Inside This Nside This Issue:issue: Big Big Spring RSpring .
Summer 2003 (Volume 42, No. 2)Capital Hang Gliding & Paragliding AssociationInside this issue:Big Spring Revisited - Page 5How to Thermal - Page 7Inner Art of Airmanship - Page 10More Custom Comms - Page 11Aerotowing at Highland Aerosports—Ridgely, MD
SkylineCapital Hang Gliding & Paragliding AssociationSummer 2003Pre-Flight by Ralph SickingerSO, the one question that I've been askedmore times than any other this summer is“Where have you been?”. I admit, I'vebeen “missing in action” for most of theseason, but not by choice. Let me tellyou about my Summer.To begin with, there's been this godawful weather we've been having. Normally, by this time of the year we're starting to ask ourselves “where has the Summer gone?” - I'm asking myself “Wherehas the Summer been?” April and Mayrained all the time, June and July wereeither blown-out or completely deadcalm. As a result, it's been difficult evenfinding flyable days. Then, when thereHAVE been flyable days, I've ended upmissing them anyway. Why? Well let'sjust see.mission (which have to come from Ohio),and another day to install it. I'm finallyable to pick the truck up at 6pm Fridaynight (and my glider, which has spent theweek sitting in the Parts Department'sstorage area), and head for home. Nearing the beltway, I hear a ticking soundcoming from the engine, and every timethe engine idles, the oil light comes on.April 22nd: Hooky Day at Woodstock!(I get a 5 minute extended sled in L&Vwinds.)April 27th: Looks like it's going to be agood day at the Pulpit, and I'm on myway. While cruising along I-270 nearGaithersburg, my transmission decides toeat itself, taking the clutch with it in theprocess. On off-duty policeman stopswithin two minutes, and offers to call atow truck for me. I take him up on hisoffer, and eventually get towed (with thehang glider still on top of my truck) toGaithersburg Isuzu. It takes them untilThursday to get a new clutch and trans-Now how much time does a vehiclespend idling between Rockville andBowie? At 6pm. on the beltway. on aFriday night. An hour and half later, thetruck is finally back in my driveway,where it is absolutely going to stay putuntil I can get it to my regular servicepeople. So, no flying this weekend either.Monday morning, I take my truck in.They tell me that it has “spun a rod bear-ContentsArticles:Big Spring Revisited. 5Thermalling Revisited . 7Inner Art of Airmanship . 10Custom Comms (Revisited) . 11Columns/Features:Pre-Flight. 2Prez-Sez. 3Coming Down to Earth . 4Schools, Dealers, Flight Parks . 6Wing Things . 15ing”; roughly translated that means “It'sdead, Jim”. I decide to rent a car fromEnterprise, until I can get myself a newtruck. Unfortunately, it seems that carmakers have forgotten that “SUV” standsfor Sport-Utility Vehicle. From where Istand, I don't see how the current crop of“soccer-mom mobiles” has anything todo with “sport”! After a week of fruitlesssearching, I decided that Ireally wanted to keep my baby,and found a place that wouldrebuild the engine for me.Three weeks later, I get mytruck back, and I'm finally mobile again!June 10th: Desperate to fly, Isuccumb to one of MadamePresident's hookie days, thisone at Ridgely. Again, onlysled rides. sigh Apparently,the Gods decide to smite mefor taking the day off; the nextday while I'm at work, a waterconnection under the kitchen sink comesapart, flooding the kitchen. And the garage underneath it. Where I keep myglider, and all the rest of my hang glidinggear. I came home Wednesday night anddiscovered that the fire department hadbroken the door down in order to let thepolice in. I spent the rest of the followingweekend moving wet things out of thehouse, getting the front door replaced,and trying to get the living room dried(See PRE-FLIGHT, on page 15)Capital Hang Gliding and Paragliding AssociationCHGPA represents hang glider and paraglider pilots from the Washington, DC mid-Atlanticregion. We are committed to the safety, growth and solidarity of hang gliding and paragliding.Board of Directors:President:VP-Treasurer:Secretary:Flight Director:Director at Large:Lauren TjadenCragin SheltonMike MacDonaldBrian Vant-HullMatthew Grahampresident@chgpa.orgvp treasurer@chgpa.orgsecretary@chgpa.orgflight director@chgpa.orgdatlarge@chgpa.orgSkyline Editor:Ralph Sickingerskyline@chgpa.orgWeb Master:Mark Cavanaughwebdev@chgpa.orgwww.chgpa.org— 2 —USHGA Chapter #3315914B Shady Grove Rd.#L-197Gaithersburg, MD20877-1315Telephone: 202.393.2854
SkylineCapital Hang Gliding & Paragliding AssociationSummer 2003Prez Sez by Lauren TjadenI had no idea what to say in my columnthis month. I have nothing profound toshare, certainly no words of wisdom. Iam no Tom, who can tell a new pilothow to prepare to launch at High Rock. Iam no Sunny, who has performed a zillion wing-oversand can land on the spot,whether tandem, ridden by atwo hundred pound woman,or alone, cruising in the latestrocket put out by Aeros.meted down with no more grace than abale of hay. She threw herself betweenthe ground and me, saving me from anyharm. However, while I strolled awaywithout a scratch, Ms. Target wasn’t soI slumped in front of the computer. I opened my hang gliding files and read some of thethings I have written over theyears, looking for inspiration.Some of my old posts mademe smile.Here is what I wrote about my firstmountain flight: For over an hour, Ms.T soared, and I remembered why I loveto fly. Sometimes I banked Ms. T hard,so she screamed around the turns, andthen I let her whisper around others. Istalled her a few times for fun, pushingher nose high until she quit flying anddived. I watched cows eat and the othergliders float. Paul zoomed by, screamingand waving. My sweet fifty four poundkite – an amazing machine – seemed tomove with no more effort than mythoughts.Some of the old posts made me wince.My first whack: I try to always landwith speed, but I don’t think I’ve everbeen quite as successful drumming upthat much pace before. When I tried totransition to standing up from the proneposition, I got a shock.The nose popped up whenI shifted my hands, withmore insistence than ahungry baby screaming.The ground looked ugly asa dog turd from twentyfeet high in a full blownstall. It never happenedthat way at the traininghill.I tried to pull in and getmy wings level, but it wastoo late. Ms. Target plum-lucky. I bent her downtube so bad itlooked like an old clothes hanger, and itappeared a Sumo wrestler had slept onher speedbar. I whacked her so hard thatshe wouldn’t even rest on my shouldersproperly while I carried her back – headdown in shame – to the group by thepicnic table.I cried when I glanced at the post Iwrote about Chad after we lost him: Hewould wake us by buzzing our tents withthe Dragonfly, a punishment for thosewho had overindulged by the bonfire thenight before. We learned to play spoons– a juvenile game of electricity andnerve. Chad could take enough voltageto stop an elephant’s heart, so I learnedthat I should drop out of the game early,because he was going to win anyhow.He always smelled like airplanes andmotorcycles, and that became the smellof happiness to me, the smell of Ridgely.Last Wednesday I flew High Rock,where you step off a cliff. Flying there islike what I dreamed about as a kid. It’smagic. You have a little kite and youjump off this huge rock, and then youfly, wings outstretched, a magic being. Isoared above the mountains, the lift sogenerous I could inspect the entire valleyat leisure. And then on the weekend Iexperienced my first XC, which was soshort but such an adventure.So, this is my brief history of hang gliding. This sport has brought me the greatest joys of my life – no exaggeration –and also, my greatest sorrows. I onlywish this part was an exaggeration. Ikeep thinking that someday I will healabout Chad and Terry, but I don’t knowwhen that might be.Nevertheless, I have felt alive. I havelearned to love the sight of cumulusclouds that billow softly, and I haveforged friendships that will outlast thesting of bitter, unhappy comments andmisty days where no lift can be found. Iam shocked, when I look in the mirror, tosee how old I really am, to see how mybody has aged, no matter what my heartfeels, no matter how young my spirit is.As my father advised, we are all going todie anyhow, it is only a natural progression of life. I am starting to realize howlimited my time is, even if I scrapethrough until the end. My time here issmall, all of our time here is small.This is what I mean now: you havemade this time special.This sport, and you guys,have provided the greatestfun, and yes, the greatestsorrows of my life. But Iwouldn’t have missed it,or you, for anything.With hopes that you fly tothe beach, or at least skyout, and that you inhalesome pure air. Watchsome damn pods of dolphins while you laughfrom the sky. LaurenPaul Tjaden at Slaughter Beach, Delaware Bay - photo by Lauren Tjaden—3—
SkylineCapital Hang Gliding & Paragliding AssociationSummer 2003Coming Down to Earth by Brian Vant-HullFlying the Crowded SkiesA flock of gliders spangled the sky andlaunch at Fisher's Road as a lead-in to thenight's festivities at the High Rock Fly-in.At some point a massive flush cycle setin, and gliders were stretched between theridge and LZ like a string of carnival pennants in a mad dash to get out of the skybefore the ground hit. Paul and Carlosdid a beatiful side-by-sidelanding that looked like it hadbeen choreographed. Awareness of the situation and a willingness to modify flight plansin response made for a safelanding.What goes for landing goes forthe ridge as well. There wasnot a lot of altitude to begained that day, which pressespilots close together both vertically and horizontally as theytry not to leave the lift band orstray too far from the LZ. Thesituation was much worse several yearsago when we were blessed with the rareoccurrence of the Pulpit ridge beingsoarable during the McConnellsburg Flyin. The conditions, infact, were much worse,with at least twice asmany gliders and amuch narrower liftband. With the Fly-incoming up again, this isa good opportunity toreview close quarters flying: additionalthoughts beyond the rules of the ridge.In order to stay up in thermally air, youneed to be very responsive and ready toturn as soon as you feel a bump. Efficient flying will not give you time tocompletely check out the area before youbegin to turn. If you are continuouslyaware of every glider in your immediatearea, you'll know if it's safe to start maneuvers (but you still look to clear yourturn!) To do some calculations, I'llswitch to metric: a hundred yards is ahundred meters, gliders fly at about 10meters per second. If a glider a hundredmeters away switches direction whenenough that if they begin to initiate a turnyou will have time to get out of the way.If you can't pass at a comfortable distancewhile staying in the lift band, reevaluateyour need to pass. If you pass above aglider, you must be far enough above thatif you hit sink before they do, you won'tsuddenly drop into sight right in front ofthem. And if you're coming head on andthey never look up at you, stay the heckaway. They may be fooling with theirharness or something. You simply cannot rely on the rules of the ridge to protect you.Remember that thermals also mean sink.Check this situation out for late nightwillies: two gliders heading towardseach other, but one is 50 feet above theother, so the lower pilot decides it's notworth the neck strain to keep looking up.Now the lower glider hits a thermalwhile the upper glider hits the surrounding sink. Suddenly you've got two pilotseyeball to eyeball. It happens. Especially if one glider is busy trying to thermal so can't track the oncoming glidercontinuously. You both must instinctively turn to the right (rules of theridge), even if it means one of you endsup in the trees. Better than amiddair.If you are continuously aware of everyglider in your immediate area, you'llknow if it's safe to start maneuvers Clear your turnsEveryone has heard this rule, crucial because we can't hear anyone around us,and we don't fly with rear-view mirrors.But even in glass-off, in a crowded skythe rule is barely adequate. For smoothwinds we might write "For God's sake,AT THE VERY LEAST clear your turns".But for thermally air this doesn't evencome close to being enough. Keep track of EVERY glider within ahundred yards of you, updating constantlyyou're not looking, you have a relativespeed of 20 meters per second: you'll beon top of each other in 5 seconds!(Crabbing into the wind reduces ridgespeed, but not everyone is crabbing all ofthe time). This is why a continous updateis a must. It also explains why you stilllook in the direction you are turning before you turn, as gliders can pop into existence quickly. While passing, if the other pilot doesnot or cannot make eye contact whileyou are approaching, pass with a wideberth.When coming up behind gliders, youmust go far around or far below: far— 4 —Finally, if you get nervous,just go ahead and land.Crowded skies usually meanplenty of vehicles going upand down. You can alwaysrun back up and prepare to be the firstone in the sky for the evening glass off.
SkylineCapital Hang Gliding & Paragliding AssociationBig Spring RevisitedWalking Tall - Part IILast year, Dave Proctor and I flew in theUS Open in Big Spring, Texas and BruceEngen was there to free-fly and drive forus. The weather was terrific. We flew 7out of 8 days and picked up lots of airtime and XC miles. Dave Proctor couldn’t make it this time due to his knee surgery.However, Bruce came along to fly in themeet and John Claytor joined us for hisfirst western flying experience. Littledid we know that this would be an epictrip, exceeding all reasonable flying expectations.We arrived Friday night. Saturday was apractice day, and the meet would run forseven days from Sunday to Saturday. OnSaturday, winds were fairly strong fromthe south. Pilots flying there the pastweek reported high cloudbases and turbulent lift due to the winds blowing apartthe thermals. While killing time at theairport, I met a local who ran a used carbusiness. When I mentioned that weneeded to hire a driver, he told me to callhim in the morning and he would giveme a list of retirees in the area that heused occasionally as drivers. The nextmorning, true to his word, he gave me alist of four drivers, and one of them, CarlBacon, agreed to drive for us. He livednear Big Spring his whole life and had ajob servicing oil wells all around thearea. He turned out to be a great driver,and I never came close to breaking downbefore Carl arrived.We hung out until around 4:30 pm whenthings seemed to die down. Lift was stillstrong and I had a nice check out flightof about an hour, getting to 9,000 msl(roughly 6,500 agl). That night, the townhosted a dinner for us at the airport.Also, there were lots of signs aroundwelcoming hang glider pilots to BigSpring. You would have thought thatthousands of pilots were coming, not just55 entries.Day 1: The first day of the meet, windsseemed strong, but the task committeecalled a challenging 60 mile triangle.Like the rest of the days of the meet, thefirst leg would be somewhat downwind,the second leg would be primarily crosswind and the third leg upwind. Johnflew to the first turnpoint in recordbreaking time and then landed for 22.4miles, happy with how he handled thetough western air. Bruce and I made thefirst two turnpoints. Bruce had over 40miles and I landed with 55 miles. Agreat day with 1000 on the averagerand gains to 10,800 msl – more than8,000 agl. Not a bad start to the trip.Day 2: With the strong winds aloft, thetask committee called a 104 mile downwind task to the municipal airport inLevelland, Texas. Now, I am not complaining, but last year on a 150 mile task,I landed ½ mile from that airport for mypersonal distance record. I guess I wouldstill be setting a personal record if I madethe task.Once again, John set out like a rocketwhile Bruce and I took our times. I proceeded to chase clouds farther and farther off course until 50 miles into theflight I didn’t know where I really was,but knew that I had better get up if Iwanted to be found in the rolling canyons that I was flying over. It took 30minutes or so, but I finally climbed upand tried to get back on course. Fromthen on, things went quickly. Lift wasstrong to the high cloud bases and liftwas there when I needed it. Finally, at6:00 pm, 6 miles out from goal and downto 1,500 agl, I found a boomer to take meway higher than necessary to make goal.Although it wasn’t smart racing, I justwanted to enjoy the day and making goalon a 104 mile task! Bruce had landedabout 60 miles out and had been pickedup by Carl.Arriving over the airport, I radioed Bruceto say I made goal, but had not heardfrom John since he was 70 miles fromgoal. But spiraling down, I saw his kingposted TRX in the LZ. Not only hadJohn made goal (smashing his pr of 35miles) but his time was faster than mine!Great flying on his part. Two great days—5—Summer 2003 by Tom McGowanin a row.Day 3: A 74 mile triangle. The forecasthad a higher chance of over development. Bruce and I had very similarflights. For me, I got very low trying toget around a small rain cloud and driftedfar downwind of the course line for almost 10 miles before climbing up to basein a boomer. From then on, it was climb1000 up, glide, 1000 up, glide . Because I was so slow on the first leg, bythe time I got to the second turn point,the day was dying. I tried to work asmall thermal at the turnpoint, but couldn’t climb out. I then saw Bruce for thefirst time all day landing right below me.Since I had 100 feet on him, I glided0.25 miles farther to smoke him for theday, getting 45.5 miles. John, on theother hand, had blazed by both of us andhad gotten to the second turnpoint 10minutes ahead of us. That made a bigdifference as he porpoise flew 10 milesback towards goal along a line of dustdevils, never turning but climbing 3,000feet in the process. Another stellar dayfor John getting around 56 miles.Day 4: A Dog Leg, but a secondary taskso I don’t know the miles. A largerchance of T-Storms today. Today, Iwanted to keep up with John. Afterbreaking a couple of weaklinks I wasfinally up. John was further out oncourse radioing the that clouds ahead ofme were working, so I kept pushing itacross blue stretches to the few smallclouds along the course line. Of course,later John would say that he was 5 milesto my south under a solid cloud streetwhile I was flying in mostly blue skies.Nevertheless, pushing on was the thingto do as I stayed high while only climbing in the good lift. 10 miles from thefirst turnpoint, John had landed, still tothe south. I pushed on the turn point andclimbed out 7,000 ft in another big thermal. Looking to goal, all you could seewas a line of Cu-Nims. They could havebeen 10 miles past goal or 50 miles, but Ididn’t see the need to take the chance ofa gust front or rain, so I glided in thedirection of the airport (picking up some(Continued on page 6)
SkylineCapital Hang Gliding & Paragliding AssociationSummer 2003(Continued from page 5)miles as this was 45 degrees off course) to stay under some niceclouds and away from the storms. Once again, when I was 300 agl,I saw Bruce for the first time that flight. He landed while I was ableto fly 200 yards past him to win the day among the Virginia boys.Day 5: A 57.2 Mile Out and Return. A great looking day as conditions were drying up. I raced out on course only to get low 10miles out. Then even lower. I was unzipped, about three phonepoles high when I hit a bubble. Not a good bubble, so I lost itquickly and chased it down wind maintaining at best. The twomore bubbles, but they are violent enough to spin my vario off thedown tube. Now to get up, I have to fly with one hand on the downtube holding the vario and one on the base tube. After 30 minutesof this, I have drifted 10 miles and had been sucked into a beauty ofa thermal, climbing to base. My lowest save ever! With that confidence, I pushed on and made goal after gliding from 12 miles outand 11,000 msl (about 9k agl). John landed just short of the firstturn point, and Bruce landed a few miles on the way back. With apromise of better weather to come, I doubled my dose of ibuprofen.Day 6: A 74 mile triangle. What can I say. More of the same. Biglift with some clouds. We finally flew a task similar to the tasksflown last year. I remembered which fields worked last year andthey were still working, so I pushed fast to the first turnpoint. Iactually caught some gliders there. I rode the strongest thermal ofthe trip between the first and second turnpoints while John landedon the field below. I obviously have not gotten used to the rowdyair over the past week. Still, lift goes to 12k so I make good timeand was in position to make an attempt to goal. But after 3 ½hours, I am beat and land for 60 miles. After breaking down, thetables are turned and Bruce flies over my head for 61 miles.Day 7: 77 mile Out and Return. The weather forecast for today isthe best of the entire meet, but Gary Osoba suggests a late start. Ihit the start circle at 3:00 at 11,000 msl and start gliding. The day isblue, but clouds form just when I need them. I feel like I am making good time, although I see a few gliders pass me and go directlytowards the turn point. I finally get there just in time for the cloudsaround the turnpoint to dry up. It takes me a while to get goingagain, but then I try to push quickly to goal. However, the day isquickly dying. At 10,000 msl and 16 miles out, I don’t have it. Itry for a few late clouds but end up landing for 71 miles. Brucelands at the turnpoint for 38 miles and John gets about 15.For me, 27 hours for the meet with 430 miles. About the same airtime as last year, but 80 more miles. Probably a combination ofbetter conditions and trying to fly more along the course line. Anyway, a fantastic meet. John sets PRs for distance, duration, andaltitude. Bruce sets a PR for out and back mileage.The only thing I would change is the food. Seems almost everyrestaurant is Mexican. Our bodies needed four days to adjust to allthat refried beans! We had use of the hangar again. That meantthat we could keep our gliders set up overnight or set up in theshade in the morning. If you like flying, Big Spring seems to be theplace. You can find me there next year.— 6 —Schools, Dealers and Flight ParksBlue Sky Flight Park(Steve Wendt)540.432.6557 or 804.241.4324www.blueskyhg.come: blueskyhg@yahoo.comMinutes from Richmond, home of Blue Sky hang gliding schooland Manquin AT. Quality instruction, sewing and repairs.Scooter tow, truck tow, aerotow and foot launch lessons. Dealerfor Wills Wing, Moyes, US Aeros, Mosquito and Doodlebugpowered harnesses. A full line of custom accessories are available. Camp, golf and fly. Paragliding towing also available.Highland Aerosports Flight Park(Sunny Venesky & Adam Elchin)410.634.2700www.aerosports.netOffers tandem instruction, solo aerotows, and equipment salesand service for Aeros, Airwave, Moyes, Wills Wing, High Energy, Flytec, Brauniger and more. For more information, pleasevisit our website.Kitty Hawk Kites1.800.334.4777www.kittyhawk.comTeaching the world to fly since 1974. Certified instruction fromthe sand dunes to tandem towing. Full service flight park featuring towing behind a Dragonfly aerotug. Dealer for all majormanufacturers and a full service shop. Lesson packages andcamps available. Open year round. Lessons daily.Maryland School of Hang Gliding Inc.(Richard Hays)410.527.0975www.mshg.come: mshgflyer@hotmail.comCertified instruction: 25 years experience. Richard Hays is aUSHGA advanced rated Instructor-Examiner. Specializing infoot launch flight utilizing Wills Wing Falcons and radios forinstruction. Authorized dealer for Moyes, Wills Wing, Airwave,High Energy Sports. New and used gliders in stock. Balt./Wash.Oldest Wills Wing dealer. Seven training sites within one hourdrive of Baltimore.Silver Wings(John 65Authorized dealer for Wills Wing, PacAir, UP, and Seedwings.He represents Ball, Sentek, Litek, High Energy, BRS, Blackhawk and many other hang gliding equipment manufacturers.New and used gliders in stock. Demo flights available. Quality,responsible service.
SkylineCapital Hang Gliding & Paragliding AssociationThermalling RevisitedSummer 2003 by Larry HuffmanOver the years I've had a number of pilots ask me how they could improve theirclimb rate in thermals so I have spentquite a bit of time trying to arrive at ananswer. This article is an attempt to present my conclusions. I have includedhere some of an earlier article of minethat appeared in the Capitol Club newsletter, and you can access the originalone n InitiationAs we approach a thermal we commonlyencounter an increase in turbulence, sink,and sometimes small bits of lift that feellike a thermal. These small bits of liftaren't usually workable but the bettercore is almost certainly near by. Usuallyif you are in lift for 2 - 3 seconds it is bigenough to turn in and some pilots evencount as they enter lift to decide when toturn. Upon entering lift that is largeenough to turn in it is usually prudent tomake a hard aggressive turn. Even inlight lift this can help to establish yourself inside the thermal. Once inside itmay be necessary to slow down and reduce your bank angle but it is importantto stay in the lift. A few seconds of hardmaneuvering in lift is far better than thesmoothest flying outside the lift.Bank AngleFor years we have been told that manypilots do not turn tightly enough. Fromobservation I have seen that most pilotswill occasionally turn steeper and therefore tighter if they have to but not necessarily when they should. There are stillsome pilots who insist that turning flatand efficiently is the best way to thermal.While this may be the case at times, mostoften it is flatly untrue.To illustrate the error of this flat-turningview I will use the accompanying graph.The graph shows half of the cross sections of three different thermals1 to illustrate the radius of each one. If we look atthe three thermal profiles we can see thatthe lift gets stronger as we near the center of each one. This is known as theclimb gradient. In addition, at the bottomFigure 1: Turning Profilesof the illustration there is a black turningpolar2 for our sample glider. This polarcompares the sink rate and turning radiusof our sample glider at different bankangles while in still air. Then we plot theturning polars (dashed lines) in relationship to each corresponding thermal profile and we can see what the optimumbank angle is for that particular thermal.This means that for each thermal andglider/pilot combination there is a precise bank angle that will result in the bestclimb rate.Too many pilots circle at the minimumbank angle that they can use to stay inthe thermal. because they believe that theshallower bank and slower the speed willmake their glider more efficient. The realtruth is that pilots should be turningsteeper more often than just when theyfind those "bullet thermals ".In the following chart are the raw numbers of what the climb rate will be ineach of our sample thermals for a number of bank angles. The numbers in red(Continued on page 8)—7—
SkylineCapital Hang Gliding & Paragliding Association(Continued from page 7)show what the approximate bank angle forour thermal /glider combination should bein each case . In all three examples wecould climb at a very shallow bank anglebut it would not be our best climb. We canalso see that being off a few degrees doesnot carry too much of a penalty but whenit is 10 degrees or more our climb can bepilot hitting lift at about the 7:00 o'clockposition of the thermal. As the left wingcomes up our pilot starts a turn to the leftto enter the thermal. From the entry atpoint A the lift will continue to increaseuntil its peak at point B. After passingthrough point B the lift will begin to decrease as our pilot flies away from thecenter. At this point it is prudent toBank Angle InDegreesWeak ThermalClimb RateWide ThermalClimb RateStrong ThermalClimb Rate15186 fpm518 fpm573 fpm20231 fpm538 fpm682 fpm25257 fpm547 fpm744 fpm30259 fpm539 fpm771 fpm35255 fpm511 fpm784 fpm40210 fpm485 fpm782 fpmTable 1: Climb Rate vs. Bank Anglesignificantly degraded.If we compare the best climb for eachthermal with the climb for 15 degrees wefind that we have a 29% reduction inclimb in the weak thermal, 22% in thestrong thermal, and 5 1/2% for the widethermal. Look again at the weak thermal.That means that if two pilots started together and the pilot flying at 30 degreesgained 1000 feet, the one flying at 15 degrees would be 290 feet below our pilotat 1000 feet.sharply increase the bank angle to reducethe turn radius in order to get quickly backto the stronger lift. At C the lift will beginto increase again so it is time to reduce thebank to extend the circle into the strongerlift. At D the lift will begin to decreaseslightly making it necessary to increasethe bank angle again but not as much asour pilot did back at B. A constant rateturn (the inner dashed circle) will keepthe glider centered in the best lift at leastCenteringThere are a number of ways to center ina thermal but I will describe the one thatI prefer. While in lift pay close attentionto where the lift increases and decreases. As the lift increases fly a shallower bank angle to extend your flightpath farther into the stronger portion ofthe thermal. When the lift begins todecrease turn tighter to return to thestronger portion. In my experience thisis the fastest method for centering, however, it should be considered only as afundamental method
Summer 2003 (Volume 42, No. 2) Capital Hang Gliding & Paragliding Association Inside this nside this issue:issue: Big Big Spring RSpring Revisitedvisited - Page 5age 5 How to Thermalhermal - Page 7 Innnner Arter Art of AirmanshipAirmansh
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H Baywatch (‘17, Com.) (Dwayne Johnson, Zac Efron, Priyanka Chopra.) Elite lifeguards must save the . The Inside Story (N) HHH American Gangster (‘07, Cri. Dra.) (Denzel Washington, Russell Crowe, Chiwetel Ejiofor.) A chauf- . TRUTV Inside Jokes Inside Jokes Inside Jokes Inside Jokes Inside Jokes Inside Jokes HH Ride Along (‘14, .
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Inside the Mind of Today’s Candidate 3 90 % are open to new job opportunities feel flattered when recruiters reach out 63 % Career FOMO (fear of missing out) is a real thing.1 Candidates want to avoid the bad feeling of losing a dream opportunity, so they’re willing to hear you out.
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Club leaders will get tickets for their clubs. 4-H families should go through their club leader to ob-tain tickets. 4-H Club leaders will be given one book of raffle tickets per family in their club to start with at the Annual Meeting. You can have more tickets right away or stop at
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