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Hangola January 16 - 21, 2004

Flight Reports

Got there early; thought the road might be closed. Set up by 11:00 and decided to wait till noon to see if the winds would pick up from the 7-13 west cross that was there. At noon got on launch with winds diminishing to 5-9 with a west cross. Got off in a light cycle but could not stay up. One extendo and a hike back up to get my car. I was surprised at how much west to south the wind was. It was parallel to the mountain from the south in the LZ when I landed. Nelson Lewis was driving up as I was sinking out but did not fly. He had an oil leak on his truck. Hope he made it home ok.

Joe

Been real busy in Hay flying and long retrieves. Free time is spent tweaking gear and charging batteries.

Yesterday opened with Cummies which is rare. Bo was frantic to get off early fearing OD. The task committee was taking their time deciding just where and how far to fly. In a weird set of events the coordinates of the task were called a mere moments before the task committee pilots (who by being in the top ten have priority) had gotten in line or launched. I scrambled with some AA's and jumped into line further back then I would have liked. The early launchers bolted and there were no giant start gaggles. Good climbs to cloud base were there and I also bolted after a small group of pilots. A solid rain cloud hung to the west of course line. The broad grey wall of rain was clearly visible the length of the storm. My gaggle kept gravitating that direction against my best judgment. More sun to the east (and less rain DUH!) was calling out to me but at this point I was low and pinched into a crummy layer. Cores were shifting and not totally organized. Struggling to get up I cruised further down course line below my group. Shocking to me I had watching from a distance more then one group skirt the very edge of the storm mass. Clawing for lift at 2 grand the announcement came on the radio that the task had been called off. I had several options for landing, clawing, or running. Over desolate terrain and certain rain. (water makes clay roads impassable) I found some strong lift and began to climb for more options. With each circle lift got better and fatter.....hmmmmmmm. This is all taking place outside of the storm circle! The climb from the dirt (1,500') to the 3-4k range took about 60 seconds. That seemed to give me better glide reach to get the best landing position. Easier said then done! Under splotchy cumulus I fought extremely strong lift while flying 50-60 depending on turbulence. It was a frustrating battle into the wind trying to outrun a cell that was growing into the wind!!! All the complexity goes far to help explain why the lift prior to this was so tricky. I didn't hit sink until topping out at 8,500' and a few K's away. Cloud base was approximately 9,500? Spiraled some sink and headed straight for the caravan park where we have been staying. That placed me very well between the cell blowing downwind and still ahead of another one heading towards me. It also simplified retrieve with driver problems and scattered pilots. Below 1,500 feet the wind direction switched 120 degrees to straight out of the storm. I pick a soft field with no wind shadow and plenty of clearance on all sides from the power lines in case of trouble at the deck. Bar stuffed elevator ride to the deck. Never took the hands off the base tube.

Due to the serious nature of this situation and the multitude of unlisted factors I ask that anyone wishing to strike up debate, stir controversy, or otherwise publicly criticize; respectfully keep your mouth shut this one time. I need a one day break from any negativity.

Today was called off due to strong winds. I can't say that I was disappointed. I was slow to apply all the lessons I have learned as a triathlete to stay ahead of aches and pains. Now compensation patterns have me playing catch up. Regular ibuprophen, ice, etc. I think the worst is behind me and I hope to start climbing well when needed again.

Kev C

Winds were light and generally cross from the S. Not too cold. I started early at 8:45 and took a dozen PG flights before I fizzled just after noon. Other Smithsburgers included Richard with student Jeff, Mark C, Daniel, and Joe B flying RC. Nice day, good company.

'Spark

I had an "interesting" flight at S'burg....

After much wavering (call #1 from 'Spark "It's good"; call #2 "it sucks"; call #3 "it's good again!" :-), arrived at S'burg at 11:00. Decided to set up even though conditions weren't promising. Richard decided to bail on the day, but (figures!), just before he headed out, some bonafide cycles blew through.

Daniel had the first (HG) flight. I followed soon after (on my K5) with a 6-7mph cycle straight up the hill. Good launch, acceptable landing.

Then conditions started to suck again (L&V). Daniel got another flight or two. I was waiting for something like we'd seen previously. Didn't happen, and I finally took a cycle of about 3mph that was at least decently up the hill. And that was my "interesting" flight...

Talked it over with Joe B. afterwards. Nose angle initially a hair high, but I dropped it down with the start of the run. Good run, decent energy. Feet still going as the glider pulled me up. Got airborne fine. Pulled in a bit (nothing radical, "like always"). But then the glider settled, and started to follow the hill contour. Pulled in a *tiny* bit more, hoping that some more speed would get me out, but nope... My L/D and the ground decided they'd like to party! Bled off some energy, hit on the wheels, and then whacked in, *sigh*.

Bent a downtube, but was able to straighten it back out (with Joe's help, thanks bud!).

Looking back, I think that the launch would have been ok if I had just stayed on the d-tubes after getting airborne. Instead, I did the initial pull-in and went prone at my "usual" time. Joe says that was when the glider settled a couple feet, and then started to skim along the ground.

With the marginal conditions, and a run that probably didn't meet "bat outta hell" standards, I think that the timing of my transition to the basetube (probably with some pull-in) was just enough to put me into trouble.

Been a *long* time since I've done a near-zero wind launch at a t-hill.

I'd completely forgotten that deciding when to prone out is yet another 'tool' that should be in my bag of tricks. Daniel was staying on the d-tubes for quite a while after his launches, and I think that was the way to go this particular day.

Got set for another flight, but conditions deteriorated further. Finally called it a day at 2:30 or so. Good lesson (re)learned.

--mark c.

follow up report 1/17/04

I was in a hurry and didn't explain things very well when I described my non-launch at the 'burg last weekend

It sounded like I was saying that my transition to the b-tube was responsible for the glider losing altitude and then skimming along the terrain. As Bacil correctly pointed out, the real reason for such an outcome is.... insufficient airspeed!

I had a second before liftoff in which I was thinking "hey, that was a good run, I'm happy!". And I didn't radically dive for the b-tube the moment I was in the air.

So perhaps something funky did happen in the very light conditions. Eg, Bacil's observation about gradient further down the hill. We'd certainly seen some weird stuff over the course of the day: 90-degree cross at the top, and even blowing down a hair, while it was straight in just 20 feet down the hill.

But FORGET all that!!

It was a light day. I'm lugging 100+ pounds between glider and harness. There's no _way_ I'm going to be able to run 18mph. So I should have realized that, once airborne, I would be right on the edge between flying and stalling. And with that knowledge, what should I have done differently?

I think I should have stayed upright. It's hard to transition to the b-tube without a pitch input. That little pull-in, and the consequent tradeoff of altitude for speed, might be _just_ enough to put you 'over the edge'... and now your glide is intersecting the slope.

In this particular (training hill) situation, I think I could have more precisely managed my pitch from the d-tubes. And with just a couple extra seconds I would then have a cushion of more altitude. And *then* I could have gone to the b-tube.

But I didn't think of any of that :-( Clearly, I was acting out of habit and routine. *Excellent* wake-up call!

--mark c.

PS: I'm not sure I agree with Brian's thought that pilots in this area have a general tendency of going to the b-tube too soon. I've seen a few shaky launches when pilots have done this; but they seem rare to me...

Today was a great flight even if I landed short of goal. I was the first American but you won't read that published anywhere else ( ;) ). Instead the Internet Hang gliding world gets to hear about the one time I was low on a flight hahah. Oleg gave me some more great tuning and thermalling tips that had me very relaxed and efficient today. Muscles felt great, glider was climbing even better then before. I struggled making decisions in the start circle and lost the gaggle I had been working with. Midway through I almost caught them but had to dedicate rediculous amounts of time drying to dig out the "plumbing" so I could relieve myself. I'm not even kidding when I say that sucker was draining for many 360's and hundreds of feet of altitude gain! My kidneys were aching from it all!

The retrieve was an adventure in itself. Bo had landed well into a very large field and we had to go back for his glider. Think for a moment to that great 80's movie classic National Lampoon's Family Vacation with good ole Clark W Griswald at the helm of the Family Truckster. Well here is Bo, Oleg, Belinda, Davis, and myself all crammed into a small wagon. The rear shocks are totally shot and every bump bounces us off the bumpstops. Quite a rough ride. So there we were, Davis aka Evil Kenievel piloting us down a rough double track at unsafe speeds. None of us even saw the irragation ditch comming. Maybe 2 feet deep straight across our track. I didn't know you could point the nose of a car skyward in such a totally flat landscape! When the rear wheels hit the nose dug into the dirt HARD! Look out Paris Dakkar rally, there is a new driver making his way up the ranks!!!!!! Fortunately that tough little SOB of a car didn't even skip a beat!!!

Kev C

Absolutely Spectacular flight yesterday! Two hundred and forty four freaking kilometers!!! About 20 kph tail wind (12 mph). I started with a slow group east of courseline but joined up with a faster gaggle to the west. At some point a bizzilion k into the task I started to reel in the lead gaggle. My gaggle was getting conservative so I started leading off that group sooner and sooner. The lowest point of my flight was about 2,500-2,800 ft. On that glide I spotted some tight pretty swirl patterns in this lush green field. Thats right a green field! Our task was so long we flew into an entirely different regoin and climate! From desolate Mars to lush Victoria! I flew the last 40 or 50 k with the lead group. Raced into goal with all the super studs! To call it a rush would be a significant understatement! Standing in goal is a great feeling. Standing there realizing you just went from the 97 mile club to the 146 mile club feels even better! Aprovimately 4 hours on course for a 60kph average speed. Lift varied from 400 to 1000 but most in the 5-600 band. Just checked the results board and I finally cracked the top 20 for a task (that was one of my key goals)!

I'm so stoked it is sick!

Kev C

Lots of folks: John Harper, Nelson Lewis, Pete Shuman, Tom McGowan, Lymon?, Hank and Me.

Hank was ready first. Went straight up. John followed a while later and I went next. It was a good day, a little choppy low with stronger wind as you headed north on the ridge. Hank and I landed in the main LZ(Karma provided the ride back) I believe most other folks went over the back to land. IT was COLD, but a good time was had by all. Looks like it might be flyable tomorrow as well. I may just try it again.

Joe

Had a great time. It was definately my fastest climb out of the slot. Straight to 3000 msl without ever turning. Took about 20 min to get to the point at Strasburg and about 1:10 to get back. Had to land because the fingers were about to fall off. New gloves did not work as well as I would have liked. 19 deg at launch and who only knows what at 5000 msl.

Hank

Just when I thought it couldn't get any better! Today's task call was delayed for hours due to more high winds. After peak heating the gusts chilled out enough for the launch window to be opened at 3....but then it was closed due to some OD on courseline. The winds were so strong that only down wind was possible ruling out an alternate courseline. Finally we were cleared to launch at close to 4pm! Courseline still looked scary with towering cummies. Tow took forever, lift was crazy...the wind was just too strong. Finally hit a boomer to 7k and glided out of the start circle. If only I could have visited that height again on this 140k task my life would have been so much easier. The wind had lift very organized in streets but broke up most climbs just when they got good! Life turned into a struggle for survival between 1,800 and 3,000 feet for close to 100 kilometers. I had to be very sharp with timing. When the thermal truly sucked it was time to bolt for the next one downwind because wasting time circling in sink cost too much. I shed 2 pilots on seperate occastions when they hesitated with that. The groups were totally broken and I saw few other pilots on course and NO gaggles. About 50k out things got stressfull with an obvious dust wall blocking my course. I could track around it to the south but flying at scratch city I didn't have the altitude. As I slowly drifted closer it was clear that the wall was not advancing quickly. Sweet news, nothing like airmasses ramming to drum up some good lift! As the thermals gained strength I climbed higher and higher in front of the wall. This sucker was clearly a convergence line and now I wasn't so scared. I could see past the wall and the precipitation was far far away. I flew in the zone crossing tail to course line. The 4030 is blinking that I have goal on glide by 2000 feet or so. I'm not trusting the conditions or wind behind this zone one bit so I milk it as high as I can. Finally with about 25k to go I peel out of the dust line and go on glide. Crap city for the next 5-10k! The air is bumpy and mad. I desperately dophin flew to try to improve my approach altitude. At best glide I'm now being told I have it by only 100 feet. After many agonizing minutes trying to fly straight in the angry air things smoothed out, the quartering tail wind kicked in and my approach altimter steadily climbed to safer numbers. I cruised into goal slow and high, I had no desire to zipp in for just a couple of minutes faster time. I was high but not so high that I couldn't count the mere 6 gliders parked below! None of them broken down either!!!! Can you say SAAAA WEEET!!!

I got out of my harness to do the chicken dance and swap high fives with the big boys! I couldn't help but jump around like a bloody lunatic! Felt good to make it on such a hard day without any help.

peace out yall! Its off to Mt Beauty for the Bogong Cup in a couple of days. Tomorrow the Phat Ride has a date at the Toyota Dealership for some new shocks and such. Poor car wass dragging ass long before Evil tried to jump the ole snake river canyon. Some TLC and she'll be groovy.

Kev C

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This page last updated February 2, 2004