Williams Today http://www.williamssoaring.com/news/ The premier Northern California Glider Training and Soaring Site. Located in Williams, CA, North of Sacramento, CA. FAA certified flight training. Scenic Glider Rides. Become a glider pilot, learn to fly, enjoy motorless flight. en Thu, 20 Jun 2013 01:40:39 GMT vBulletin 60 http://www.williamssoaring.com/news/images/misc/rss.png Williams Today http://www.williamssoaring.com/news/ Region 11 North Contest at Montague Results http://www.williamssoaring.com/news/showthread.php/417-Region-11-North-Contest-at-Montague-Results?goto=newpost Sun, 16 Jun 2013 12:55:05 GMT Results of 2013 Region 11 North Contest at Montague-Yreka Airport. Open Class: 1st Place Mallory Lynch, 2nd Place Bill Gawthrop, 3rd Place... Results of 2013 Region 11 North Contest at Montague-Yreka Airport. Open Class: 1st Place Mallory Lynch, 2nd Place Bill Gawthrop, 3rd Place Martin Grant FAI Class: 1st Place Peter Deane, 2nd Place Luke Ashcraft, 3rd Place Sergio Colacevich. Here is a link to the complete results, reports and gallery (you must use Chrome, Safari, or Firefox browsers to view): http://www.ssa.org/Contests?cid=2254&display=results ]]> Noelle Mayes http://www.williamssoaring.com/news/showthread.php/417-Region-11-North-Contest-at-Montague-Results CONGRATULATIONS ON FIRST SOLO http://www.williamssoaring.com/news/showthread.php/416-CONGRATULATIONS-ON-FIRST-SOLO?goto=newpost Fri, 07 Jun 2013 02:10:24 GMT Justin Kable, already an accomplished power pilot, took his first glider solo today at Williams Soaring Center. He is pictured here with his... Justin Kable, already an accomplished power pilot, took his first glider solo today at Williams Soaring Center. He is pictured here with his instructor, Ed Skuzinski.

Click image for larger version.  Name: Justin Kable.jpg  Views: 27  Size: 116.1 KB  ID: 1042

Congratulations Justin!!
Attached Thumbnails
Click image for larger version.  Name: Justin Kable.jpg  Views: N/A  Size: 116.1 KB  ID: 1042  
]]> Noelle Mayes http://www.williamssoaring.com/news/showthread.php/416-CONGRATULATIONS-ON-FIRST-SOLO Friday June 7 http://www.williamssoaring.com/news/showthread.php/415-Friday-June-7?goto=newpost Thu, 06 Jun 2013 04:30:09 GMT The heating that I discussed on earlier threads looks to peak Saturday as Peter notes. However, WSC is closed Saturday for the Regionals. This... The heating that I discussed on earlier threads looks to peak Saturday as Peter notes. However, WSC is closed Saturday for the Regionals. This strong heating, centered in Western Nevada and moving west, only occurs in this manner once every couple years. I've only seen it 4-5 times in the last ten years. Each time it makes for spectacular Sierra Nevada soaring, with the centerline of the lift well west of the ridgeline.

Friday, Kemp plans to fly with Milt, yes that Milt. Go up to Yolla, cross the valley to Lassen (only if we see clouds first), then continue south to Tahoe, then back to Sierra Buttes, and glide to WSC. We will report. ]]> Kempton http://www.williamssoaring.com/news/showthread.php/415-Friday-June-7 Look at BLIP for Saturday http://www.williamssoaring.com/news/showthread.php/414-Look-at-BLIP-for-Saturday?goto=newpost Thu, 06 Jun 2013 03:09:31 GMT Present time: 8 PM Wednesday night. The BLIP for Saturday has something rarely seen. BL tops over 17,000 on the Mendos. Cu cloud base over... Present time: 8 PM Wednesday night.

The BLIP for Saturday has something rarely seen.
BL tops over 17,000 on the Mendos.
Cu cloud base over 13,500 from Tree farm to T-16

No tows - WSC is closed.

It should be ok at Montague - T storms on the south end of the Marbles. ]]> Peter Kelly http://www.williamssoaring.com/news/showthread.php/414-Look-at-BLIP-for-Saturday Flying at Montague this week http://www.williamssoaring.com/news/showthread.php/413-Flying-at-Montague-this-week?goto=newpost Wed, 05 Jun 2013 18:38:17 GMT Several of us are driving up to Montague on Friday, with plans to rig Friday PM, and fly on Saturday.

Andy has run the Montague RASP for "day after next".
Flying is poor on Friday (not so bad on the east side), but Saturday should be good.
The BL top for Friday at 1 PM...
Click image for larger version.  Name: momt-fri-hwcrit.curr+2.1300lst.d2.png  Views: 26  Size: 25.5 KB  ID: 1041
Attached Thumbnails
Click image for larger version.  Name: momt-fri-hwcrit.curr+2.1300lst.d2.png  Views: N/A  Size: 25.5 KB  ID: 1041  
]]> Peter Kelly http://www.williamssoaring.com/news/showthread.php/413-Flying-at-Montague-this-week <![CDATA[Tracking all SPOT's at a Glider port - SSA Sailplane Tracker]]> http://www.williamssoaring.com/news/showthread.php/412-Tracking-all-SPOT-s-at-a-Glider-port-SSA-Sailplane-Tracker?goto=newpost Wed, 05 Jun 2013 17:49:00 GMT Over on the Hollister pages, Ramy is talking about the new SSA Sailplane Tracker. I just looked at it. Very cool. see...... Over on the Hollister pages, Ramy is talking about the new SSA Sailplane Tracker.
I just looked at it. Very cool.

see...
http://www.ssa.org/SailplaneTracker/default.asp

For the Regional contest we are having this next week at Montague that site might prove very helpful.

All pilots need to provide their SPOT link to SSA.
Don't ask me how to do it - I don't know yet...

I was on the old SSA SPOT page - and see I am still on it....
home page...
http://ssa.org/

probably need to log on to see SPOT's at...
http://www.ssa.org/SailplaneLocator
That's the old SPOT listing.

I don't know if the old SPOT listing and the new SPOT tracker have any interface.

the old one is called Sailplane Locator
and this new system is called Sailplane Tracker. ]]> Peter Kelly http://www.williamssoaring.com/news/showthread.php/412-Tracking-all-SPOT-s-at-a-Glider-port-SSA-Sailplane-Tracker A nearly catastrophic flight http://www.williamssoaring.com/news/showthread.php/411-A-nearly-catastrophic-flight?goto=newpost Wed, 05 Jun 2013 01:04:23 GMT A few months ago, Peter suggested that we could all learn a great deal if soaring pilots would write up some of their more harrowing flights and...
A few months ago, Peter suggested that we could all learn a great deal if soaring pilots would write up some of their more harrowing flights and discuss how they got into such a predicament. I think this is an excellent suggestion, and have written up a flight of my own and, with considerable help from Peter,have posted it on the VSA site


Just over four years ago now I landed safely in a field near the Eel River in the Mendocinos, ending a soaring flight that, but for pure dumb luck, could have been fatal.Like many accident flights, a series of pilot errors interacted with circumstances to produce escalating risk.I write this story in hopes that other soaring pilots may learn from my mistakes.Peter Kelly and Jim Darke were flying with me that day, and Peter’s account of what they were doing and their communications with me appears at the end of my narrative, along with graphics from their flights.(Unfortunately, I did not think to preserve the GPS trace from my flight.) For the complete story go to:
http://www.valleysoaring.net/?page_id=1871

By the way, every member of VSA has their own page. If so inclined, you may post stories to your own page and simply reference them to an announcement here on the Williams Today, as I have done. Contact Peter for more details.

Key
]]> key dismukes http://www.williamssoaring.com/news/showthread.php/411-A-nearly-catastrophic-flight Converting MacCready to Glide Ratio http://www.williamssoaring.com/news/showthread.php/410-Converting-MacCready-to-Glide-Ratio?goto=newpost Mon, 03 Jun 2013 06:10:46 GMT A question raised in the discussion “Safety Story – Final Glide” was, “How is MacCready converted to, or translated to, glide ratio?” Coming up with the answer took me long enough that I thought the answer merited its own thread.

The short answer is that for a specific glider, the speed to fly (in knots) for a given MacCready setting divided by the gliders sink rate in knots at that speed equals the glide ratio for that MC setting. All the data can be obtained from examining the polar for the glider. What I came up with for my ASW-20 is attached.

Click image for larger version.  Name: MC.jpg  Views: 12  Size: 108.8 KB  ID: 1039

I have to admit that it has been a long time since I seriously looked at the polar for my glider. I had to spend some time rummaging around in Helmut Reichman’s classic Cross Country Soaring and I re-read a couple of John Cochrane’s articles - “Just a Little Faster Please” and “Safety Glides.” It took a while but things slowly began to make sense.

I went up the y-axis an amount equal to the MacCready value in question, drew a tangent to the polar curve and recorded the speed shown on the x-axis (Speed to Fly), then divided that by the sink rate taken off the y-axis at the point of tangency. By definition, that is the glide ratio at the speed to fly. There are a couple of spreadsheets floating around in the ether that will do what I just described, but I found them confusing. Guess that is my problem, not the spreadsheet’s.

The values were all taken assuming still air and no head or tailwind component. Of course the computer factors in sink or lift, what it thinks the wind was the last time it checked and then gives you ‘Speed to Fly.’ You could do that manually by offsetting the curve to the left or right for headwind or tailwind and up or down for lift or sink. Good luck doing that in flight. But the idea was to obtain the basic speed to fly for a given MacCready setting and convert that into a glide ratio. The actual achieved glide ratio will be the result of how those variables play out, which takes us back to why John Cochrane wisely suggests we decouple our glide computer from the speed to fly director. Whew.

Hope this makes some sort of sense because my head hurts now and I’m going to bed.
Attached Thumbnails
Click image for larger version.  Name: MC.jpg  Views: N/A  Size: 108.8 KB  ID: 1039  
]]> Jim Darke http://www.williamssoaring.com/news/showthread.php/410-Converting-MacCready-to-Glide-Ratio June 4, 5, 6: Tue - Thu http://www.williamssoaring.com/news/showthread.php/409-June-4-5-6-Tue-Thu?goto=newpost Sat, 01 Jun 2013 17:30:48 GMT As of this morning hot & 30-50% rh next week mid week:
Tuesday:
Click image for larger version.  Name: gfs_850_3e_Jun01.gif  Views: 4  Size: 47.5 KB  ID: 1033 Click image for larger version.  Name: gfs_rh_3e_Jun01.gif  Views: 6  Size: 60.0 KB  ID: 1034

Wed:
Click image for larger version.  Name: gfs_850_4e_Jun01.gif  Views: 5  Size: 47.2 KB  ID: 1035 Click image for larger version.  Name: gfs_rh_4e_Jun01.gif  Views: 6  Size: 60.4 KB  ID: 1036

Thu:
Click image for larger version.  Name: gfs_850_5e_Jun01.gif  Views: 7  Size: 47.3 KB  ID: 1037 Click image for larger version.  Name: gfs_rh_5e_Jun01.gif  Views: 6  Size: 61.7 KB  ID: 1038

all days are closely matched for being a good day. Tue & Wed are cooler than Thu, but Wed has higher RH, while Tue there is an upper level low (not shown, from the 500mb chart). My guess is 12K bases up to the OR border, favoring Wed as of now.
Attached Thumbnails
Click image for larger version.  Name: gfs_850_3e_Jun01.gif  Views: N/A  Size: 47.5 KB  ID: 1033   Click image for larger version.  Name: gfs_rh_3e_Jun01.gif  Views: N/A  Size: 60.0 KB  ID: 1034   Click image for larger version.  Name: gfs_850_4e_Jun01.gif  Views: N/A  Size: 47.2 KB  ID: 1035   Click image for larger version.  Name: gfs_rh_4e_Jun01.gif  Views: N/A  Size: 60.4 KB  ID: 1036   Click image for larger version.  Name: gfs_850_5e_Jun01.gif  Views: N/A  Size: 47.3 KB  ID: 1037  

Click image for larger version.  Name: gfs_rh_5e_Jun01.gif  Views: N/A  Size: 61.7 KB  ID: 1038  
]]> Kempton http://www.williamssoaring.com/news/showthread.php/409-June-4-5-6-Tue-Thu Thermal Alert: Sunday/Tuesday June 2-4 http://www.williamssoaring.com/news/showthread.php/408-Thermal-Alert-Sunday-Tuesday-June-2-4?goto=newpost Thu, 30 May 2013 14:13:05 GMT Sunday-Tuesday look to be 14-17F above normal from WSC to Ashland, with rel humidity (rh) also increasing. Spots of 50% rh. These are the Monday... Sunday-Tuesday look to be 14-17F above normal from WSC to Ashland, with rel humidity (rh) also increasing. Spots of 50% rh. These are the Monday charts:
Click image for larger version.  Name: June3_850.png  Views: 16  Size: 42.2 KB  ID: 1028 Click image for larger version.  Name: June3_700.png  Views: 11  Size: 32.5 KB  ID: 1029
Don't have time right now to look further, but keep watching!
Attached Thumbnails
Click image for larger version.  Name: June3_850.png  Views: N/A  Size: 42.2 KB  ID: 1028   Click image for larger version.  Name: June3_700.png  Views: N/A  Size: 32.5 KB  ID: 1029  
]]> Kempton http://www.williamssoaring.com/news/showthread.php/408-Thermal-Alert-Sunday-Tuesday-June-2-4 Statute vs Nautical Miles vs Kilometers http://www.williamssoaring.com/news/showthread.php/407-Statute-vs-Nautical-Miles-vs-Kilometers?goto=newpost Tue, 28 May 2013 19:04:15 GMT When a pilot reports his/her position in miles are they talking Statute or Nautical? When calculating glide ratios, we talk about_: - traveling... When a pilot reports his/her position in miles are they talking Statute or Nautical?

When calculating glide ratios, we talk about:
- traveling so many miles per 1,000 feet, or
- using so many feet per each mile.

Considering there is a 15 % difference between the two, it does become significant as to which type of miles we are talking about, when factored over a number of miles.

Is there any possibility we could all agree to always talk in Nautical Mile, or ALL agree to talk in Statute Miles? (Not sure Kilometers is a viable/ popular option for many people.)

Many pilots would readily say they prefer one type of mile over the other.

Many pilots would say - you can use whatever you want, but I am always going to use x, thus many pilots will not even get involved in this conversation. But, this subject does become a safety issue when we are trying to be aware of other air traffic. And, this point is especially so when we are reporting final glides to the same airport, at minimum altitudes from similar directions of travel.

It is easy to say we should all refer to distances in the metric system and talk in kilometers, but, considering that citizens of the many English speaking countries, and specifically in the USA , we have been told to use the metric system since the mid-1970's, yet the majority of pilots still seem to refer to distances in miles, rather than kilometers - and we rarely are sure if they are talking Nautical of Statute. After all, we are not over water, so why use nautical? ( some might say).

So how about it? Is this a topic worth any discussion?

I think the safety points are significant.
It would help to decrease the amount of chatter on the radio when we are trying to locate on another in flight.
It would certainly make discussions about glide ratios less confusing. ]]> Peter Kelly http://www.williamssoaring.com/news/showthread.php/407-Statute-vs-Nautical-Miles-vs-Kilometers Sat., May 25 http://www.williamssoaring.com/news/showthread.php/406-Sat-May-25?goto=newpost Mon, 27 May 2013 06:32:26 GMT Peter's final glide on the same day is on the other thread, so I won't mix topics.

Saturday turned out to be above expectations. 48 hours prior, it was looking ok, but not great. Then the forecasted conditions got better and better, with the day actually starting at 9a, but no one using the lift until 11a. I was late getting to the airport, and managed to convince Cindy Donovan that this would be a good experience. So we launched at 12:20, and with a shorrt climb on Goat, we were on our way, with the goal of going as far north as reasonable, so we could get back in time for me to go pick up Wes and bring him back for the group dinner.

The cu were continuous or only a few miles apart, so it was easy to pick the line based on the stuff hanging unde the clouds, or the shredded look of the convergence cu.

We bounced lift without circling all the way to Eagle Peak, where Peter Kelly spotted us a good 6 knot thermal. We passed between T15 & T16, dropped down toward Hayfork peak, then gain 2,000 feet to Buckhorn peak without circling. By this time we were aiming for China Peak, while hearing from the Montague crowd that a rain cell was on their side of that peak, you can see it in the distance.slightly right of center:
Click image for larger version.  Name: ChinaPeakComingUP_sm.jpg  Views: 19  Size: 119.5 KB  ID: 1018

Turning short of China Peak, we aim forthe north side of the Trinitys:
Click image for larger version.  Name: TrinityAlpsFromChinaPeak_sm.jpg  Views: 19  Size: 127.4 KB  ID: 1019

On the way to the north side of the Trinity's we had our high point of the day, 11,400 feet. From here it was of course, super sight seeing. Cindy hadn't been here before, so it was both wonderous, and a bit anxious for her. I told her my story of pulling the dive brakes for Bob & Frank to drop below ridgeline and work up from there, to which she clearly stated that we were NOT going to do THAT! 8^)

Just super scenery:
Click image for larger version.  Name: Trinitys_sm.jpg  Views: 19  Size: 205.1 KB  ID: 1020

Cut across the south end of the Trinity's almost above Weaverville airport heading to Buckhorn Peak, where the clouds were continuous all the way back to Eagle Peak. From there, having been burned by heading directly home as Peter details in the other thread, we continued to bounce along the clouds to Goat, then aimed for WSC with a 28:1 glide.

We had 6-7 circling climbs of only 3 minutes or so each, Cindy was peppy and comfortable, so much so that she called this a chauffered limo flight! 8^) A super day! But anytime I can get to the Trinitys is a super day.....
Attached Thumbnails
Click image for larger version.  Name: ChinaPeakComingUP_sm.jpg  Views: N/A  Size: 119.5 KB  ID: 1018   Click image for larger version.  Name: TrinityAlpsFromChinaPeak_sm.jpg  Views: N/A  Size: 127.4 KB  ID: 1019   Click image for larger version.  Name: Trinitys_sm.jpg  Views: N/A  Size: 205.1 KB  ID: 1020  
]]> Kempton http://www.williamssoaring.com/news/showthread.php/406-Sat-May-25 Safety Story - Final Glide http://www.williamssoaring.com/news/showthread.php/405-Safety-Story-Final-Glide?goto=newpost Sun, 26 May 2013 19:11:38 GMT I started a final glide with "plenty " of altitude from Eagle Peak Area.
The left was everywhere along the Mendos, but after a long day, it was time to head home.

Click image for larger version.  Name: clouds leaving eagleb.jpg  Views: 24  Size: 56.4 KB  ID: 1017

As you can see in See You, along the bottom of screen - I was 62.9 miles miles from WSC and I could make WSC if I maintained a glide ratio of 33:1. My altitude was 10150 ft.

Click image for larger version.  Name: pk-final glide-5-25b.PNG  Views: 27  Size: 106.4 KB  ID: 1014
Besides there was lift over M16, and I could always stop and climb there if I needed more altitude or wanted to chicken out and proceed to Alder Springs and points to the south.

My McCready said I'd arrive at WSC with nearly 2,000 extra feet, so off I went.
I started making radio calls at 30 miles out -
By the time I was abeam Willows at 5,000 ft I had lost most of the cushion on my "McCready altitude required" in fact it was only 200 ft over glide. I made another radio call and advised traffic I was coming in and I didn't have a lot of altitude. I called each 10 miles.
At 15 miles out I advised Williams Traffic I was at minimum altitude and would probably be a straight in landing to the south. I got another check of the surface winds, and I then figured that the headwind would probably increase as I got lower. not looking good. but it was possible.

Unfortunately it was more complicated that it all appears. I wasn't alone. I was only about 2,000 ft ahead of, and about 300 feet lower than, another glider that was directly behind me, doing the same final glide.

The landing would be tricky. I would land on the hard surface and he could land on the grass. I certainly couldn't afford to fly slower than the other ship, but then again there was no need for that to happen.

At 7.8 miles out I needed to maintain a 33 to 1 glide to make the runway, my altitude was 1400 ft.

Click image for larger version.  Name: pk-last 5 miles.PNG  Views: 22  Size: 56.5 KB  ID: 1015

There was Cooks runway just a few miles to the right of me.
The runway was clear. I'd be landing to the south over at Cooks.
I continued to WSC.

At 1,000 ft I elected to give the WSC runway to the other glider. I wanted to allow him to plan his landing, without having to consider my speed, position, etc..

I announced that I was diverting to Cooks for a landing there.

As it turned out, my engine started while I was turning from base to final so I only did a low approach at Cooks.

I then landed safely at WSC.


Click image for larger version.  Name: climb at cooks.PNG  Views: 21  Size: 28.3 KB  ID: 1013 I could have all been different.

The discussion points here are :

Should I have looked more closely at the possible changes in wind before the final glide started?
Was this a reasonable idea - doing a 62 mile final glide over an area of no lift?
Should I have had more altitude before the glide started? - (obviously - yes)
Is there a better method to use for final glides? Better than McCready?
Attached Thumbnails
Click image for larger version.  Name: climb at cooks.PNG  Views: N/A  Size: 28.3 KB  ID: 1013   Click image for larger version.  Name: pk-final glide-5-25b.PNG  Views: N/A  Size: 106.4 KB  ID: 1014   Click image for larger version.  Name: clouds leaving eagle.jpg  Views: N/A  Size: 39.0 KB  ID: 1016   Click image for larger version.  Name: pk-last 5 miles.PNG  Views: N/A  Size: 56.5 KB  ID: 1015   Click image for larger version.  Name: clouds leaving eagleb.jpg  Views: N/A  Size: 56.4 KB  ID: 1017  

]]> Peter Kelly http://www.williamssoaring.com/news/showthread.php/405-Safety-Story-Final-Glide <![CDATA[When will Model Topography and Identified Locations links be fixed on Dr. Jack's RASP]]> http://www.williamssoaring.com/news/showthread.php/404-When-will-Model-Topography-and-Identified-Locations-links-be-fixed-on-Dr-Jack-s-RASP?goto=newpost Fri, 24 May 2013 15:56:48 GMT Any fix in the works? Any fix in the works? ]]> Guy Acheson http://www.williamssoaring.com/news/showthread.php/404-When-will-Model-Topography-and-Identified-Locations-links-be-fixed-on-Dr-Jack-s-RASP Info about FLARM is now available http://www.williamssoaring.com/news/showthread.php/403-Info-about-FLARM-is-now-available?goto=newpost Thu, 23 May 2013 17:15:05 GMT Do you have a good understanding of FLARM systems? After having Rex take the time to explain it all to me all a second time, and then my own self... Do you have a good understanding of FLARM systems?

After having Rex take the time to explain it all to me all a second time, and then my own self study to get it all to sink in, I figured there must be a lot of other pilots in need of the same info.

Check it out.

I have written (with the help of others of course) a page about FLARM. What's the difference between a portable a brick and a butterfly, why do we use the FAA Registry page for info, why do we use ICAO identification codes? What gets updated - with which files? If you are at all confused, then try reading through this page.

It should assist you in understanding the system. Write to me off line if you have specific questions, or have some constructive inputs, and revisions for me to incorporate into this page......

http://www.valleysoaring.net/?page_id=1487

Thanks for reviewing it, and I hope it proves helpful.

email = gliding@sonic.net ]]> Peter Kelly http://www.williamssoaring.com/news/showthread.php/403-Info-about-FLARM-is-now-available