USA |
1394 |
9 |
LEISER, Rene |
A-I-R ATOS C |
CHE |
1387 |
10 |
COOK, Steve |
La Mouette Top Secret |
GBR |
1375 |
Douglas Pohl <dpohl> sends in this URL for Worlds pictures:
http://65.187.85.53/aviation/dir_hg/dir_chelan/20020714_
World_Cham pionships/800x600/index.htm
Gene Matthews <skydog63> writes:
People watching at the combined Women's and Men's FAI World Championships in Chelan Washington,USA
Chelan – the squabbles
(This topic is in: Jul.15 Jul.14 Jul.13 Jul.12 --> )
Christy Huddle <Christy.Huddle> writes:
Raean's last name is Permenter, not Ermenter. She's from our area, so we want to see her name spelled correctly!
Let the protests begin.
The USfiled a protest tonight. Campbell Bowen's GPS was mucked with and it over wrote the track log in the start circle on day two when he landed near the goal. The thoughtful Australians have a way of dealing with this issue, but the meet organizers here are, well, a little too provincial, so they weren't aware of how react in a fair manner. The protest will go to the international jury tomorrow.
Several pilots made goal today but won't get their goal time (at least until the protest) because the goal keepers weren't taking their time if they were over 1,500' over goal height. Now, the fact that we have to come across the rim of the gorge and dive into the airport makes it rather difficult to get down far enough safely.
Also there seems to be some disagreement about the results of a team leader meeting that hoped to clarify this issue so that the GPS time at goal would be all that was required if the goalies missed our time. I wrote to the meet organizers months ago with a solution that was never considered. Now they are going to suffer.
Four minutes was added to Claire's time as it took that long to notify her to cross the goal again. Other pilots didn't have the advantage of someone at goal to tell them to come around again.
This is going to be a big mess and it reflects very poorly on the state of the organization (or disorganization). I really do think that CIVL did have some idea of what it was getting into when they let these guys have the successful (and only) bid for the combined World Championships. But, I don't think that the meet organizers and director had any idea of what they were in for.
I did my best to help the meet organizers long before this blew up.
V-tail
(This topic is in: Jul.15 Jul.14 )
It also dampens in roll and pitch. It does appear to increase bar pressure.
Dynamic soaring
(This topic is in: <- Jan.23'08 Jul.17 Jul.16 Jul.15 Jul.14 Jul.6 -> )
Mark Stucky <stucky_mark> writes:
I found the following sentence that came early in my first email a bit confusing:
The only way either of the latter could extract energy from sinking air would be if they could roll inverted and pull but their previous momentum would be largely gone by the time they could respond.
- --- It should read something like:... they could roll inverted and then pull positive g but their previous...
- --- Pull on the stick, push out on the control bar, yank on the brakes; hey, you know what I mean! (I guess that's one of the hazards of flying different types of aircraft)
John Chambers <chambers> writes:
It seems like the discussion of "Albatross style" dynamic soaring is being needlessly complicated: The energy required for soaring is extracted from passing through the wind gradient, not from turning. When we fly down through a wind gradient while heading upwind (as on final), we are robbed of energy and get dumped. The reverse is true if we fly down through a gradient while heading downwind - we gain energy due to an increase in airspeed. Conversely, we gain energy when climbing through a gradient while heading up wind (due to the increased airspeed), but if we climb through a gradient while heading downwind we will be robbed of energy. (This is just one of many good reasons for always taking off into the wind, no matter how long the runway is.)
The Albatross adjusts his flight path so as to descend through the gradient in a mostly downwind direction; he then turns and pays out to climb through the gradient in a mostly upwind direction. Yes, efficient turns are essential, but the energy is gained by the simple act of passing through the gradient in the right direction.
2002 National Fly In
Marcelo R. Zanetti, S. N.Y.H.G.P.A. President, <marcelo> writes:
The Southern New York Hang Gliding Pilots Association is hosting the 2002 National Fly-in. The event will take place during the week ofAugust 19-25, 2002 (Monday through Sunday) at theEllenvilleMountain flying site. Saturday the 24th will feature a party extravaganza.
The format is very simple. Pilots show up, and have a marvelous time flying, camping, demoing and anything else that comes to mind - for a week straight. All "mountain capable, Novice-rated pilots and above are welcome and encouraged to attend.
Just as a side and encouraging note, we had a couple 100 milers this year so far. Also, Jon Benson and Cathy Richotte from New England Aerosports (Morningside,NH) will be here with their two Dragonfly tugs and crew, offering pilots aero tow on days that the winds are not favorable to foot launch. They will also be offering through the week, Aero Tow Training Packages for non-rated pilots (hang II's and up), tow releases and equipment and Discovery Tandem Rides for whoever is interested. Don't miss the chance to have yourself some awesome flights and provide your loved one the opportunity for a tandem flight over the beautifulCatskill Mountains scenery.
The distinguishing feature of this particular fly-in will be a "huge" portrait of Elvis that is being mowed into the landing zone and adjacent fields (almost twice the size of the previous Statue of Liberty inlay done a couple of years ago). This will be a "rockin" event!
The club membership requirement will be waived for the week. Camping is available creek-side in the LZ, and there are hotels in town and in nearbyMiddletown,New York. Manufacturers should consider attending and providing contingency prizes. There will be a large audience. Guest speakers are welcome. One of the tents for the event will be used to display pilots' artwork, so bring your art. There will be other tents and other cool events, all of which are still in the planning stages.
For more info, or to offer technical or manufacturer support, call Paul Voight at (845) 744-3317, or e-mail <flyhigh>.
WRE?
Gregg Ludwig <Skycruiser3> writes:
Texas rains continue. 33 counties aroundAustin under flash flood advisory tonight. 6 inches fell inHouston yesterday. Rain in forecast for several more days.
Perlan Project
Dwayne Sinclair <dwayne_sinclair> forwards this article about the record sailplane attempt:
Two former Invercargill men are helping millionaire adventurer Steve Fossett in a quest to smash the world gliding altitude record. Cam Withington talks to the would-be record holders.
Dubbed the Perlan Project, the aim is to take the unpowered aircraft DG505 past the existing record of 14,938m (48,996 feet), through severe turbulence and extreme temperatures to 18,288m (60,000 feet).
Bill Walker, the Queenstown-based owner of E-Type Engineering and Southland Cranes, will act as Mr Fossett's test double and pilot the experimental plane during trials.
Nick Reekie, the Invercargill-born and educated man who is now club captain of the Canterbury Gliding Club, will lead the high-altitude attempts by reporting the position of potential "lift waves" from his glider.
Both men have been based at Omarama, planning strategies while the experimental aircraft is being prepared for Mr Fossett's arrival on July 21.
If the mission succeeds, a pressurised sailplane will be built to attempt reaching about 30,000m (100,000 feet) on the edges of space.
Mr Fossett is funding the record attempt in its initial phase, but the project is the brainchild of former Nasa test pilot Einar Envoldson, who will be his co-pilot.
Mr Envoldson arrived in Omarama yesterday and Mr Walker will join him in the cockpit for trials this week.
"This particular plane needs two pilots and I'm testing it out prior to Steve arriving and making sure all the instrumentation works," Mr Walker said.
Safety had been a supreme factor in the 10 years of planning for the record bid, he said.
"To get down it generally takes about 30 minutes so if something goes wrong, you're dead." Originally a self-launching sailplane, the DG505 had its engine removed and the compartment fitted with liquid oxygen tanks and packs of self-heated lithium-polymer batteries.
A drogue chute was fitted to the plane and each pilot will carry a parachute and individual oxygen supply.
The canopy was double glazed and the two instrument panels, including LCD gauges, had heaters installed because the temperatures will drop to about -80degC.
The cockpit is not pressurised so Nasa had supplied the team with two high-altitude suits with heated feet segments.
During high-altitude flights the pilots will draw air from a tightly fitted face mask and exhale into their suits, which are kept at a constant 3.5psi.
Excess air from the suits is exhausted through a heated exit on the plane's fuselage, designed to prevent the moist air from fogging or frosting the interior.
The suits had been altered to fit each pilot and would limit their movements, Mr Walker said.
"Once in the plane the suit is pumped up and, lo-and-behold, you have filled out the glider." But he is a different size to Mr Fossett and won't fit the pressurised clothing so his test flights will be limited to 12,400m (40,000 feet).
"I can only fly to 40,000ft (12,192m) because I don't have a spacesuit. They cost $1 million each and they don't hand them out to anyone," Mr Walker said.
That could still break the high-altitude record for aNew Zealand glider pilot, which is a little more than 11,300m (37,000 feet).
Mr Reekie joins two other topNew Zealand gliding pilots, Terry Delore and Mike Oakley, all ofChristchurch, as pathfinders for the record attempt.
Before moving toChristchurch to produce visitor guides, Mr Reekie worked in the Te Anau and Queenstown tourist industry.
He developed and honed his gliding skills off the rugged terrain surrounding Five Rivers.
"It's a good place to cut your teeth." Most of the world's gliding fraternity were apprehensive of using lift waves off mountainous areas, Mr Reekie said.
The Perlan Project will create a piece of aviation history and lift the profile of the gliding sport.
"It's pushing back the boundaries of aviation and it's being done inNew Zealand." During preliminary searches for lift last week, Mr Delore encountered -38degC at 7600m (25,000 feet) in his unheated cockpit.
Areas they intend to look for lift waves include theBenOhauRange towards Mt Cook, thePisaRange near Cromwell, the Remarkables near theNevis region and the Taieri Pet near Middlemarch.
In the 1970s, a U2 (spyplane) flying out of Christchurch reported the Taieri Pet as generating a lift of 457m (1500 feet) a minute at 24,400m (80,000ft).
Summer XC/Competition calendar
World Record Encampment, June 15-July 12, 2002, http://www.flytec.com
Chelan Cross Country Classic, July 1-6th, 2002, http://www.cloudbase.org/Chelanworlds/
Rigid/Women's/Swift World Meet, July 13-20, 2002, http://www.cloudbase.org/Chelanworlds/
US Open, Big Spring, Texas, August 4-10, 2002, http://www.flytec.com
Brazil Pre-Worlds Flex, Brasilia, August 24-September 8, 2002, http://www.brasilia2003.com/index_us.htm
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co-author of Windows Me Secrets
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<davis>
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