Air Currents October 2000
News Bulletin Board
ARIZONA SOARING ASSOCIATION
The Arizona Soaring Association is a chapter of the Soaring Society of America. It is a non-profit corporation in the State of Arizona for the purpose of fostering the sport and science of soaring and educating the public on motorless flight in Arizona.
|Vice President||Gary Hedges||480-314-9427||Hedgesp9@aol.com|
|Aircraft Manager||Jeff Reynoldsemail@example.com|
|Contest Manager||Tony Smolderfirstname.lastname@example.org|
|Social Director||Bob Blakemoreemail@example.com|
|Saftey Director||Gary Hedges||480-314-9427||Hedgesp9@aol.com|
|Airspace Advisor||Mike McNultyfirstname.lastname@example.org|
|Newsletter Editor||Carol Pattersonemail@example.com|
|WebSite Administrator||Jim Taglianifirstname.lastname@example.org|
|Legal Advisor||Peter VanCamp||623-896-9413||n/a|
|Program Directors||Bob Thompsonemail@example.com|
Tuesday November 28, 7pm General Membership Meeting Barros Pizza - Coral Gables & 7th Street, Phoenix Tuesday, November 7, 7pm Board Meeting Barros Pizza - Coral Gables & 7th Street, Phoenix
Annual Christmas Party is December 9th !! Thanks to Susan & Bob von Hellens Details coming soon!
ASA Statistical Data for October 2000 Web site: http://www.glider.com/asa Current Membership Count 101, Reciprocal Newsletters 10, Air Currents Circulation for October, 2000 AIR CURRENTS is published monthly but the Arizona Soaring Association to disseminate news, opinion, education and items of interest to members. The subscription rate for non-members is $20/yr. Complimentary copies are mailed to: editors of sister publications on an exchange basis, regular members, advertisers, and non-members who have contributed materials for publication. Articles on any subject pertaining to soaring are welcome. Electronic submissions by Email, modem or IBM compatible floppy disk are preferred. Typed or clearly hand written submissions are also acceptable. Please submit to: Air Currents, c/o Carol Patterson 8903 W. Salter; Peoria, AZ 85283 623 561-5454. firstname.lastname@example.org ADVERTISING POLICY: Non-commercial advertising from ASA members will be printed without charge. Other advertising will be printed, on a space available basis, at the following rates: full page, $10; half page, $5; less than half page,
I have inserted 2 accident reports from the NTSB at www.nstb.gov. Suggestions are always welcome!
NTSB Identification: NYC01LA020 Accident occurred OCT-21-00 at SHIRLEY, NY Aircraft: Schweizer SGS 2-33A, registration: N2055T Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On October 21, 2000, about 1330 Eastern Daylight Time, a Schweizer SGS 2-33A glider, N2055T, was substantially damaged during an off airport landing near Brookhaven Airport (HWV), Shirley, New York. The pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91. The pilot stated that he departed HWV about 1300. About 1330, he was approximately 2 miles south of the airport at an altitude of 2,000 feet. The pilot was returning for landing when he encountered downdrafts. He thought that he would not be able to make the airport, and elected to land in a field. While on approach to the field, about 300 feet above the ground, the pilot encountered another downdraft. The glider impacted trees on the approach end of the field, and sustained substantial damage to the horizontal stabilizer and wing spars. Examination of the wreckage by a Federal Aviation Administration inspector did not reveal any pre-impact mechanical malfunctions, nor did the pilot report any. The reported wind at HWV, at 1256, was from 210 degrees at 11 knots, gusting to 16 knots.
NTSB Identification: CHI01LA007 Accident occurred OCT-11-00 at HIGHLAND, IL Aircraft: Schweizer SGS 2-33A, registration: N2060T Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On October 11, 2000, about 1515 central daylight time, a Schweizer SGS 2-33A, N2060T, piloted by a private pilot candidate with a pilot examiner aboard, sustained substantial damage on contact with terrain during a landing near Highland-Winet Airport (H07), near Highland, Illinois. The Federal Aviation Administration (FAA) private pilot checkride was operating under the provisions of 14 CFR Part 91 and was not on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The privat e pilot candidate and FAA examiner were uninjured. The local flight originated from H07 at 1510.
The meeting was held at Barros Pizza, Coral Gables & 7th St. Phoenix, Arizona
Attending Board Members: Rick Rubscha Mike McNulty Gary Hedges Mike Stringfellow Jim Tagliani Owen Jones Jeff Reynolds
Guests: Peter Van Camp Lala Van Camp Kirk Stant President Rick Rubscha called the meeting to order at 7:05 p.m.
Treasurer McNulty reported that we had received income of $1,082 over expenses by August 1st and that the checking account now had a balance of $3,800. The money market account was almost unchanged at $11,300.
Ship manager Reynolds reported that the insurance policy for the club ships now had a deductible of $60 instead of the original $500. He wondered if the board should change club policies, which required members to pay the higher sum in the event of ship damage. The board agreed that keeping the $500 deductible for members would be prudent. President Rubscha asked about club equipment that had been reported not working. Manager Reynolds replied that the Grob would have to be taken out of service for 7 to 10 days this winter for minor repairs and maintenance. Items needing attention were cleaning and calibration of the ASI and altimeter and repairs to the Borgelt speaker and LCD display. He reported that there had been some conflict over ship scheduling between a club member and a new student receiving a checkout. The board recommended that the club procedures be published in Air Currents and that the ship manager should be more careful to avoid future conflicts by better scheduling.
Web Site administrator Tagliani said that he had created an advertisement for the Lark that included photographs taken from a video he had made the previous weekend. He had submitted it to Bill Bartells's web site and was looking at Tim Mara's and others. The club web page had also been updated with 8 new pages, including the latest Air Currents and a new roster.
The agenda and arrangements for the annual banquet scheduled for Saturday October 14th at the Orange Tree Resort were then discussed. It was reported that the invitation to the banquet and the menu had been listed in the latest newsletter, together with details of the talk and a biography of the speaker. The board discussed the various annual awards to be made at the banquet. After a number of proposals and discussions, the board agreed on the following:
Man of the Year - Bob Blakemore, for his efforts in organizing and managing the Region 9 west contest
Woman of the Year - Carol Patterson, for her continued support of the club, club events and the newsletter
Turf Award - Tony Smolder, for his organization and running of the contest series and mentoring sessions
Lead Seat Award - Chris Muir, for his display of piloting skills while partially unclothed
Estrella Award - to be decided with the assistance of Estrella owners.
The board discussed the awards to be presented at the banquet. Mr. Van Camp said that the top 3 pilots in each of the divisions of the ASA racing series were presented with a small personal trophy in addition to the rotating trophies presented to the winners. He suggested that the club obtain similar awards this year from the same sources, as they had ASA artwork on file. Treasurer McNulty asked for a budget estimate for these items. The agenda for the banquet was discussed, and a draft is attached to these minutes.
Mr. Van Camp presented ten copies of an updated waiver for participants in the club oxygen system. A brief discussion was held on the operation and maintenance of the system.
The meeting was adjourned at 8:40 p.m.
Secretary Mike Stringfellow
LAK-12, 1995, SN-6191
"LAK-12, 1995, SN-6191, 200 hours. Includes trailer, UV/Tinted canopy, Jaxida covers, Borgelt B-40 vario and Cambridge mechanical vario, Schroth safety harness, vertical compass, and ELT. May be seen at Moriarty until June or at Turf Soaring after June. $20,000 or best serious offer. (480) 816-0071 or email email@example.com
Subject: Concorde Date: Tue, 29 Aug 2000 11:58:43 EDT A Concorde pilot's analsis of what happened in Paris: Date: Fri, Jul 28, 2000 7:38:10 AM From: Chris Olsson 101470,1100
Concorde's low-speed aerodynamics are a bitch. She is on the backside of the drag curve until she's up to at least 250-300 knots. Until she reaches a sensible speed she is clawing her way into the sky in a way that requires vast amounts of power. Without the huge power of those wet Olympus engines, she would not be able to get up to the sort of speed that can sustain controlled flight, she would just wallow in a horrible low-speed/high-drag corner of the envelope. In the event of an engine failure on takeoff she has an ample reserve of excess power to safety get airborne and accelerate to a good cruise-climb speed, but trying to accelerate to a good speed on only two engines with the Dunlops dangling in the breeze would be a bitch. Then factor in the effect of the massive fire gushing from the collector tank and toasting the inboard elevon and you have a fiendish nightmare of a control problem.
The problem of being on the wrong side of the drag curve is that at these low speeds the power required INcreases with lower airspeed. In such a flight regime the only way to get the extra airspeed is to lower the nose and try to convert height into speed. Obviously this is not possible at the 200' of altitude which was as high as AF4590 managed in her two minute flight yesterday. It's a classic gotcha. Not enough power to get enough speed to be able to require less power. Once flying she may be a babe, but how close to the edge is she on take-off?
The wing is optimised for supersonic flight and is really not very efficient at low sub-sonic speeds. Most normal airliners need less thrust to fly at 250 knots than at 350 knots. Not so with Concorde. At the very high angles of attack which are involved in the intitial climbout, the wing is extremely close to the stall, much much more than a conventional wing. One of the clever tricks which the aerodynamicists devised for Concorde was the deliberate introduction of vortex flow over the wing to generate a controlled separation of the airflow from the boundary Layer. The S-shaped planform of the leading edge of the wing is not an aesthetic thing, it is a clever trick to generate a "friendly" vortex which energised the air over the top of the wing and creates what is called "vortex lift".
There are a couple of very unforgiving characteristics inherent in the delta configuration. The wing tends to be speed-unstable. A conventional wing/tail configuration has a stable tendency to regain a trimmed speed in the event of a slight disturbance such a turbulence or a wee nudge on the control cloumn. A delta, such as Concorde, Mirage, Vulcan etc, tends to diverge from a trimmed speed. This makes it much more difficult to maintain an optimum angle of attack, particularly at low speeds. Another unpleasant characteristic is that she tends to pitch *up* at the stall, unlike a normal configuration which is designed to pitch down at the stall. Of course pitching up makes the stall even worse. There's more bad news at the stall! To push the nose down in order to gain more speed and get away from the stall, the pilot lower the elevons. This has the effect of increasing the effective camber of the wing, which in effect increases the angle of attack which is causing the stall in the first place. It's a classic gotcha.
The eyewitness reports of the Concorde rearing up onto its tail before sliding down into the Hotelissimo is a classic description of a delta wing stalling. The romantic nonsense about the pilot pulling up to fly over the hotel is just journalistic fantasy. The handling pilot was doing his best to keep the aircraft airborne by finessing the pitch angle to wring every gramme of lift out of the wing in a desperate attempt to go the extra mile or two and get the aircraft to LeBourget.
The ghastly situation which the three crew faced on that flightdeck is enough to give anyone the heebiejeebies. They did their best, but were completely overwhelmed by their predicament.
The part of the story which I just do not understand is: why did the ATC Tower wait so long before telling the crew that their arse was on fire?
Cliff Hilty (CH) Ventus B If we are all just dust in the wind, then I want to be at top of a "Huge Dust Devil"
By Kirk Stant
Here are a couple of Word documents that show the flights Hans and I did on Sunday, 29 October. No special reason why I used these two (since the five of us, KC, TS1, E, 6K, and 66 were in sight of each other for almost the entire 4 hours!), they are just the flight logs that I have available now.
Not bad for a rainy October!
6K took off at 12:36, released at 1300' agl, flew 147 miles in 4:04 (3:22 on task) averaging 44mph, and landed at 4:46. Hans did a GPS start with KC and TS1, with the first turnpoint Carefree, then Wickenburg and back.
66 took off at 12:27, released at 1200' agl, flew 157 miles in 4:11 (3:57 on task) averaging 39mph, and landed at 4:50. I didn't bother with a start, joined the "race in progress" on the way to Carefree, then split off on my own at Wickenburg to see how the flats were working. They weren't.