On Monday, October 27, 2014 9:35:56 AM UTC-7, Papa3 wrote:
On Monday, October 27, 2014 3:55:21 AM UTC-4, Tibor Arpas wrote:
On Sunday, October 26, 2014 1:54:55 PM UTC+1, John Cochrane wrote:


The confusion is in the name. It says "speed to fly" mode, which gives off the air of listening to it and doing huge pulls and pushes. Maybe we should rename it "listen to the air in cruise mode" which is how it works.

This setup works best if the vario units remain in vertical knots, i.e. that the sensitivity of the vario is the same in cruise and climb mode. If you hit 2 knots of lift a previously silent vario should always make the same "2 knots" sound. Of my varios, the 302 and clearnav do that. The LX, while otherwise a very nice vario, is much more sensitive to ups and downs in cruise mode than in climb mode, rendering it pretty useless for this sort of flying.


Exactly! I would love to be able to listen to the air in cruise but the LX and ILEC sounds make little sense to me, I agree they are useless.

And If I understand you correctly the 302 and ClearNav then have what I called "relative netto" audio. (relative netto indicates the vertical speed the glider would achieve IF it flies at thermalling speed)
But how much is it skewed with MC settings?

On a given thay after a couple of thermals I have THE SOUND I want to hear in the next thermal in my mind. If in cruise I hear something ressembling that , or better, I'd pull up into the thermal - perfect.

I've had the chance to play around extensively with my ClearNav Vario using audio Speed To Fly vs. Relative Netto. For the reasons stated by others (i.e. moving away from chasing the STF and averaging over a longer period), I've found Relative Netto to be much, much more useful. If I'm flying along at 80 kts and I fly through a real solid core, I want to know that I'd be able to climb at 4kts if I stopped now. That's useful data. I already have a numerical speed to fly indication (e.g. "Fly 80kts") which I glance at to make sure the speed I'm using is "roughly right". That's in many ways similar to the wide STF dead-band that others are using.

I don't remember which of the top US national pilots said this, but his comment was something like: I have two speeds for a given day: Fast and Slow. Those absolute numbers change on any given day (ie. on a booming day, fast might be 90 knots and on a weakish day it might be 70kts), but I don't really worry about a lot of increments in between. Makes sense to me.

P3

If you go and do the math you find that achieved cross-country speed varies very little with cruise speed for minor deviations up to, say, 15 mph. Generally there are other considerations that tend to dominate, like depth of the effective lift band versus average distance between good climbs - where a small ratio may make it preferable to fly below the theoretical McCready STF. Almost nothing is worse than bombing along at high speed right into the dirt and digging out for 10 or 20 minutes.

The higher I am, the more likely I am to get closer to the theoretical McCready STF (unless there is convergence or cloud streets where staying closer to the "suck" matters). Certainly the transient drag losses from abusing the stick will exceed the benefit of hitting the optimal STF for anything but pretty long runs in air with significant vertical motion.

Seems like the best audio configuration for cruise would be relative netto that had a dead band up to maybe 2/3 of the McCready setting so you get a little advanced warning and a sink warning dead band that is adjustable both in terms of magnitude and duration of the sink encountered: 10-knots for 10 seconds, 5 knots for 20 seconds, 2 knots for 30 seconds, etc. Modern various are computers, you should be able to dial up whatever you want.

My LX 9000 is pretty configurable, but I still haven't figured out how to come even close to what I want - even something as simple as a consistent audio tone between climb and cruise modes so I don't jump every time it switches from one mode to the other.

9B