Got some time to kill, so I dug up my footage from Makapu'u. Here is just the launches. I like the keel mount perspective looking straight down the cliff.
Friday, August 6, 2010
Monday, July 26, 2010
A Day In The Life
Of a Northern California Hang Glider Pilot...
(The video looks best if you select 720p from the pulldown menu once it starts playing)
Link
We've been hitting the fort a lot lately. It's consistent there this time of year. The air is smooth and sweet. Flying there is care-free, social, and fun. And you can get lots of airtime.
Last weekend I flew a little over 5 hours over two days. I took it easy, flying my pulse, and got some footage of the day
Link
Friday, July 23, 2010
Easy Flyin
Headed to Funston again today, this time with Christina in tow. I flew my "floater" glider; a 10meter Pulse.
It is a whole different experience flying a slow, easy, beginner glider. It turns effortlessly and just gently plods along. Flying to Westlake in a slight south headwind, my ground speed was less then 15mph. The scenery looks so different when you can comfortably fly slow, low, and close to the terrain.
I think tomorrow I'll go fast again...
Sunday, July 18, 2010
The Early Bird...
With high temps and high pressure, Funston was the place to be this weekend to escape the heat and get some air.
Saturday was Rex's memorial, and after saying goodbye to our friend, we hit the fort late in the day. It was packed and by the end of my third flight I was completely frustrated with the crowds, and a few pilots in particular who just weren't paying attention to the traffic.
Sunday was a different story. I headed to the fort early, thinking it would blow out in the afternoon. I was the first to arrive and was soon joined by Enzo and CRV. It was already on and we had the whole place to ourselves. We played around the Fort, and cruised down to Westlake. The fog bank started at about 650 feet. Plenty of room to fly beneath.
I tried out a new boom-ish mount for my GoPro camera, and I think it worked great.
As the day progressed, I watched the cars rolling into the parking lot with gliders on the roof. I flew for about 2 hours until the crowd had finally finished setting up their birds. Once the sky began to fill I came in for a landing and called it a day.
Funston, have I told you lately that I love you?
Saturday was Rex's memorial, and after saying goodbye to our friend, we hit the fort late in the day. It was packed and by the end of my third flight I was completely frustrated with the crowds, and a few pilots in particular who just weren't paying attention to the traffic.
Sunday was a different story. I headed to the fort early, thinking it would blow out in the afternoon. I was the first to arrive and was soon joined by Enzo and CRV. It was already on and we had the whole place to ourselves. We played around the Fort, and cruised down to Westlake. The fog bank started at about 650 feet. Plenty of room to fly beneath.
I tried out a new boom-ish mount for my GoPro camera, and I think it worked great.
As the day progressed, I watched the cars rolling into the parking lot with gliders on the roof. I flew for about 2 hours until the crowd had finally finished setting up their birds. Once the sky began to fill I came in for a landing and called it a day.
Funston, have I told you lately that I love you?
Sunday, July 11, 2010
Chelan XC Classic 2010: Day 6 wrap up
My favorite picture from the week (from day 2)The last day of the comp was also the practice day for the following Paragliding Nationals. There were a lot of paragliders out. A lot. At least 50, maybe more. At first I wondered how we would ever even get to launch with so much gear laying around. But the day proved to be a later day then forecasted, and the extra time spread out the launches. Everyone got off without a hitch, and there were gliders all over the place.
Chris and I launched a little later. A few people had gotten up, but a lot of people got drilled throughout the day. I launched into a moderate wind and enjoyed some very smooth, boaty conditions that didn't get me up very high. Before long I was coming into the soccer field. Another short day, but a nice flight regardless.
Chris hung on for a while longer, and appeared to be crossing. But apparently he felt sorry for me down in the grass all by myself and he came down to join me.
Link
Grabbed my car, took a quick shower and got on the road. Made it nearly to Bend, OR before crashing for the night in the Crooked Creek National Grasslands. Up early the next day and home by 6:30pm.
Rest spot for the nightThe weather this season has been somewhat uncooperative. I've traveled a lot but not flown as much. But the week at Chelan was wonderful. It's scenic, comfortable, and low key. I could spend a week just sitting under a tree by the river there.
Wendy was a great driver. Always positive, upbeat and supportive.
Gliders, Vehicle, and Awesome Driver. That's how ACPs roll. Bang!
Thursday, July 8, 2010
Chelan XC Classic 2010: Day 5
The flight that could have been…
Today was looking better than the previous two days. Launches were blowing straight. Forecast was for light winds. It was on.
I suited up when it was obviously soarable. I was going to be the second pilot off, but had some radio issues. I needed to unhook and go troubleshoot my communications system. I’ve never had a problem with my radios before. I rushed to the car, replaced and component, and still nothing. I could hear, but could not transmit.
I told Wendy that I would just follow Chris, and that if we got separated I would only fly the route to Farmers, Mansfield, and back. That way they would know where to look for me. It seemed like an ok-ish plan until Chris, launching several gliders before me, got drilled. Despite his massive ACP skills, he was soon on the ground.
Now I was in the air, with no radio. I climbed to 7,800’ and headed across the gorge in a mild headwind. Flying with another pilot, we got out to the flats and hit some strong lift. Over the power lines I climbed quickly but found a very strong North wind. I was drifting to the south at 15mph while I climbed. I desperately wanted to change my route, and hit Waterville first, and then perhaps stay towards the South. Making it to Farmers, and then Mansfield look tough.
I decided to head back to the soccer field for two reasons. First, I did not want to stray from my pre-defined route with no radio. If I were to get injured or stuck somewhere, my crew would have no idea where to look. Second, I didn’t want to put our driver in the situation of having to wander around on the flats for hours not knowing if I was still in the air or not.
High Over the Columbia River
The radio is all sorted out and ready to go for tomorrow. One more day!
Today was looking better than the previous two days. Launches were blowing straight. Forecast was for light winds. It was on.
I suited up when it was obviously soarable. I was going to be the second pilot off, but had some radio issues. I needed to unhook and go troubleshoot my communications system. I’ve never had a problem with my radios before. I rushed to the car, replaced and component, and still nothing. I could hear, but could not transmit.
I told Wendy that I would just follow Chris, and that if we got separated I would only fly the route to Farmers, Mansfield, and back. That way they would know where to look for me. It seemed like an ok-ish plan until Chris, launching several gliders before me, got drilled. Despite his massive ACP skills, he was soon on the ground.
Now I was in the air, with no radio. I climbed to 7,800’ and headed across the gorge in a mild headwind. Flying with another pilot, we got out to the flats and hit some strong lift. Over the power lines I climbed quickly but found a very strong North wind. I was drifting to the south at 15mph while I climbed. I desperately wanted to change my route, and hit Waterville first, and then perhaps stay towards the South. Making it to Farmers, and then Mansfield look tough.
I decided to head back to the soccer field for two reasons. First, I did not want to stray from my pre-defined route with no radio. If I were to get injured or stuck somewhere, my crew would have no idea where to look. Second, I didn’t want to put our driver in the situation of having to wander around on the flats for hours not knowing if I was still in the air or not.
High Over the Columbia RiverThe radio is all sorted out and ready to go for tomorrow. One more day!
Chelan XC Classic 2010: Day 4
When you bet big…
Following Day 2’s successful early launch, I was itching to get off the hill promptly again. It was another NE day, and when Ants Launch started blowing up, CRV and I decided to go. A few dusty’s had come through the butte, and plenty were out on the flats.
I launched first and listened to my sink alarm all the way to the soccer field. I tried to work one low save but had gained only about 100 feet after several minutes and was drifting down wind away from the LZ quickly.
It turned out to be a very relaxing day, sitting in the shade, drinking beer, and watching gliders come in.
Ace-Comp-Pilot Chris Valley Smokes it In
Following Day 2’s successful early launch, I was itching to get off the hill promptly again. It was another NE day, and when Ants Launch started blowing up, CRV and I decided to go. A few dusty’s had come through the butte, and plenty were out on the flats.
I launched first and listened to my sink alarm all the way to the soccer field. I tried to work one low save but had gained only about 100 feet after several minutes and was drifting down wind away from the LZ quickly.
It turned out to be a very relaxing day, sitting in the shade, drinking beer, and watching gliders come in.
Ace-Comp-Pilot Chris Valley Smokes it In
Tuesday, July 6, 2010
Chelan XC Classic 2010: Day 3
You win some, you lose some.
Yesterday I was 3rd for the day with my out and return to Farmers. Today I didn't fly.
The day started out with strong-ish North East winds. Out on the flats, the dust was blowing hard. It seemed like a late day and we all waited, watching the various launches either blowing down or 90 degrees cross. For a moment one of the launches looked good. I was considering get ready to launch when one pilot went off. He climbed up quick and everyone raced for their gliders.
I did not want to wait in line with dust devils ripping through, so I waited before suiting up. This felt like the safe move to me, but it cost me my chance to get up and out onto the flats. The wind shifted, people got drilled, and eventually I bagged it.
It was frustrating not to fly, but there were conditions I had never seen at Chelan before, and I'm ok with being cautious.
Yesterday I was 3rd for the day with my out and return to Farmers. Today I didn't fly.
The day started out with strong-ish North East winds. Out on the flats, the dust was blowing hard. It seemed like a late day and we all waited, watching the various launches either blowing down or 90 degrees cross. For a moment one of the launches looked good. I was considering get ready to launch when one pilot went off. He climbed up quick and everyone raced for their gliders.
I did not want to wait in line with dust devils ripping through, so I waited before suiting up. This felt like the safe move to me, but it cost me my chance to get up and out onto the flats. The wind shifted, people got drilled, and eventually I bagged it.
It was frustrating not to fly, but there were conditions I had never seen at Chelan before, and I'm ok with being cautious.
Monday, July 5, 2010
Chelan XC Classic 2010: Day 2
The forecast improved dramatically for today. Light NE winds and good lift. Chris and I set up early again and got ready for the day. Most of the launches were trickling down, with occasional cycles coming up. One the dust devils started to appear I decided it was time to go and suited up. I was the first off of the “Thru The Rocks” launch. I wanted to launch early because there were a ton of gliders set up and I was afraid of ending up in a long launch line with dust devils ripping through.
-Dozens of gliders on launch. I was glad to be off early
The early launch paid off. I got to wait and pick my cycle, had a solid launch, and immediately climbed out. The lift was smooth and fairly wide and I soon found myself nearing 8,000’. The first task is to get across the large gorge of the Columbia River, and out onto the flats. A couple gliders around me headed over the gorge and I went too, eager to have some help finding lift once we got to the flats.
-First challenge is to cross this gorge and get out onto the flats beyond
The crossing was long with a lot of sink. Once out onto the flats I was in need of a climb. I saw one glider racing to the North and spotted circling glider which was drawing him there. I raced that direction and found nothing. The cloud I was flying toward dissipated and I found myself struggling in a blue hole with not cumulus activity. It was a stupid move and I went into survival mode waiting for something to get me up.
I slowly climbed high enough to make a run further East were some dust devils were marking the lift. The climbs were strong and reliable as I headed towards Farmers turnpoint. About half way there I ran into a solid layer of cloud. I decided to detour to Withrow and tag that waypoint. Turning back to Farmers I found myself now in a heavily shaded area with light lift.
-At cloudbase on the flats
I worked my way to the edge of the clouds and slowly found my way to Farmers. It seemed I was constantly either in a blue hole, or in a completely shaded area. I had planned to try and make Mansfield or Sims, but the route that direction was no completely blue. So I opted to cut it short and work my way back to the soccer field LZ. It was tough going in an increasingly solid cloud cover.
Passing Withrow I hit a huge climb. My vario screamed, and I threw it in a bank and held on. My 15 second averager was showing 1,400 fpm up. The analog vario was peaking over 2,000 fpm. I stayed in the climb, afraid of stumbling across the edge of this column. Within a few minutes it had dumped me back up at 8,000’. Now it was an easy glide back to the LZ where I could break down my glider in the shade on mowed grass…
-Coming back to Chelan
It was an interesting day. I had to constantly strategize about how to get where I was going. Sometime veering off course to a dust devil, sometimes veering off course to skirt the edge of large shadows, and having to just stay off the ground in a few places.
There were not a lot of gliders making it back to the soccer field. It will be interesting to see where others made it. But I think it will be a low scoring day for everyone.
CRV dominated it on his sport 2 as usual. He could have easily flown 100 miles, but he decided that was just not enough for him so landed just on the other side of the gorge, about 8 miles out. To learn more about CRV and how super duper cool he is, visit his blog here http://aerochris.blogspot.com/
Tomorrow looks to be a similar forecast to today. Light winds, this time out of the east, with climbs to 8-9k. 4 more days!
-Soccer Field LZ. Nice!
Flight Time: 2:30
XC Miles: 34 Out and Return
-Dozens of gliders on launch. I was glad to be off earlyThe early launch paid off. I got to wait and pick my cycle, had a solid launch, and immediately climbed out. The lift was smooth and fairly wide and I soon found myself nearing 8,000’. The first task is to get across the large gorge of the Columbia River, and out onto the flats. A couple gliders around me headed over the gorge and I went too, eager to have some help finding lift once we got to the flats.
-First challenge is to cross this gorge and get out onto the flats beyondThe crossing was long with a lot of sink. Once out onto the flats I was in need of a climb. I saw one glider racing to the North and spotted circling glider which was drawing him there. I raced that direction and found nothing. The cloud I was flying toward dissipated and I found myself struggling in a blue hole with not cumulus activity. It was a stupid move and I went into survival mode waiting for something to get me up.
I slowly climbed high enough to make a run further East were some dust devils were marking the lift. The climbs were strong and reliable as I headed towards Farmers turnpoint. About half way there I ran into a solid layer of cloud. I decided to detour to Withrow and tag that waypoint. Turning back to Farmers I found myself now in a heavily shaded area with light lift.
-At cloudbase on the flatsI worked my way to the edge of the clouds and slowly found my way to Farmers. It seemed I was constantly either in a blue hole, or in a completely shaded area. I had planned to try and make Mansfield or Sims, but the route that direction was no completely blue. So I opted to cut it short and work my way back to the soccer field LZ. It was tough going in an increasingly solid cloud cover.
Passing Withrow I hit a huge climb. My vario screamed, and I threw it in a bank and held on. My 15 second averager was showing 1,400 fpm up. The analog vario was peaking over 2,000 fpm. I stayed in the climb, afraid of stumbling across the edge of this column. Within a few minutes it had dumped me back up at 8,000’. Now it was an easy glide back to the LZ where I could break down my glider in the shade on mowed grass…
-Coming back to ChelanIt was an interesting day. I had to constantly strategize about how to get where I was going. Sometime veering off course to a dust devil, sometimes veering off course to skirt the edge of large shadows, and having to just stay off the ground in a few places.
There were not a lot of gliders making it back to the soccer field. It will be interesting to see where others made it. But I think it will be a low scoring day for everyone.
CRV dominated it on his sport 2 as usual. He could have easily flown 100 miles, but he decided that was just not enough for him so landed just on the other side of the gorge, about 8 miles out. To learn more about CRV and how super duper cool he is, visit his blog here http://aerochris.blogspot.com/
Tomorrow looks to be a similar forecast to today. Light winds, this time out of the east, with climbs to 8-9k. 4 more days!
-Soccer Field LZ. Nice!Flight Time: 2:30
XC Miles: 34 Out and Return
Sunday, July 4, 2010
Chelan XC Classic 2010: Day 1
There is one name that is synonymous with Ace Comp Pilot. One name that invokes images of pure domination. One name, that merely whispered causes lesser pilots to run away whimpering. That name…. Chris Valley.
CRV praying to the sky gods. Usually pilots pray to him...
Chris Valley is the poster child of the Ace Comp Pilot scene. He showed how he has earned this title by slaying it today on the first day of the Chelan XC Classic, 2010. CRV blasted into first place today with an epic flight. While the rest of the field cowered by their cars, Chris strode boldly into the sky. He flew for at least 10 minutes before landing in the soccer field LZ. The flight makes him the man to beat in the kingpost class.
For the next 5 days Chris will be matching his wits against those who seek to unseat him. Those mere mortals who, for a faint hope of glory, will strive to dethrone a god!
…I didn’t fly because it was windy and I was scared…
CRV praying to the sky gods. Usually pilots pray to him...Chris Valley is the poster child of the Ace Comp Pilot scene. He showed how he has earned this title by slaying it today on the first day of the Chelan XC Classic, 2010. CRV blasted into first place today with an epic flight. While the rest of the field cowered by their cars, Chris strode boldly into the sky. He flew for at least 10 minutes before landing in the soccer field LZ. The flight makes him the man to beat in the kingpost class.
For the next 5 days Chris will be matching his wits against those who seek to unseat him. Those mere mortals who, for a faint hope of glory, will strive to dethrone a god!
…I didn’t fly because it was windy and I was scared…
Wednesday, June 30, 2010
Yosemite A Go-Go
Last weekend we went back to Yosemite. The falls were still huge, but this time the LZ was not under 3’ of water.
I was the monitor this weekend it was my first time actually monitoring here. Chris gave me a refresher on all the monitoring con-ops and I was good to go. We had 6 pilots (Wayne, Bruce, Steve, Chris, Joe, and me). It was a great group. I’m good friends with all these guys and it was a lot of fun flying spending time together.
Yosemite is always such a treat and I always feel so privaledged to be able to fly there. No other aircraft (except for emergency vehicles) are allowed to fly within the valley.
The flights were brief, as always, but they keep you satisfied all day long. Day 1 I flew my blade wing and took advantage of it to get over the Yosemite Falls nice and high. I was able to circle around close to the water and get some nice shots. A few people were standing on a lookout point about half way up the falls trail and I took the opportunity to buzz them close and fast. Because really, flying is just so much better when you know people are watching…
The LZ still had a few water obstacles, but it was mostly dry. Everyone landed safely and everyone left with a smile.
We fly early. The park is quiet and empty when we are in the air. Soon after we land it starts filling up and by 11am it is crazy. I was feeling a bit crowded so I hiked off trail a short distance up a small creek. About 100 yards from the trail I could no longer see or hear the crowds. I chilled some beers in the creek, put my feet in the water and spent the afternoon reading a book and staring at the cliffs thousands of feet above me.
Day 2 was just as good. I love flying here.
Till next time!
Monday, June 21, 2010
Flying: 5/29/10 Dunlap
Before going to the Owens for our spectacularly unspectacular Memorial Day trip, we stopped at Dunlap for 2 days. It was my first time to the site, and the highlight of the trip.
The first day was outrageously turbulent, and we all got down as quick as we could. But the second day was nice good air. There was still some thrashing, and a particularly nasty inversion layer, but after breaking through it things got great. The lift was abundant and climbs were taking me to 6,000'.
Looking South
To the East were the Sierras. It is only 40 miles in a straight line to from Dunlap to Lone Pine (our destination for the rest of the weekend), but driving there takes the better part of 6 hours and covers more than 200 miles! I'm sure I could have flown there if I had gone for it, but why miss a super long car ride?
Who's that sexy pilot?
I played around, flying up the ridge, checking out the new local. Took a tour of the valley and then came in to land after about 1 hour. I didn't have my head on straight setting up my landing approach and I came in too high. To make matters worse I got a strong pop from a thermal on final and started climbing. With the T2Cs glide, I new I was in danger of overshooting if I just kept pulling in the way I was. So I let the bar out, climbed and slowed. I kissed a stall at the top of the climb and then jammed the control bar back. This let me get into a much faster and steeper dive then I would have if I had just kept pulling in. The maneuver worked and I got down to ground level and shot across the LZ. I flared early at the end of the LZ, climbed 5' and planted it for a solid no stepper. Pure ACP style! BAM
Here's a video of my landing, taken by ACP John Taylor
Link
The first day was outrageously turbulent, and we all got down as quick as we could. But the second day was nice good air. There was still some thrashing, and a particularly nasty inversion layer, but after breaking through it things got great. The lift was abundant and climbs were taking me to 6,000'.
Looking South
To the East were the Sierras. It is only 40 miles in a straight line to from Dunlap to Lone Pine (our destination for the rest of the weekend), but driving there takes the better part of 6 hours and covers more than 200 miles! I'm sure I could have flown there if I had gone for it, but why miss a super long car ride?
Who's that sexy pilot?
I played around, flying up the ridge, checking out the new local. Took a tour of the valley and then came in to land after about 1 hour. I didn't have my head on straight setting up my landing approach and I came in too high. To make matters worse I got a strong pop from a thermal on final and started climbing. With the T2Cs glide, I new I was in danger of overshooting if I just kept pulling in the way I was. So I let the bar out, climbed and slowed. I kissed a stall at the top of the climb and then jammed the control bar back. This let me get into a much faster and steeper dive then I would have if I had just kept pulling in. The maneuver worked and I got down to ground level and shot across the LZ. I flared early at the end of the LZ, climbed 5' and planted it for a solid no stepper. Pure ACP style! BAM
Here's a video of my landing, taken by ACP John Taylor
Link
Sunday, June 6, 2010
Skunked at Yosemite
The snow pack was huge, the falls were epic, and we got skunked.
The WOR crew headed to Yosemite this weekend for some epic waterfall flying action. Sure, there was forecasted flooding in the valley this weekend, but surely our LZ would be dry. Right….
Here's our "Landing Zone"
Things were just a little bit too epic and we found ourselves both mornings looking at a lake instead of a landing zone. We called off the flying for both days, and instead enjoyed the valley and the weekend. Saturday most pilots opted to hike the Yosemite Falls trail. It was well worth doing as the volume of water coming off the falls is amazing. All around the valley the falls are full, and there are even falls that I have never seen before.
We made sure to not have any ground fires in the lake...
The scenery was amazing, and even without flying it was a great weekend. I really wanted to get some aerial footage of the falls, but it wasn’t meant to be. Next time!
Ansel Adams Who?
The Lower Falls From Above
3 ACPs
This fall does not usually exist. I've never seen it before
Pilots on launch, but no gliders...
The WOR crew headed to Yosemite this weekend for some epic waterfall flying action. Sure, there was forecasted flooding in the valley this weekend, but surely our LZ would be dry. Right….
Here's our "Landing Zone"
Things were just a little bit too epic and we found ourselves both mornings looking at a lake instead of a landing zone. We called off the flying for both days, and instead enjoyed the valley and the weekend. Saturday most pilots opted to hike the Yosemite Falls trail. It was well worth doing as the volume of water coming off the falls is amazing. All around the valley the falls are full, and there are even falls that I have never seen before.
We made sure to not have any ground fires in the lake...
The scenery was amazing, and even without flying it was a great weekend. I really wanted to get some aerial footage of the falls, but it wasn’t meant to be. Next time!
Ansel Adams Who?
The Lower Falls From Above
3 ACPs
This fall does not usually exist. I've never seen it before
Pilots on launch, but no gliders...
Thursday, May 20, 2010
Re-Thinking Past Flights
Here's my track log from last years Owens Valley trip
It was memorable for many reasons, one of them being the unconventional crossing (or so I think). Prior to reaching the Wall where many crossings are made directly to black mountain, I found myself drifting out into the valley while climbing in a thermal. My drift rate was 10-15 mph, and it was turbulent. I knew the westerlies had kicked in and knew sticking close to the Sierra's was no longer an option unless I wanted to get upside down. So I took the thermal to the middle of the valley.
I cross where the east side of the valley get's low as the Inyo's stop and the White's begin. These low hills didn't look like a good place to cross too, so I worked whatever lift I could find. What I found was light but consistent lift in the center of the valley between 10,000 and 12,000'. I worked this lift, spending about 20 miles flying up the center of the valley, slowly drifting east towards Black. At the time I thought I was lucky to find thermals in the middle of the valley. Now I have a new thought.
Peter L gave a talk on flying the Owen's at this weeks WOR meetings. He has a theory that when the westerlies come through, they push down the back side of the Sierra's and into the valley. This creates a convergence and a line of rising air in the valley. This makes a lot of sense with my flight. I think as the west winds continue to push through, that convergence line will move east, just as my flight did.
It's interesting to re-think an old flight and understand it in a different way. This seems like a good one to keep in the play book and remember that you may want to look for lift in the center of the valley if the westerlies have arrived.
It was memorable for many reasons, one of them being the unconventional crossing (or so I think). Prior to reaching the Wall where many crossings are made directly to black mountain, I found myself drifting out into the valley while climbing in a thermal. My drift rate was 10-15 mph, and it was turbulent. I knew the westerlies had kicked in and knew sticking close to the Sierra's was no longer an option unless I wanted to get upside down. So I took the thermal to the middle of the valley.
I cross where the east side of the valley get's low as the Inyo's stop and the White's begin. These low hills didn't look like a good place to cross too, so I worked whatever lift I could find. What I found was light but consistent lift in the center of the valley between 10,000 and 12,000'. I worked this lift, spending about 20 miles flying up the center of the valley, slowly drifting east towards Black. At the time I thought I was lucky to find thermals in the middle of the valley. Now I have a new thought.
Peter L gave a talk on flying the Owen's at this weeks WOR meetings. He has a theory that when the westerlies come through, they push down the back side of the Sierra's and into the valley. This creates a convergence and a line of rising air in the valley. This makes a lot of sense with my flight. I think as the west winds continue to push through, that convergence line will move east, just as my flight did.
It's interesting to re-think an old flight and understand it in a different way. This seems like a good one to keep in the play book and remember that you may want to look for lift in the center of the valley if the westerlies have arrived.
Friday, May 14, 2010
Funston Fun
This last week I've flown Funston a couple times. One day on my Pulse and today on the T2C. The last couple years I have not flown Funston too much. It's fun to get out there and hit touch and go's and just play around.
Flights: 11
Air Time: 2:00
Flights: 11
Air Time: 2:00
Friday, May 7, 2010
Race & Rally Day 7
The last day of the comp called a 120km task North to Americus, Georgia. Once again we woke up to a less than promising sky. The clouds were low and were moving fast. Oh well, off to the airport to give it a go.
At the airport we milled around until the task was called. We then headed over to the setup area to get ready. I was nervous due to the winds, but had forced myself to relax and give a try. The airport was huge and I could always just land here if I didn’t like the air.
As we setup in a wet field, the wind continued to build with some powerful gusts coming through. My confidence began to falter and no one was rushing to launch. The task was delayed one hour, but conditions did not improve. When the launch window opened conditions were as strong as ever and cloudbase was still low.
Davis got in the launch line and started the waiting game as the rest of the field continued to drag their heals and not get suited up. The strategy was to wait as long as possible before one of the start times and then launch. With the strong winds there was going to be no way to stay in the start cylinder and with so many pilots not ready to go, someone in the front of the line could get the last clock while others were still on the ground.
Personally, I was wondering where the safety committee was and why the task had not been cancelled.
Eventually Derek Turner launched and had a wild ride. He flies a small-ish glider for his hook in weight and has high wing loading. Even with that he was getting batted around right off tow. The wind was so strong I think the tug never turned during the tow and they only ended up ¼ mile upwind. He was soon landing and it sounded like he was scared during the flight. I don’t blame him.
Jeff Obrien launched and his tow looked scary as well. The tug hit a gust and was 20 feet in the air before Jeff even came off the cart. Davis launched and seemed to have a fairly smooth tow.
After hearing Derek’s account of the tow and flying conditions the safety committee finally stepped in and stopped the day. A good call and unlike earlier in the week, no one complained about it. In fact, many pilots, including myself, had already decided not to fly.
OB's Launch
We headed to a nearby restaurant for the awards ceremony, food and goodbyes. Johnny D took first place by only 9 points (7 for 7 this year), then Dustin and Zippy. It was a good time. After dinner we packed up the van and decided to make an evening run back to Quest. It was a 6 hour drive and I took the time to book a flight relax, and talk about the adventures of the last week.
Race & Rally Day 6
Day 5 had taken us to Williston airport. Day 6 was originally set as a 230km task to Moultrie, GA. The day started off wet, and cloudbase was low again. The task was shortened to LiveOak, about 118km.
Day 6 Task
While we were setting up the sky was dark with large rain cells on course. The start times were pushed back an hour and by the time the launch window opened, it was slightly better with some blue sky.
Dark Clouds On Course
I towed up early, maybe 2nd or 3rd in line. I figured the day was as good as it was going to get. The tow was easy and the lift was light, but smooth. I climbed slowly with Derrick Turner, then Ben Dunn, then JD. Again, we weren’t getting high. Not more than 2,000 – 2,500’. I was having a little bit of trouble dealing with the gaggles today. I don’t know if they were particularly chaotic, or if I just wasn’t in sync with them. It seemed that people were coming in all directions, I was getting waked steadily, and kept getting pushed out of the thermal when someone would cut inside me and then fly straight. I did manage to get the camera out and take a little video:
Link
Aside from the gaggle, the air was very pleasant. I was however a little concerned about making low crossings over forests, as well as the fact that I couldn’t see far due to the haze and was therefore unsure what weather was rolling towards us. I decided that I didn’t feel like going on course unless things changed. I flew around for a while longer, trying to get higher, but eventually fell out of the lift and headed back to the air field. Landing was smooth and I packed up and headed out with Bob to retrieve the rest of our crew and then drive to Moultrie. Ben and JD landed inside the start cylinder. John Simon made it a number of miles. No one made goal.
Gaggle In the Start Cylinder
Ace Comp Pilot Ben Dunn Climbing Up
Day 6 TaskWhile we were setting up the sky was dark with large rain cells on course. The start times were pushed back an hour and by the time the launch window opened, it was slightly better with some blue sky.
Dark Clouds On CourseI towed up early, maybe 2nd or 3rd in line. I figured the day was as good as it was going to get. The tow was easy and the lift was light, but smooth. I climbed slowly with Derrick Turner, then Ben Dunn, then JD. Again, we weren’t getting high. Not more than 2,000 – 2,500’. I was having a little bit of trouble dealing with the gaggles today. I don’t know if they were particularly chaotic, or if I just wasn’t in sync with them. It seemed that people were coming in all directions, I was getting waked steadily, and kept getting pushed out of the thermal when someone would cut inside me and then fly straight. I did manage to get the camera out and take a little video:
Link
Aside from the gaggle, the air was very pleasant. I was however a little concerned about making low crossings over forests, as well as the fact that I couldn’t see far due to the haze and was therefore unsure what weather was rolling towards us. I decided that I didn’t feel like going on course unless things changed. I flew around for a while longer, trying to get higher, but eventually fell out of the lift and headed back to the air field. Landing was smooth and I packed up and headed out with Bob to retrieve the rest of our crew and then drive to Moultrie. Ben and JD landed inside the start cylinder. John Simon made it a number of miles. No one made goal.
Gaggle In the Start Cylinder
Ace Comp Pilot Ben Dunn Climbing Up
Thursday, April 29, 2010
Race & Rally Day 5: Full Version
Day 5 called at 109km task to the North to Willis. After my frustrations with weak link breaks and difficult tows yesterday, I was relieved to have a nice easy tow. I was somewhat late on tow, but this worked out just fine as there was a large gaggle to mark the lift for me.
Day 5 Task Board
The day was difficult, especially at first. Climbs were low and irregular. I was in a huge gaggle and we were not getting about 3,000’. The drift was light, but it was on course, so we could maintain in the low climbs while drifting towards to start cylinder. The race started and I stayed with the main gaggle for as long as I could. I figured on a blue day like this, with low climbs, it was good to have friends.
Gaggles Above Quest
The first 20 kilometers seemed to take forever. Somewhere in that section I fell behind the main gaggle. It is amazing with these guys how quickly you can get left behind. Linger in a thermal for a few extra turns and you may never catch back up. I headed North on course line, with gliders scattered here and there, flying with a handful of others most of the time.
After flying over a prison, I was fairly low down to about 1,200’. I flew in to the edge of a forest looking for a climb. Others were down low looking like they would land. I found a climb with Linda Salomone and a Millennium pilot. The forest crossing were difficult with the low top of lift, but we drifted over this first one while slowly climbing.
Flying Over A Prison Always Feels Ironic and Sad
A short distance further we came upon another forest with some tricky landing options before it. Here we struggled. Alex Cuddy caught up with us and blazed on past. Linda and the Millennium went on glide and got a horrible line. I watched them sink and opted to search slightly east of my last climb for some more lift. I hit it and for the first time in the day broke through the inversion, climbing to 4,500’. The crossing was easy now, but I was alone and could not see any other pilots.
From the Horse Race Tracks on Thru the Forest was a Typical Unlandable Area That Needed to be Crossed
As I continued on course I got another big climb to 4,500’. I passed over the Millennium who had landed about 40km from goal. The course line now took me away from the highway. Again there was a unlandable area I needed to get across. I needed about 2,500’ to make it safely to the next field, and I was stuck at 2,000’. I turned West, flying perpendicular to the course line because I saw I could make a shorter crossing a few miles away. Still I struggled, now down to 1,500’.
I had left a nice field on glide and arrived at it about 700’. After unzipping I hit a climb that I thought would take me over the developed areas and into the next set of landable fields. I had previously gotten goal as low as a 25:1 glide and now I felt I might get back up to 4,000+ and have a good chance of making goal. As I drifted over the development, I again got stuck just under 2,000’. I still couldn’t make the jump and when I lost the lift I headed back to my field. This time there was no climb out and I set it down softly about 23km from goal.
It was a long day, and challenging. 54 miles with only getting more than 3,000’ AGL twice. I was surprised to see how many pilots made goal, but still very pleased with my flight. I’ve been working on how to find a feel a “good line” while on glide. I think on this flight I started to see some results. There is a technique that allows some pilots to end up much higher after a glide compared to others. I’m determined to learn it.
Flight Time – 4:20
Distance – 86km
Day 5 Task BoardThe day was difficult, especially at first. Climbs were low and irregular. I was in a huge gaggle and we were not getting about 3,000’. The drift was light, but it was on course, so we could maintain in the low climbs while drifting towards to start cylinder. The race started and I stayed with the main gaggle for as long as I could. I figured on a blue day like this, with low climbs, it was good to have friends.
Gaggles Above QuestThe first 20 kilometers seemed to take forever. Somewhere in that section I fell behind the main gaggle. It is amazing with these guys how quickly you can get left behind. Linger in a thermal for a few extra turns and you may never catch back up. I headed North on course line, with gliders scattered here and there, flying with a handful of others most of the time.
After flying over a prison, I was fairly low down to about 1,200’. I flew in to the edge of a forest looking for a climb. Others were down low looking like they would land. I found a climb with Linda Salomone and a Millennium pilot. The forest crossing were difficult with the low top of lift, but we drifted over this first one while slowly climbing.
Flying Over A Prison Always Feels Ironic and SadA short distance further we came upon another forest with some tricky landing options before it. Here we struggled. Alex Cuddy caught up with us and blazed on past. Linda and the Millennium went on glide and got a horrible line. I watched them sink and opted to search slightly east of my last climb for some more lift. I hit it and for the first time in the day broke through the inversion, climbing to 4,500’. The crossing was easy now, but I was alone and could not see any other pilots.
From the Horse Race Tracks on Thru the Forest was a Typical Unlandable Area That Needed to be CrossedAs I continued on course I got another big climb to 4,500’. I passed over the Millennium who had landed about 40km from goal. The course line now took me away from the highway. Again there was a unlandable area I needed to get across. I needed about 2,500’ to make it safely to the next field, and I was stuck at 2,000’. I turned West, flying perpendicular to the course line because I saw I could make a shorter crossing a few miles away. Still I struggled, now down to 1,500’.
I had left a nice field on glide and arrived at it about 700’. After unzipping I hit a climb that I thought would take me over the developed areas and into the next set of landable fields. I had previously gotten goal as low as a 25:1 glide and now I felt I might get back up to 4,000+ and have a good chance of making goal. As I drifted over the development, I again got stuck just under 2,000’. I still couldn’t make the jump and when I lost the lift I headed back to my field. This time there was no climb out and I set it down softly about 23km from goal.
It was a long day, and challenging. 54 miles with only getting more than 3,000’ AGL twice. I was surprised to see how many pilots made goal, but still very pleased with my flight. I’ve been working on how to find a feel a “good line” while on glide. I think on this flight I started to see some results. There is a technique that allows some pilots to end up much higher after a glide compared to others. I’m determined to learn it.
Flight Time – 4:20
Distance – 86km
Wednesday, April 28, 2010
Race & Rally Day 4
Frustration
I was very excited about todays task. A 67 mile route to the South, with a light to moderate quartering crosswind. I got organized early, got myself a nice spot at the front of the staging line, and felt organized and ready to go.
Day 4 Taks Board
The Staging Line
My first weaklink broke right off the cart. I landed fine, got my head together, replaced the link and got back in the front of the launch line.
My second weaklink broke at about 900 feet. I was upwind of Quest, over unlandable areas in sink. I bee-lined back to the park to try and save the tow. I failed and was soon back on the ground.
My third tow was a wild ride. At about 50 to 100 feet off the ground the tug pilot put his dragonfly in a steep and sharp left turn. He maintained this turn for the rest of the tow, taking me up in a tight, spiraling climb. I was cursing and pleading for him to straighten out, but of course no one could here me but me. At about 1,000’ I finally lost my battle to stay in a good spot behind him and was flung rapidly to the outside of the turn. Recognizing a lockout I quickly pulled me release and flew away flustered. I was in lift and worked some light climbs for a few minutes. But nothing substantial was to be found and I was soon on the ground again.
I was determined to get on course so I took one final tow. This one was smooth and easy and finally got me up to 2,000’. I pinned off and immediately started searching for lift, heading downwind away from quest. I was not going to launch a 5th time, so no reason to stay within reach of the flight park. My problem now was that I was alone on a cloudless day with weak lift. I needed other gliders to help mark the climbs.
I headed to a small gaggle of about 4 gliders who seemed to be climbing slowly. I was about 500’ below them and I struggled to find the lift. A few times I felt I had found a good climb, only to loose it. I ended up landing in a big field only a mile or two from Quest.
It was a frustrating day, but I think I learned a few new things about towing, and I’m motivated to improve tomorrow.
I was very excited about todays task. A 67 mile route to the South, with a light to moderate quartering crosswind. I got organized early, got myself a nice spot at the front of the staging line, and felt organized and ready to go.
Day 4 Taks Board
The Staging LineMy first weaklink broke right off the cart. I landed fine, got my head together, replaced the link and got back in the front of the launch line.
My second weaklink broke at about 900 feet. I was upwind of Quest, over unlandable areas in sink. I bee-lined back to the park to try and save the tow. I failed and was soon back on the ground.
My third tow was a wild ride. At about 50 to 100 feet off the ground the tug pilot put his dragonfly in a steep and sharp left turn. He maintained this turn for the rest of the tow, taking me up in a tight, spiraling climb. I was cursing and pleading for him to straighten out, but of course no one could here me but me. At about 1,000’ I finally lost my battle to stay in a good spot behind him and was flung rapidly to the outside of the turn. Recognizing a lockout I quickly pulled me release and flew away flustered. I was in lift and worked some light climbs for a few minutes. But nothing substantial was to be found and I was soon on the ground again.
I was determined to get on course so I took one final tow. This one was smooth and easy and finally got me up to 2,000’. I pinned off and immediately started searching for lift, heading downwind away from quest. I was not going to launch a 5th time, so no reason to stay within reach of the flight park. My problem now was that I was alone on a cloudless day with weak lift. I needed other gliders to help mark the climbs.
I headed to a small gaggle of about 4 gliders who seemed to be climbing slowly. I was about 500’ below them and I struggled to find the lift. A few times I felt I had found a good climb, only to loose it. I ended up landing in a big field only a mile or two from Quest.
It was a frustrating day, but I think I learned a few new things about towing, and I’m motivated to improve tomorrow.
ACP Meets ACP
How does an Ace Comp Pilot know if another pilot is an ACP? The secret handshake of course...
