Soaring Report for October 24, 1999

According to Dave Cherkus, Saturday's operation consisted of one flight, a 4k tow in the Blanik with Desi Hamvas as pilot, Mike Estrada as tow pilot, and Mike Estrada's friend Mike as the happy passenger. Conditions were quite mixed, with variable winds from varying directions and varying amounts of clouds. The one flight occurred in a relatively calm and quite clear period in mid-afternoon.

Tom Matthews reports that Suresh Pajaniradja was awarded his "B" and "C" badges this weekend. He is working hard on spot landings and should be ready for a sign off for his private license soon. Joe Schena was signed off for his commercial rating in gliders this weekend. Coincidentally [at least I think it's a coincidence], he has finished training and is now First Officer on 727s. What's the sink speed on a 727, Joe?

(The question was tongue-in-cheek, but Joe responded:)

Actually, that speed is calculated for every flight. Best L/D just happens to yield best Rate of Climb with an engine out. It also is used for the most fuel efficient descent at idle power. The speed varies from around 220 when light to 260 when heavy. Sink will be around 2000 fpm depending on weight, although it is not calculated in advance like the speed is. I have yet to see a thermal lift the aircraft; however, I have been in some wave that has caused us to pull the power way back so as not to go too fast.

Joe

- John Fallon

Arnd in Arizona Again

I'm back in Phoenix for a couple of days and even though I managed to catch a cold in Boston, I've not been able to keep away from the gliderport.

There is a high sitting over Phoenix and the light surface winds as well as winds aloft have not helped this stable air disappear.

On Saturday 4 other private glass drivers showed up at the gliderport and we hyped each other up with talk of a 300Km flight. Our optimism disappeared immediately after takeoff at 13:00 with only the occasional lurch disturbing the otherwise calm air. After working a very narrow 1 Knot thermal from release (1000' agl) which only netted less than a half knot of climb, we found some better lift and headed bravely towards the hills to the northwest of Turf. The lift became stronger and went all the way to 6000' msl (4400 agl) and that was enough to bunny-hop across the foothills and make it to Wickenburg (50Km). Others pressed ahead towards Aguila while I returned and one of our party decided to inspect the runway at Wickenburg. The Wickenburg airport has several thousand feet of paved runway, but has a very strong slope downwards from the west towards the east. Bill told us that he'd forgotten his sectional and didn't know the frequency, but there were 3 power planes doing touch and goes towards the east (downhill). Bill knew that he couldn't land in that direction so went to the east end of the runway and landed short towards the west. Shortly after landing a Lear buzzed by and landed to the west, discharged a passenger and took off again towards the east. Certainly not an enviable position for Bill, as he was still on the runway!

Sunday was less interesting, I had a flight of just about an hour and my highest altitude was at 1600' - my release altitude.

-Arnd.