Volume 1, Number 3
10 AM, Friday, January 4th, 2002
Deniliquin, NSW
"Gordo, I have a feeling we're not in Wylie anymore."

More wind

I keep asking people when the wind will drop. "I dunno, this never happens hear." Which is what we said when the WA nationals were blown out. We've got a WSW, and from my tent I can see the clouds screaming over at 40-50 knots. One pilot was heard to say "no-one is going anywhere today, at least not intentionally."

Yesterday we gathered at Conargo pub for an "ask the guns" session, it was really good. Also Gordon Rigg gave a "how I did it" session the day before - which I missed. I'll try to summarise the main points herein.

It seems the consensus was that the most important aspect to focus on is having a glider that flies straight. The guns put a lot of effort into testing (their) new gliders and establishing if, and which way, they're turning. An interesting point was that with a kingposted glider, fixing a turn at VG off should fix the turn at full VG range. However they defined a "sprog turn" as being one that is introduced by the sprogs with VG on. It seems a glider could have a turn in one direction VG off, and the other with VG on. I'm guessing this mainly applies to current generation which have both in and outboard adjustable sprogs - but worth remembering anyway.

The point was made that to sense a problem with your glider, it may be necessary to fly another glider now and then. As you can imagine it's hard to detect a problem that comes on gradually.

Other aspects of glider tuning were a little more vague, but the response was "so tell me what's wrong with it and I'll tell you how to fix it." For we mortals it means dedicating some time in smooth air to working on the glider. I guess the quick way is to buy a used one from a gun in the first place.

On the first day, lift was quite broken. There were areas of lift in which there were multiple cores. In some case it was big and strong enough to throw the glider up on a tip and do donuts. But in other cases this was the least efficient method. Gordon Rigg (apparently) commented that it was often more efficient to fly large patterns between multiple cores, using the good energy retention and sink rate, of the modern gliders, to your advantage - like a sailplane would. I find this quite difficult as you need good spatial awareness, and mine is such that I tend to get startled by my own reflection.

Rohan Holtkamp commented that there was a lot of thermal wave (or ridge lift in front of the thermal) which helped with punching into the crosswind on the last leg. He commented that the best line was often taking a headwind direction out of the thermal until past the all the lift, including wave/ridge. Then he would head 45deg to the breeze and straighten up into wind again when he encountered the next thermal/street.

I've read a lot of this info from sailplane books, and most soaring theory says the same, but it's good to hear the guns talk about specific applications of it.

All agreed that working with a gaggle is important. Once established in a group they would often wait for each other, leaving the dash for goal until the last climb or two. Gerolf said Manfred will often climb through the gaggle then wait for the right pilots to leave, presumably choosing the group he wanted to fly with. On bubbly or broken days this might mean waiting for the next good bubble to climb up to your level, if you're orbiting in crap. I guess it pays to know whom you're flying with. You can soon figure the better pilots in your vicinity.

All the panel commented on good planning and positioning during the flight. Ensuring you hit a downwind turn-point high, and taking every opportunity to stay upwind of the course line. "Money in the bank" was Gordon Rigg's description.

Gerolf said he noticed Manfred spent much time studying the course line before each flight, allowing him to plan turn-points etc. This is a good ploy for us as navigating is a little tricky - the road network is not as good as WA. Large tracts of land with roads that meander around. Forbes was easy last year, and I spent many hours studying maps of the Kiewa and Ovens valleys before last year's Bogong cup - this proved to be handy.

We've since spent a little more time studying a detailed map after we've plugged the course in.

We got back to the car on one of our many jaunts, and found a party popper on the front seat. Closer examination showed it had flour in it, don't know how it go there but we used it on Shannon and Co. (Team Maggot) in a reverse drive-by, filling the cab of the green VW bus with flour. Earlier we'd decked out their van with shaving cream as well. OK, we're being a little lame with the hi-jinks, but the weather drags everything down.

Later that night (about 12am) Bomber and I heard some giggling and noises outside our tents. On inspection next morning we found honey and shaving cream decorating the Four runner. They're determined.

We finally got some flying in. Task was about 110k to the north east via a turn-point that almost required a course change, but didn't. I got up early and took a 1400 start at about 5 grand, then promptly glided to 800' and had to scratch up again. Finally back on track, plus another short glide and climb, and I took turn-point at 6grand. I'd caught a couple of gliders by now but was looking down course to see if there were anymore gaggles. Couldn't see any so I trucked off with a guy in an unmarked older topless.

We sponged of each other for a few more climbs. From memory there was some 600up around again with lots of crud around the core you could also climb in. About half way to goal I noticed a Litespeed off to my left and we were soon caught by a climax as well. These guys shot away from us and I thought no more of them.

Finally I took a last climb to 6,500', about 20km out and Mr. Happy (The Aircotec's glide indicator) said I had the glide plus 2500', so off I trucked - leaving my mate orbiting around. Half way to goal, down to about 3200 and I flew over the climax and Litespeed climbing up from about 2 grand. Wondering why they hadn't started gliding I was now doubting I had the correct goal coord's, but pushed on anyway.

5 k's to go and I still couldn't see any gliders. The intersection, which was goal, was clear though. Then the Litespeed and climax were flashing past underneath and it became a mad dash for the goal coordinate - always good fun. The Litepseed was Phil Pritchard, the climax Rick Duncan and your's truly was the third glider to land at goal. Pretty bloody happy with that. 2hrs 30 - then within 20 minutes there were 30 gliders in the paddock.

Craig Koomber took 1hr 30 to win the day, pretty awesome. Bomber and Phil also arrived about an hour later, Phil taking 2:22 and Bomber 2:28. Gordo had adjusted his in-board sprogs on advice from Gerolf as his glider is trimmed way too fast. He found a nasty turn landed not far from launch.

I got a huge points boost for early start and finish, gaining about 150 points on Phil even though he was faster. It seems this is possibly the best way for us to get a good score. Making goal isn't always a guaranteed points spree - on days when we make it you have to be fast as well.