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Training

This category is for training information from the instructor panel.

Posted by on in Training
I heard a few post flight conversations lately - that's why I am writing this:

Did this happen to you recently or regularly?
You fly along between thermals and all off a sudden your variometer goes ooorrff.
"Beaut" you think and you start to turn, only to find that you turned into sink. And not just a little bit of sink. No, a whole lot of going doooown - you just lost 150 feet in that turn!

"Sink makes you think" and maybe doubt your ability, but: "You can't be that wrong all the time!"
OK, for starters you should fly by feel and not just by what your variometer tells you. Varios like to tell lies at times - if you let them.

My remedy for "instrument pilots" is to blind off instruments on the panel in the front seat of a two seater, turn the variometer sound down and "make" you listen to the sound of the airspeed and feel the air and sensations of micro g-forces instead of just being an IFR pilot.
The "snaking" S-bend manoeuvre instead of flying a whole turn is also highly advisable to avoid reducing your xcountry speed unnecessarily.

But back to the variometer system:
The total energy compensation might be "out" in your glider. This might be very likely if you find that you did not feel any lift but your variometer is still going ooorrrff on a regular basis. Hint: there is no thermal if your altimeter does not go up after you established thermal speed.

There are certain atmospheric conditions that create a lot of horizontal gusts and lure you into turning when you really shouldn't.
The effects of horizontal gusts on a variometer system with incorrect compensation will be magnified and result in a lot of false readings.

Type "horizontal gusts variometer" into Google and you will find pages and pages of information on the influence of gusts on variometer systems.
Electronic accelerometers and specialised algorithms were implemented in electronic variometers as a result  of research findings.
The research happened about 6-7 years ago in the "Akaflieg" (groups of aerodynamical engineering students from individual German Technical Universities).
This should be the end of phantom lift! Not quite.
 
New varios such as the LXNav or ClearNav systems are using accelerometers and algorithms for the last 2-3 years to compensate the effects of gusts and reduce the resulting false vario indications. The hardware accelerometers were in the instrument since they were built. New firmware did activate and made use of the accelerometer data more recently.
 
However, these newer variometer systems still require proper compensation. Just as "older" systems like the Cambridge or Borgelt system or even the mechanical Winter / Sage / Boli variometer.
Newer variometer systems are able to be entirely electronically compensated. In this case the variometer plumbs only into the static and total pressure system - no TE-Probe required. The computer does the rest, end of story - you might think. Not quite!
 
It is always imperative to have a fault free static and total pressure system. No leaks, kinks, sharp bends, dust, oil, water or insects in the system!
Pressure ports have to be in the correct location as well. The computer will do all the compensation as programmed (adjusted). But remember: garbage in - garbage out! A computer can't rectify problems that are caused by hardware that is not working correctly.
 
The preferred method of total energy compensation is still by the means of a "TE-Probe" - no matter if the system is old or new.
 
If your glider has got a "TE-Probe" or is entirely electronically compensated - you can check its function by following the steps below.
Esa-systems also provides info about "probe manipulation". But: filing off or extending, widening or reducing should only be done as a last resort after making sure that the pneumatic plumbing of the glider is fault free!
(Taken from http://www.esa-systems.com/index_en.html - "ze Germans did it again..")
In a nutshell: the variometer should never give a positive reading during a pull up. If it does - check the plumbing system first! Might be as simple as: do you really need six connectors / joiners / T or Y pieces between the port and instrument?
 
Mr Borgelt did a write up as well - but Esa's is more concise and included a neat diagram! (a picture is worth a thousand words)
 
For a reliable check, it is necessary to conduct the flights in absolutely calm air (first sufficient light prior to or at sunrise, no wind). Check flights do require some experience, and the instrument readings should be, if feasible, recorded by a video camera. This would help to eliminate interpretations influenced by emotions . Normally esa-systems probes and venturi tubes are perfectly compensated and do not need any readjustment. In exceptional cases of over- or undercompensation, depending on the particular glider, adapting the probe may be necessary. The sketch will help to interpret the variometer readout correctly.

 
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Posted by on in Training

Hello Club Members!
We have a gliding week @ Warwick from the 4th to the 11th October 2014.
Come out for the week, a few days or even just a day.
SeeYou then
Erich


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Posted by on in Training

 

Nick McCloud from SAILPLANE & GLIDING


a circuit is not just a circuit, 
it’s an opportunity to perfect your skills

WITH EVERY LAUNCH we will perform a landing. And that landing will colour our perception of the entire flight. For should that landing go bad, we will soon forget the climb to cloud-base, the spectacular views, the feats of derring-do, the local sightseeing tour, the 100/200 km triangle, the gentle but progressive wave lift or the off-the-clock thermals. And good landings start, as we all know, with good circuits.... read on!

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Nigel Andrews (23.06.2014 12:56:00):

Hi All,

Just thought I would pass on some trade secrets so as to give you all a fighting chance when I come out and flog the distance record – I hate to see grown men cry – the girls I would expect it. ..read on!

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Posted by on in Training

I’d first of all like to thank the club for the opportunity at the $500 junior scholarship on offer, it is a great opportunity to expand the amazing sport that is gliding to juniors. The Warwick Gliding Club offers excellence facilities and is full of amazing people, best of all we even get to go flying. Since joining the club I would highly recommend gliding as the perfect sport for any aviator particularly juniors as it is by far the best sport that anyone could dream of. In order to gain this scholarship I was asked to write a blog of my gliding experiences, so here goes.

Since starting gliding as a birthday present about six months ago, every flight has been one of the greatest experiences of my life. There has never been a second where I haven’t learnt anything and I feel that won’t change any time soon. Even though there has been a few rough days where I looked a bit green I can honestly say that learning to fly has been one of the most rewarding hobbies I could imagine. The best moment out of my flights would have to be just a few weeks ago where we reached 10,000 feet which gave me an entirely new perspective to just how small we really are. Also back when I had just begun to learn the controls and we stumbled upon a group of about 13 eagles, never thought I’d see that.

Gliding has also given my an insight into my dream of becoming a pilot in the defence force and everything seemed to come together during my work experience at the Army air base at Oakey in the Blackhawk simulator. Just learning the basic principles of flying meant that I had a far better go at this technology and also made it a hell of a lot more fun than crashing into the ground every 5 seconds like the rest of the group. The freedom of flying is out of this world and I was surprised when I realized how relatable it was to both school and my other hobbies.

Physics isn’t such a drag anymore and I find that I can even relate a lot of it back to aviation, that and I always find myself looking up at the sky seeing whether or not the conditions up there would be any good. The experiences I have gained in just the last few months overcome any video game or school sports I could think of. Also throughout the process of learning to fly it has become apparent that my dream of becoming a pilot in the Air Force might even be possible, and it gives me something to strive towards. After reading through ‘Basic Gliding Knowledge’ what feels like a million times I can say that I know CHAOTIC off by heart and despite what Sydney might think I actually do remember pitch, roll and yaw even though it took me a couple of weeks.

Even though I still keep finding myself getting thrown out of thermals I can confidently say that I have improved beyond my wildest dreams and I never thought that I would be able to get my hands on the controls let alone fly the thing. Because of the stage I am in at school the teachers have been asking us what we wanted to do after school throughout the year, at first I said I want to join the defence force, the next term I said I wanted to join the Air Force. Leading up to work experience all I said was that I wanted to fly, but when they asked me on Friday I replied with, ‘I wanna fly fast.’ So I guess you could say I’m well and truly hooked and yes I’m trying to get all of my friends up in the air with me. So I’d just like to thank all of the instructors, tow pilots, my parents and all of the members in general for their support and someday I hope to go cross-country with all of you.

Adam Sinden.

Tagged in: blog juniors solo Thank You
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Posted by on in Training

Advanced Soaring Made Easy

Theoretical knowledge of soaring flight could be considered absolutely essential if you would like to progress further in gliding. ...read on!

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Posted by on in Training

For those that haven't heard yet:

http://www.owp.us/Johnson/CirclingTheHolighausWay.pdf

It pays to fly "clean" at all times since gliding races are won by those that spend the least amount of time flying in circles.
Might as well do it right and not waste time circling.

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