Monday, May 13, 2019

20m Multi-Seat National Day 2

I might have mentioned before, that I kind of suck at competition soaring. Another day, another "DFL" -- dead freakin' last!  But I'm taking it all in stride. Imagine how bored I would be with soaring if I were some sort of prodigy, able to master all aspects of soaring with one trip around the pattern!
The morning briefing started with yesterday's winners Sarah Arnold and Karl Striedieck. Karl deferred to Sarah, taking only credit for the first two turnpoints.  He mentioned how they dumped their water when they got very low. Indeed, the long cloud street at the end of the day is how they got their speed back up to win the day. The safety message of the day was a stress about the importance of a "hard deck", a lower limit of how low you should be willing to attempt to find lift.  Once that hard deck altitude is reached, it's time to land.  The lift isn't very well organized at low altitudes, and it's quite possible to have low level turbulence upset the glider, causing it to spin. With a low altitude spin, there isn't enough room to recover, and the glider crashes.  "Know your personal hard deck limit, and stick with it!"
Mine is about 800 feet, and I'm pretty serious about it.  The LX-Nav flight computer has a nice way of finding out what the field elevation is underneath you, so there's no guesswork needed. I got to use that feature on the flight computer a few times today. More on that later.
The weather forecast was excellent; but the conditions were better to the west, better to the north. The conditions were forecast to be great even until 18:00 in the day
Forecast charts for Day 2

After the morning briefing, we pulled the gliders out to the runway for an 11:00 grid time.  The first three places for yesterday's flying were put on the scales, to ensure that they weren't overweight. I was in the fourth position for takeoff, but because of my embarrassing showing yesterday, no need to put my glider on the scales. For the record, the maximum weight for my glider is 1543 pounds, and my back of the envelope calculations make my glider about 1515 pounds at the absolute heaviest.

Paul Remde has an odd position for programming the task into his computer

On "The Grid"
We launched and it was already excellent.  You can see perfect soaring clouds over my shoulder in the above picture.  Immediately off tow, I was climbing comfortably.  It's gonna be great!  The contest started at 12:35, and I was on task a few minutes after that.
The first part of the course was easy soaring. Once we got to the first turnpoint, things started looking difficult.  I slowed down and eeked out the tallest thermals at less than optimal climb.  Ahead, I saw an overcast covering the ground and shutting off the surface heating. A few weak looking clouds in the distance hinted that there might be something to work with once I got there.
Again, because I left early, I think I was ahead of the pack. A bunch of the more experienced pilots caught up with me as I was working some weak lift.  I diverted to a thermal where three gliders were circling and appeared to be gaining altitude very quickly.
By the time I made use of that thermal, they were gone. I made the second turnpoint, and things looked much more promising ahead.
Things may have looked great, but this is where I really lost the day.  Getting low was a terrible mistake.  The line-up of clouds that I thought was a street turned out to not be a street, and I got down to about 4000', about 2500 feet above the ground.  This low, I'm starting to take any sort of lift I can find; and I settle for a knot or two.
I saw other gliders heading past me, bopping along in the clouds, while I'm struggling down low. The gliders that passed me were able to hang out at cloud base and keep flying at speed. I finally climbed out of the bottom of my flight, and got up to cloud base. When I got right under the clouds, it was much easier.  The gliders that passed me called in for their "four miles out" while I was at mile 22 from the end of the course.
When we got to the end of the task, we made it back to the airport where we started.  The conditions were perfect-looking.  All of the clouds were perfectly-shaped.  All of the clouds to the northwest looked much better than the clouds we just flew through.

Lessons learned for today:
  • I sure do like AT more than MAT.  When the CD decides what course we should fly, I can spend a lot more time trying to fly, and a lot less time trying to be creative in unfamiliar territory. 
  • There were two different times that I was sharing a thermal with another glider, and instead of following him, I took an extra turn.  By the time i finished that turn, he was gone.  This isn't always a recipe for success (leaching on somebody), but it certainly would have been better for me today! 

Here's a video of my flight track:

Now QQ is parked outside, tied down and covered against the elements.  It's forecasted to rain tomorrow. 

Sunday, May 12, 2019

2019 20m National Contest Day 1

I kinda suck at glider racing.  I'll be quick to admit. I'm here at the 20 meter multi-seat nationals contest, and I'm among a group of pilots who have a lot more cross country experience than I do.
I convinced two Skyline Soaring club members to come with me to Minnesota for the contest.  This involved taking QQ in a trailer for 2 straight days of driving; twenty hours of driving time.
Yesterday (Saturday) was the practice day.  It was grey and yucky, and I didn't fly the glider.  Today (Sunday), and it looked like one of the better soaring days I've seen in over a year.
2018 was a terrible soaring year. I had only one or two really good soaring days among all of the practical tests I administered, and all of the rainy weekends.  Maybe this year will be slightly better.
The morning started off with blue skies with only a little bit of overcast.  We assembled the glider and got to the grid by 11:30. I was the fifth to launch. I haven't put water in the glider very many times, so that was kind of new for me, too. Our ramp weight was somewhere around 1500 pounds.
I didn't really understand that the weather was just going to get better and better as the day went on, so once the task was open, I was off on the course.  The task started with a 5 mile start cylinder north of the airport.  I exited the start area on the backside of the course.  I made OK time north to the first turnpoint. I didn't see any gliders, so I assumed I was in the back of the pack.
Here's me leading the pack (in yellow)
I made it past the first turnpoint and still didn't see anybody.  The conditions didn't look that great; the clouds were getting big and I thought that the conditions were getting slightly overdeveloped.  At this point in my flight, I got to the lowest altitude, and started getting desperate for any sort of lift I could find.  I found something terrible, and limped up to a better altitude.  I saw the rest of the pack catch up to me at that point. 
Still ahead of everybody, but things get worse quickly
After the second turnpoint, the remainder of the day was the pilot's choice.  A type of task called a "MAT".  The pilot chooses which turnpoints he is going to fly to. All turnpoints are 1 statute radius circles.  Repeat as much as necessary to get the minimum time in the air.  Today's minimum time was 3 hours. 

I was rather overwhelmed with the task of finding new waypoints.  I also struggled with the flight computer, coming up with turnpoints that seemed OK, given the current conditions.  I thought the conditions to the north looked terrible, and it seemed to me that there were better-looking clouds to the southeast. 
We went south, and just kept going east to Austin MN.  I kept going upwind, east.  The conditions were getting much better now.  Anywhere I went, the thermals were at least 4 knots, and sometimes as strong as seven knots. 
Way out to the east, all by myself
I had a nice tailwind on the way home. I was the first to get back from the task. 
After dinner, the scores came in, and I'm not surprised, but also disappointed.  Seventh place out of seven.   Well of eight contestants.  The eighth guy hasn't started yet.   Well... at least I'm in the top ten?!

Areas where I feel I could use some improvement: 
  • I really suck at MAT tasks, and I need to get better at this. 
  • I'm not very good at figuring out which turnpoints are best to go to on a MAT day. 
  • I need to do a better job of flying faster when I've got water ballast. 
  • I need to spend more time cloud-streeting, if possible.  The winner for the day had one point where he had an average L/D of 159; and I never approached anything higher then 60. (He was flying under clouds and didn't have to turn). 
  • I shouldn't be impatient about starting.  There is a lot of strategy for choosing the best time to start, and I've never paid much attention to that. 
  • I should be more impatient with thermals that aren't giving me what I need; especially when I'm high and don't really need the lift. 
  • I should understand that the minimum time doesn't mean that the task has to be that time.  if there are opportunities for flying fast later in the day, then I should take those opportunities to increase average speed. 
  • I need to make sure that the water in my Camel back doesn't come from a hose, because that water tasted disgusting. 
  • Use more often and make better use of the subscription that I've paid for. 

Monday, January 7, 2019

Wave Soaring January 2019

2018 was a terrible soaring year.  Washington, DC recorded more rain than any other year in history. It seemed that every weekend was rainy and stormy, or cloudy and miserable.  For the most part, QQ sat in her trailer for the 2018 flying season.
Hopefully 2019 will be a better flying season. This past weekend was hopefully a signal that things are getting better.  Skyline Soaring Club put together an ad-hoc operation to fly on the 7th of January 2019, and it turned out to be a great soaring day. It was not always obvious that it was going to be a great soaring day.  Many of the sources of information that I use for soaring forecasts were disabled due to the latest Federal Government funding crisis. The NOAA's rucsoundings website showed me this apologetic message:

Normally, I view the NOAA's rucsoundings webpage to see if the following conditions are being forecasted for the day:

  • Wind strength at about 15+ knots at 2000-3000 feet. 
  • Wind direction around 315 (ideal), or 270 (very marginal), or 350 (very marginal)
  • Temperature inversion starting somewhere around mountaintop height or lower
  • Temperature inversion ends at a very high altitude; anything about 18,000 is not that important. 
As we did our morning briefing, I asked if anybody wanted to be a passenger for flying in QQ, and Pete Maynard raised his hand immediately.  We assembled QQ, installed the oxygen bottles (which I normally don't have installed during the summer months), installed the oxygen systems, put on my electric socks and all of my warm clothes, and I installed my male external catheter, just in case. 

QQ is assembled and ready to go
Our towpilot asked where we wanted to go.  I responded that we wanted to go to Signal Knob, at or around 3000 feet above airport elevation.   The flight computer did not report any winds, but corrected once we made a few turns. Either the flight computer was narrowing in on accuracy for the winds, or the winds weren't that strong yet. For the first 30 minutes of the flight there was lift, but it was turbulent, spotty, and erratic. 
Instead of immediately heading off to fly low and fast on the ridge, I wanted to connect with the wave.  Earlier sightings of the scrappy clouds we recognize as rotor clouds were proof enough to me that the wave was somewhere out there.  Pete and I were jostled around for 30 minutes in moderate to severe turbulence, grinding back and forth in front of the Massanutten mountain just south of Strasburg, VA. There were a few moments where I was sure we had made it into the wave, only to be thwarted with a downdraft erasing all of my temporary gains.  There were brief moments when I had full control deflection, and the glider didn't respond to the aileron control inputs. 

Grinding along the ridge, hoping to get into something that gets us up into wave
I gave up after 30 minutes of attempting to connect with the wave.  Without anybody to tell us that the ridge was reliable, and a flight computer indicating that the winds were only about 8 knots, I set course to fly along the ridge top anyway.  On some days, this is a bigger gamble than others.  Sometimes the wind is not strong enough to keep the glider from descending. I took the calculated risk, understanding that there are plenty of fields to land in if it didn't work out.  I've done it before! 
Good news! At about 500 feet above the mountaintops, I could maintain 80 knots of airspeed without descending.  Past experience with these ridges on days like this told me that if the wave wasn't achievable in Strasburg, then there was going to be a better chance above Short Mountain. Short Mountain is a 7 mile long ridge which is the mountain between Edinburg and Mount Jackson, VA. It is slightly upwind of the rest of the Massanutten mountain chain. There are days when the only way to get into the wave is from Short Mountain. 
Doing the quick jaunt south was definitely the right choice. Once we made the short upwind jump, the bone-jarring turbulence was gone, now reduced to mild annoying bumps.  I performed figure eight patterns on the upwind side of Short Mountain, and attempted to drive upwind into the wave at around 6500 feet MSL. 
At 6700 feet MSL, the mild annoying bumps turned into the most smooth air that could ever be described.  Once making that transition, words really fail to describe the joy of achieving that smooth air with strong steady lift.  It was after we got into the wave that we put on the oxygen masks and started taking pictures.

Climbing at 600 feet per minute over Edinburg, VA

Happy Piet in wave

Since I brought along the oxygen, this was a good time to put on the mask and to see just how high the wave lift will take us. 
Soapbox: The FAA mandates that oxygen mask usage must begin at 12,500 feet, but as a personal rule, I will start using oxygen at around 9000 to 10,000 feet. I have the oxygen system, it is extremely cheap to replace the air in the tank, there is no good reason to have a macho attitude about how high I can go without needing the oxygen. The brain loses its function with oxygen deprivation. Unfortunately, the brain is the only device that detects if is losing its function. An oxygen-deprived pilot will get stupider and not even realize it. Check out this video of an airman in a hypobaric chamber: the airman is trying to read out loud the cards in a deck with hilarious results in a controlled environment. If I were to exhibit the same results while performing the duties of a pilot, the results would not be nearly as comical.  
Pete in front, Piet in back. That's not confusing at all
On the way up, I occasionally took some photographs to document the victory. The rate of climb was steady at around 400 feet of climb every minute. We topped out this first climb at 12,000 feet. The winds were significantly stronger at this altitude. The flight computer indicated that winds were still from the northwest, but now at 51 knots. During our climb to 12,000 feet, the flight computer would occasionally show our ground speed as completely canceled out by the wind. If I slowed down a little bit more, the glider would be flying backwards into the wind, which the flight computer was nice enough to show as a negative ground speed. 
Once we topped out at 12,000 feet, I decided to head south to get some OLC points.  I wanted to get to Harrisonburg, VA, but was willing to see what kind of lift we could find along the way.  We contacted some strong smooth wave lift that took us to the highest altitude of 14,800 feet.  From this altitude, the lift got weaker, and hanging out here would not get us to cover any ground.  I turned south again. 
View of Winchester to the northeast of our position
With a right crosswind and good airspeed, we were occasionally flying along with a groundspeed of over 110 knots.  While cruising along in the wave, it is important to stay in the updraft, stay out of the downdraft, and more-or-less maintain heading.  Also the wave changes position, due to shifting winds, varying geography below, and just plain luck.  The key to flying like this is to make small course corrections.  When the lift disappears, make large course corrections; sometimes by 90 degrees into the wind. 
Several of the skiing trails were opened up at the Massanutten ski resort
We turned around near the Massanutten ski resort, and headed to the north. As we headed north, I tried to get the glider slightly further to the west, hoping that the wave lift would be stronger.  We bopped along with occasional course corrections to stay with the lift, and eventually made it to the West Virginia border.  Our most northerly position was at the border of Virginia and West Virginia. 
We could have flown for much longer, but the daylight was starting to run out.  By 15:30, I started thinking of returning to Front Royal with enough time that we would put the plane away with daylight remaining. It really is a burden to disassemble a glider in the dark. QQ is not legal to fly after sunset at 17:08.  After one last climb over the Alleghenies, we did a final downwind dash with 50 knots on the airspeed indicator, but 110 knots on the groundspeed.  By 15:55 we were over Front Royal at 10,000 feet.  I downdraft from the wave, and we descended in that air at about 500 feet per minute. We were on the ground by 16:09.  Sunset was 17:08. has a pretty animated graphic of our journey. has a lovely replay of our flight, too.

Of all the glider flights in the United States, ours was the one with the most points (from what I can tell).

This may sound impressive, but in reality this isn't such a big deal because there normally isn't much glider flying in the US on January 6th.

Here's the flight with the IGC trace:

Thanks for reading!

Wednesday, July 4, 2018

From Piet's Soaring Library -- July

The Soaring Flight Manual

I grew up in Arlington, Virginia. Both of my parents worked at the Library of Congress across the river in Washington DC.  My father had a massive collection of books, mostly religious books, but a few interesting military history books. Visitors would always marvel about how our small apartment in Arlington could manage to hold so many books. Zillions of them!
Books never had the same appeal to me as they did for my parents. Despite this, I still have managed to collect a library of books for at least one subject -- soaring. In my 30 years of soaring, I seem to have managed a small library that most of you have never heard about. I will share with you a review of each of these books in each monthly newsletter of Skylines.

Soaring Flight Manual, 1995 edition
This month's book from my Soaring Library will be the first book that I have ever owned about soaring:  The Soaring Flight Manual. I have owned two editions; one from 1984, and one from 1995.  This book review will be from the 1995 edition. You can not find this book in stores, but you might be able to find a used copy on Amazon's used books. The final copy of the Soaring Flight Manual in 1995.

Up until that date, this was the book that all of my flight instructors recommended that I purchase and study to prepare for the private pilot license. In 1986, that book was the standard for the knowledge required for the practical and knowledge tests.  After the book finished its publishing run, it still continued to be the go-to reference manual for all that your Soaring Pilot in the US could need to know.  As the years went on, soaring pilots needing a soaring book found it increasingly difficult to get a copy of the Soaring Flight Manual. There were no more in stock! The FAA Glider Flying Handbook had not yet been published until 2003.

In case you need to know how to use a barograph...
For many aspects of soaring, this book has been left behind with the progress of soaring as a sport.
Throughout this book's pages you can find references to how to use a barograph (this is how we recorded altitude gains before GPS), how to use the original E6B flight computer (which is basically a slide rule for doing calculations in flight), and what a pilot must do when approaching TCA airspace (found in the 1984 version of the SFM). The graybeards of this club will find these subjects familiar and comforting.  The rest of us might see it as a history lesson of how soaring used to be.

In case you ever need to know how to navigate
with an E-6B flight "computer"...
Despite this book being out of print for more than 23 years, the FAA still references this book as the official reference material of the private pilot practical test standards. The FAA's practical test standards were also from the last century, having been last updated in 1999. If you are horrified about the antiquity of the standard to which we test our private pilots, rest assured that the FAA is updating all of the Practical Test Standards. The Practical Test Standards will be replaced and renamed as the Airmen Certification Standards (ACS). Private Pilot Airplane Single Engine land was the first rating to require the ACS.  The FAA is creating a new ACS every few months. When the ACS for glider eventually gets published, it will probably reference the 2013 FAA Glider Flying Handbook instead of the Soaring Flight Manual.

As long as we are not focusing on the technology of navigation or flight records, not much has changed in soaring. With regard to the stick and rudder aspect of soaring, those things haven't changed.  The pictures in this book show the appropriate position on tow, with the tow plane's approximate position on the horizon.  A side slip is still used for strong crosswinds. You still need to do a pre-flight inspection on your glider before taking off, and you still have to be careful about weather.

Read this book if you want to...

  • Get a historical perspective of how soaring as a sport was done more than 20 years ago
  • Understand why a lot of the greybeards say the weird things they say
  • Want to understand how to use an E-6B whizzy-wheel flight computer
  • Learn how to use an old school barograph for making badge flights in the 1980s and 1990s. 

Piet would NOT recommend this book for...

  • Candidates studying for the practical test for any rating, even though it is listed as a reference in the current Practical Test Standards
  • Pilots who are on a budget, and can't afford books that don't immediately help them
  • Pilots who don't have any more shelf space for soaring books

Wednesday, May 16, 2018

Mifflin 20 Meter Multi-Seat Nationals Contest Day 1

JP Stewart and I are a team at the first 20 meter multi seat national glider competition.  I arrived on Sunday to very stormy weather. 
The practice day was cancelled due to rainy weather.  The first day was cancelled due to no lift, and an incoming thunderstorm. We had the chance to test out the water ballast system for QQ, calculating how much water we could put in it. Even though a few gliders launched on Monday,  was threatened by incoming thunderstorms.  

Tuesday came and looked bad, but better than Monday. The task was assigned, and the fleet launched at 12:45.  JP and i climbed in strong thermals following Karl Striedieck briefly.  We left the start cylinder on our own at the first opportunity. We cruised under cloud streets to get to the first turnpoint. 
That's the crowd lined up behind us. 
In a matter of moments, the 4 knot thermals disappeared and were replaced by huge dark angry clouds rapidly approaching. After circling with two other gliders, we gave up, and had a landing strip picked out.  The two other gliders were motor gliders. Those guys popped out their engines, and motored home. Since QQ is a pure glider, we landed at a private grass strip called Snook.  
Moments after the land-out, looking toward the angry weather

After landing, JP went to look for the owner while I stayed with QQ.  The rain started, accompanied with gusty winds.  I got into the glider to keep it from blowing away.  JP found a local resident who was watching the incoming storm on his radar, saw us land at the airstrip, and drove over to see if he could help.  The best way he could help us out would to be to block the wind a little bit.  I asked him to put his car in front of QQ's left wing to block it from the incoming wind, make it less tempted to fly away with a good gust.  JP put some tires on the lower wing. I stayed in the cockpit with the parachute on and the belts strapped, just in case all of our measures didn't keep the glider from flying away. JP stayed in the car, dry.  
The rain came at its strongest at that point. A little bit of hail... Maybe pea sized.  The whole time I was wondering if the hail was going to get bigger and start smashing the canopy.  I was also wondering why I chose this sport. I kept left rudder and left stick and forward stick, and I popped out the spoilers when the gusts got stronger. 
The storm passed after what seemed like forever in that cockpit. 

After the storm passed, I got this picture. 

Frank Banas showed up with my pickup and the QQ trailer to retrieve us.  What a sight for sore eyes!
We scored pretty well, because everybody else landed out, too. Believe it or not, if Tuesday's scoring counts (which isn't likely, since only one team made it around the course)  we could be in fifth place. I'm ready to do it all again today!  Unfortunately, the rest of the week looks like terrible weather.  
Panorama shot of the landout field, with me standing proudly

Sunday, February 4, 2018

Three Currency Flights

The FAA says I have to do three takeoffs and landings every 90 days, at least I have to do that if I want to give flight instruction or take passengers. It's been 92 days since my last 3 flights, so I took QQ out to Petersburg, WV for some quick flights around the patch to get that currency requirement all sorted out.

Thursday, October 26, 2017

360 View of a Winch Launch

I recently had some friends from out of town who wanted to see a winch launch.
So I took QQ out to Petersburg, WV and did 5 winch launches with them that day. I hooked up the 360fly camera to view the back seat passenger during the launch. Check this out!

Winch Launch at Petersburg, WV

1st Winch Launch with Scott Fairfield over Petersburg, WV. Be sure to scroll around so you can see Scott's face on launch!

Posted by Piet Barber on Wednesday, October 25, 2017
The soaring weather was awful, but at least it was smooth for the passengers. Of those 5 flights, I think my longest flight was 17 minutes.