Cross country question? How is it done today?

Because I have come across this issue a second time, being a Brooklyn
native, I must step in and educate the proper way to say "New Yorker." It
isn't New Yakker.. it's "New Yokaah!"

Cheers,
Daniel

At 23:58 11 September 2013, Walt Connelly wrote:

Tom, just remember if you land in a farmers field here is what you do.
As he approaches in his Pick em up truck, get down on your knees, close
your eyes, clasp your hands in front of you and say, "heavenly father, I
thank you for having this wonderful farmer's field here for me to land
in. I'm sorry if I scared his prized Hereford bull, I didn't mean to.
I'm sure my insurance company will pay for any damages, AMEN." Also
remember that if he is wearing a cowboy hat he is a Cracker, a baseball
cap means he is a red neck and no hat means he is from New York and
doesn't want to look like a Cracker or Red Neck. Call me if it's a
Cracker or Red Neck, I can deal with them for you....a New Yakker and
you are on your own.

Walt




--
Walt Connelly

On 9/11/2013 5:46 PM, Eric Greenwell wrote:
BobW wrote, On 9/11/2013 2:48 PM:
On 9/11/2013 10:53 AM, Soartech wrote:

Snip... I can't even imagine unfolding a map in the confines of my
sailplane.

Not to be contentious, but why would anyone seriously consider
"unfolding a map" in the confines of a sailplane? I certainly never did.
I simply pre-folded my sectional to place my launch site more or less in
the middle of a flat rectangle of map, folded wisely (as in, if I flew
off the pre-selected area, the next en-route area was no more than a
fold away [sometimes two, if I wished to keep my map rectangle the same
size]), and occasionally hauled it out as necessary (usually to
double-check a town or distance). In less familiar to me areas, I
sometimes used my non-stick thumb to keep my place on the sectional.

You must have fly in very different places than I do, and you must fly a much
lower L/d glider.

My soaring area since '79: generally a jagged-edged triangle bounded on the
south and east by a line between the panhandle of Texas to Moriarty, NM and
north up the front range of the Rockies in New Mexico, Colorado & Wyoming, &
west across the mountains usually less than 100 miles (l - o - n - g retrieve
if one can't get back across the continental divide limited my crewless
boldness when soaring from my home base of Boulder). Primary ship: 1st
generation, 15 meter glass Zuni I.

Keeping the map(s) in the right place was constant struggle
for me, even in relatively roomy cockpits like the Std Cirrus and ASW 20. and
a huge pain in the 301 Libelle. Flying in places like Nevada with a high
performance glider means my airport can be 60 or 70 miles away and in reach,
but it's on the other side of the fold. Unfold, you say? Well, then my
alternate, which might be behind me, disappears.

I stow maps beneath my thigh and/or behind the side stick (slightly more
convenient than the thigh)...or, leave 'em on my lap (side stick, again).

Maybe I navigate differently than many? In the absence of airspace issues
(i.e. generally the case in the above triangle), even in new-to-me areas I
don't generally care much *exactly* where I am, so long as I'm satisfied I'm
more or less along my intended course line. In the typical visibility of the
western U.S., navigation tends to be a piece of cake. So no need to be
constantly map referencing. For quick distance reference, I simply use
10-mile-increment circles centered on airports, until they overlap. I can't
recall ever having to go more than 50 miles with my circles in "airport
sparse" areas. Sort of a paper-based "bread crumb trail," I suppose. A quick
glance at the map and the running tape measure in my mind suffice for any
distance calculations necessary.

Worst case: fly where four maps come together - super hassle trying keep track
of where I am and what my options are.

Check out Dalhart, TX. Taped-together sectionals definitely recommended,
there. BTDT, using the above system. Worked fine for me.

Reiterating, I recommend using whatever works for Joe Pilot. Being a simple
minded kind of guy, I happen to appreciate simplicity.

Bob - never even mildly lost - W.

Thanks gentlemen, I appreciate your input!

I fly in Southern Ontario, where we're bounded by the Great Lakes. My navigation is simple... if I hit a big lake, "home" is the other way! We're also up on a very large plateau, so if we drop off the top, turn around (No turn points out that way).

I'm being silly, of course. I use GPS and carry a letter-size sheet with the turn-points and major objects on it for most navigation, plus the VNC is tucked in by my hip.

I should also add:
If I fly across a big river between two big lakes, then I will likely meet up with F-16 pilots who will be very cross with me.

With my limited experience of soaring, using maps, slide rules, etc. while soaring is plain stupid in this day and age in my opinion.
There just isn't time to do finicky calculations while you should be scanning for other traffic and looking where you're flying, where the next source of lift is, where's the next possible outlanding field, etc.

If the GPS should fail so what? You already have a suitable outlanding location identified and you've already got a good idea of which direction you're flying and how far you're likely to glide so what is the problem?
A map and "old school tools" isn't likely to make you glide any further and it certainly won't automatically select a suitable outlanding spot for you.
If anything it will keep your eyes busy inside the cockpit while you fly yourself into trouble.

Use a GPS and "fly the plane".

I taught XC Ground School for several years. We covered the basics of course selection, navigation, off-field landings, etc. At one point, we fooled around with the old-style whiz-wheels and some of the underlying calculations using spreadsheet tables to illustrate the finer points of glide angles, headwinds/tailwinds, speeds to fly, etc.

The week after the whiz-wheel exercise, one of the students shows up at the next class all excited to share with us his creation (be forewarned - he's an engineer). He had created a slide rule of sorts using rigid plastic, sliding windows, and a graph. He had mapped out the airports (public use and private) for a silver distance flight using a 1-26. If you "just slide this bar here, input the McCready speed by moving this here, use the lookup table to find the airports in range here after applying a safety margin here..." The device was about 2 feet square and insanely complicated. We had a good laugh, but it did bring home the point. The first XC flights aren't so much about finely calculated maneuvers as they are about having faith in the sky ahead of you and the fields around you. Loose rules of thumb and general awareness of location are usually good enough given the broader uncertainties mother nature throws at you.

P3

On Thursday, September 12, 2013 10:16:41 AM UTC-4, Surge wrote:
With my limited experience of soaring, using maps, slide rules, etc. while soaring is plain stupid in this day and age in my opinion.

There just isn't time to do finicky calculations while you should be scanning for other traffic and looking where you're flying, where the next source of lift is, where's the next possible outlanding field, etc.

If the GPS should fail so what? You already have a suitable outlanding location identified and you've already got a good idea of which direction you're flying and how far you're likely to glide so what is the problem?

A map and "old school tools" isn't likely to make you glide any further and it certainly won't automatically select a suitable outlanding spot for you.

If anything it will keep your eyes busy inside the cockpit while you fly yourself into trouble.



Use a GPS and "fly the plane".

Tom,

Congratulations on beginning to find what soaring is all about!

Join the 1-26 Association if you have not. Incredible support and encouragement for $15 per year, and you can find anything you need to know about the 1-26 from people on the email list.

Get either an Oudie or similar device and learn the program. Oudie has the See You mobile soft ware, or you can get one of the cheaper or free ware programs already mentioned above. But you need to learn the program on the ground. Set up the program with a safety altitude for glides, ie 1000 ft above the ground for pattern altitude.

Even in a 1-26 it can be difficult to judge glides especially when you go from downwind to upwind etc... The program helps a lot with this as well as awareness of where you are, airspace ...

Do not think you can fly airport to airport in a 1-26 like many of the 40:1 birds can, but you do not have to. You just have to keep a safe place to land within reach. YOU CAN FLY CROSS-COUNTRY IN A 1-26!!!

Yes, you will meet more people on land outs than 40:1 pilots will, and there will be days when a 1-26 cannot go cross-country and a higher glide ratio ship can, but you can land in smaller fields safer and easier, giving the 1-26 a great advantage especially in beginning cross-country.

I would encourage you to at least get your Silver badge in the 1-26.

Kevin R. Anderson
192

Join the 1-26 Association if you have not. Incredible support and encouragement for $15 per year, and you can find anything you need to know about the 1-26 from people on the email list.


I would encourage you to at least get your Silver badge in the 1-26.


Hi Kevin, I have been a member of the 1-26 association for about 3 years now. I purchased the 1-26E specifically with the intent of doing cross country (and my silver) in it, so no encouragement necessary

Tom
599

Hi Kevin,

You might consider going to a Cross Country Camp. In a week you have
lectures in the morning from experienced cross country pilots and flying
during the afternoon, sometimes dual. Air Sailing has a good one as do
other glider-ports.

MG

--
Mike I Green