FREE FLIGHT 2020 Issue 1 - Soaring Association of Canada
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FREE FLIGHT 2020 Issue 1
• Glider maintenance
• Major structure repair
• 20 years composite experience
• Annual inspection
• Maintenance de planeurs
• Réparation structurale majeur
• 20 ans d’expérience en composite
• Inspection annuel
The journal of the Soaring Association of Canada
Le journal de l’Association Canadienne de Vol à Voile
Aviation R. Goulet inc.
105 Rue du Ciel,
Bromont, Qué, J2L 2X4
450-534-2881
aviationgoulet@qc.aira.com
www.aviationgoulet.com
Contents
OUR PRE-SOLSTICE 1000 KM 5 Marta Wojnarowska
PW6 FIRST IMPRESSIONS 9 Jay Allardyce
Discover more at www.lxnavigation.com.
DOUBLES PERCEPTIONS POUR UN MÊME VOL 10 Denis Saucier
CONDOR2 LE VOL EN PLANEUR VIRTUEL 12 Pascal Mourgues
THE THERMAL - EPISODE #7 WITH MATTHEW SCUTTER 16 Herrie ten Cate
LOOK-OUT: HOW THE EYE CAN LIE - PART ONE 20 Paul Sheffield
A LINE OF DIAMONDS 26 Chris & Andy Gough
Fox One Corp 663 Deer Run Dr, Waterloo, ON, N2K 3H2, Canada
FOX ONE CORP +1 519 635 1050, dave@foxonecorp.com
www.foxonecorp.com
2 Copyright © 2020, LX navigation d.o.o., all rights reserved.
Front and back cover: Chris Gough launching at Cowley during the fall camp in October 2019 ©Ben Hornett 3
FREE FLIGHT
The Soaring Association of Canada (SAC)
The Soaring Association of Canada (SAC) is the governing body for the sport of development programs for instructors, safety seminars, and maintaining safety
gliding in Canada. Mandated to safeguard and promote our sport, we render programs.
support and representation to glider pilots and gliding clubs across the nation
through a variety of committees. On a national level, we represent our affiliat- SAC maintains a head office in Ottawa. A volunteer Board of Directors comprised
ed clubs and members on issues related to licensing, medical requirements, of representatives from all regions of the country steers the organization. SAC is
airspace and regulation. Internationally, we maintain representation within the registered as a Canadian amateur athletic association with the CRA, an agency
Fédération Aéronautique Internationale and the International Gliding Commis- of the Government of Canada.
sion. We invest in the renewal and expansion of our sport by offering bursa-
ries for young pilots, financial support for contenders representing Canada in For change of address contact the SAC office at sac@sac.ca.
international competitions, and financial aid for clubs carrying out marketing Copies in .pdf format are free from the SAC website, www.sac.ca
and publicity initiatives. Additionally, we publish Free Flight, SAC’s quarterly Please send submissions to the editor at bphornett@gmail.com
magazine. Finally, we keep our sport safe by providing extensive training and
VO L LI B R E
L'Association canadienne de vol à voile (ACVV)
L'Association canadienne de vol à voile (ACVV) est l’instance dirigeante pour la en fournissant des programmes élaborés de formation et de perfectionnement
pratique du vol à voile au Canada. L’ACVV a pour mandat de préserver et pro- pour les instructeurs, des séminaires sur la sécurité et des plans de maintenance
mouvoir notre sport. À travers différents comités, elle représente et soutient les de la sécurité.
pilotes de planeur et les clubs de vol à voile partout au Canada.
Pour avoir plus d'information à propos de l'ACVV, veuillez nous contacter via l'un
Au niveau national, nous représentons nos clubs affiliés et nos membres pour les des liens ci-dessous.
questions relatives aux licences, aux exigences médicales, à l'espace aérien et à
la réglementation. Au niveau international, nous sommes représentés au sein de Enregistrée comme une Association canadienne de sport amateur auprès de
la Fédération aéronautique internationale et de la Commission internationale de l’Agence de revenu du Canada, l'ACVV a son siège social à Ottawa et est gérée
vol à voile (IGC). Nous investissons dans la relève et l'expansion de notre sport par un conseil d'administration bénévole constitué de représentants de toutes
en offrant des bourses à de jeunes pilotes, en fournissant un support financier les régions du Canada.
à ceux qui nous représentent dans les compétitions internationales et en four-
nissant une aide financière aux clubs qui réalisent des initiatives de marketing Pour un changement d’adresse, communiquez par sac@sac.ca.
et de publicité. Nous publions également la revue trimestrielle de l'ACVV : Vol La revue est disponible gratuitement, en format “pdf” au www.sac.ca.
libre / Free flight. Finalement, nous prenons à coeur la sécurité dans notre sport, Veuillez envoyer vos soumissions à bphornett@gmail.com
EDITOR Ben Hornett / bphornett@gmail.com
PRESIDENT & EASTERN ZONE Sylvain Bourque
Our pre-solstice 1000 km
VICE-PRESIDENT & EASTERN ONTARIO ZONE George Domaradzki
TREASURER & PRAIRIE ZONE Jay Allardyce
PACIFIC ZONE Bruce Friesen
Marta Wojnarowska, Cu Nim
SOUTHERN ONTARIO ZONE Paul Parker
ALBERTA ZONE Pavan Kumar
OFFICE MANAGER Tanya Storing
www.sac.ca
F ive days before my return from Poland, Chester announced over the phone “Sunday,
Monday, Tuesday, and Thursday” look good for flying. Surprisingly, and luckily for me,
this long-term forecast held. On Thursday, 20 December 2018, the day before the winter
solstice, with less than 8 hours of daylight, Chester and I flew 1,050.84 km for 7.3 hours in
71 Bank Street, 7th floor
Ottawa, ON K1P 5N2 our Arcus M. This was a record flight for me (by far), and is my recounting of the day.
5
We arose at 5 AM, Chester immediately them. I was so impressed—how can any- we said good bye to the 12,500 foot airspace weirder this time, nevertheless Chester
checking the forecast skew-T’s wind speed, body learn to fly a plane?! And here we go, restriction. What a relief, now with oxygen requested clearance to cross the airway over
direction, humidity, altitude of forming my husband flying his very own motor we could continue to climb up to 18,000 the Crowsnest Pass and we tried our luck
clouds… at different locations, every hour of glider, with me sitting behind, waiting for feet. We crossed the gap, reaching the influ- once more. Surprisingly, this time the wave
the day. Verdict—green light—we were my turn to take the stick, “hunting” for ence of the Livingstone Range. was much stronger and we started seeing
going. Time to put on a diaper…actually a something even more exotic than hyenas— mountains in Glacier National Park with
double diaper—this is the ticket to fly. the Rocky Mountain Wave. Just east of Thunder Mountain, the most Chief and Divide Mountain dominating the
northern peak of the Livingstones (which I horizon. I texted Sonny, a friend of mine
We reached Cu Nim still in darkness. While The wall of clouds forming over the moun- scrambled solo in the past), the glider with whom we scrambled on Divide Moun-
Chester opened the hangar and started tain range is now much closer. I look at the seemed to hang motionless. The glider was tain last May. He knew we started our flight
gassing up the Arcus, I was adding more glider’s wings and see some icing. The cano- turned westward, and yet we were not mov- around eight am, and responded surprised,
clothes layers, putting a parachute on, get- py is starting to fog up. All this make me ing forward although we were climbing up “How do you go to the washroom up there?”
ting familiar with the flight computer, and really nervous. Time to do something about at 6 to 8 knots. What a bizarre feeling, just “You don’t,” was my response, and “… you
straps—making sure I can get into the glider it. To contain the moisture I start directing like surfing a kayak on a wave, the ground can watch FZWW soaring on www.flightra-
quickly. At -7C outside, we needed to mini- breathing into my parka. This is the oppo- below us would not move a bit. We stayed in dar.com”. Sonny said, “This is so cool—I see
mize time between taking the glider out of site of what we would do during winter this ‘surfing mode’ for a while and this is you over Pincher Creek!”
the hangar and the takeoff to reduce icing of camping, where the most important thing when Chester handed the stick to me, and it
the glider’s wings (due to temperature dif- was to protect sleeping bags from getting was my turn to surf. Amazing, that after We repeated the journey north-south-north
ference between the hangar and outdoors). I moist by never breathing inside of them. As such long break my muscle memory was still one more time. North of Chain Lakes, the
certainly was not going to be a bottleneck— a result the inside tent walls would form a good enough to fly! Thanks to my patient sky was completely blue, shortening our
familiarity and readiness were the key. thick layer of hoarfrost which had to be Cu Nim gliding instructors who invested 80 third leg to the north by almost 100 km.
scraped. Since scraping the canopy is not flights in me between 2012 and 2014! Clear- Around 3 pm, with the day being so short,
Twilight arrived, and at 8:06 am we were in allowed, I breathe into my parka. I also open ly you are amazing as I still remember how the wave petering out to the north, and the
the glider taking off. It was my third time in the vent—it brings in cold air, the cabin gets to fly! fact that we were heading to Las Vegas the
Arcus-M—I like taking off in it—it is such a significantly noisier and colder, but the fog next morning and we could not risk out-
freeing experience. Unlike a classic glider clears a moment later. The clouds towards Waterton looked differ- landing, it was time to return. I am amazed
there is no towplane to follow, and despite ent, unfamiliar, most likely not promising. how the wave shifted. In the morning lift
the frozen ground, the Arcus rose up gently. The rising sun dries out the wings, two out Nevertheless Chester decided to explore. He was over Livingstone Range/Centre Peak—
However, I was thankful for the ear muffs— of three terrifying things gone, but clouds asked for clearance when over Highway 3. Cowley was visible from afar. On our final
motorgliders are so much louder during remain in sight. Chester confidently says What a great feeling not to be required to leg home the wave was just above the Cow-
take-off. this is great. Clouds show the wave, and it lose hard-gained elevation. Once the air ley airstrip!
will be much easier to locate it having clouds traffic controller gave us a transponder
With the sun rising behind us we headed around, rather than having a blue bird day code, we were set and proceeded south. On Flying over Chain Lakes, Chester obtained
west to the mountains to meet the legendary as on our previous flight. Nevertheless I am the south side of Hwy 3 conditions were not clearance to descend northbound through
nearly as strong. “To be expected”, Chester Calgary’s Control Area, but preferred to
What a luxury to be in a modern high performance explained, “lots of energy is lost here— lower the sailplane to 15,000 feet. “Let’s not
hence the windmills in the area. Howev- overuse the hospitality of ATC.” Full spoil-
glider with a terrific glide ratio, an amazing moving er”—Chester pointed out a cloud in the ers, wow! Rather exciting experience—the
map display showing our destination with needed distance—“let’s head in this direction, we
will catch lift just west of the cloud.” This
Arcus drops down at an incredible rate,
reaching quickly the desired altitude of
gliding ratio, and having ATC clearance. happened several times during our flight, 15,000, good enough to comfortably reach
we would be losing altitude and Chester Cu Nim. What a luxury to be in a modern
Rocky Mountains wave. This is the beauty nervous. To occupy my thoughts, I start would say—“we will catch a lift in a mo- high performance glider with a terrific glide
of the Arcus—it can reach places a towplane reflecting on my various experiences in ment,” and sure enough, the lift would mag- ratio, an amazing moving map display
could not without much difficulty. By the gliding, the very first flight with Wilf, strug- ically appear. showing our destination with needed glid-
time Chester turned off the engine and gle to master towing, first landing with Al ing ratio, and having ATC clearance.
retracted the propeller, we were over 11,000 Hoar, a fantastic flying week with Allan We were flying over the Castle area, and I
feet. Wood, first incipient spin with Ab, a rather recognized Cloudy Ridge Junior that I When flying back to Black Diamond we hit
long spin with Jean Claude, and my only climbed solo last August. Soon Waterton strong winds, and reaching Cu Nim was
I’m sitting comfortably in the back seat of flight with Phil who helped me to stop using Lakes came into view, Sofa Mountain, and rather rough. The glider felt like a paper
the Arcus, in my Polish winter down parka, my entire body to turn the glider. This bit of the US border. We made sure we did not airplane thrown about easily in the wind.
which I use in the mountains when it gets diversion made me calmer and now I can cross 49° into the States. Then one turn and With the pressure change, the altimeter
below -20oC. I’m happy to wear an extra pair focus my attention on the flight, but not we headed northbound. The wave shifted shifted on us significantly by 400 feet since
of long johns below my warmest ski pants, ready yet to take the stick. significantly to the east. Once we crossed the morning. Chester disregarded the in-
and two sets of Hot Paws in my winter Hwy 3, flying north seemed much faster. To strument readings and landed visually. It
boots. I am waiting to get cold but never do, Meanwhile we are in wave and much, much the north, there were much fewer clouds was good to be on the ground after 7.3 hours
although having down pants and a bit closer to the mountains than during our than in the morning. The plan now was to in the air.
warmer feet would have made it just perfect. previous flight. I could easily recognize reach Moose Mountain (north of Bragg
Holy Cross, Mt. Head, east side of Mt. Creek), but north of Longview the wave Matt and his dog Yukon showed up with
The noise of the engine reminds me of a Burns, mountains I scrambled on in the became scrappy, and we abandoned the plan perfect timing to help us get the Arcus into
book which inspired me about a decade ago, past. We crossed Highway 40 southbound north of the Sheep River and turned back the hangar. At 1,050.84 kilometres it was the
“Cry of the Kalahari” by Mark and Delia with little effort. Unlike the previous flight, south. Chester did not want to overwhelm 7th longest flight of the day in the world, the
Owens, a couple who moved to Africa and when it took us several tries, this time cross- me with nasty stuff. longest in North America, and who CANADA
studied hyenas. Mark eventually bought a ing was a piece of cake, as the wave was knows—maybe the longest ever flight by a
USA
plane, and learned how to fly to follow continuous at our altitude. A moment later The clouds over Waterton looked even couple :-)—still to be confirmed.
6
PW6 First Impressions Jay Allardyce
2019 was our first season with two new how easy it is to coordinate the glider in the to ‘positive arrivals’. It tends to float in the
PW6s and everyone was very excited by the turn. The glider thermals nicely in tight, high flare if you carry a bit of extra speed so pilots
novelty of having two new brand gliders. The bank turns, spins well with some coaxing and need to practice good disciplined speed
PW6 is certainly aesthetically pleasing and gives lots of notice prior to entering the spin. control to make precise landings. The slow
seems to be well built. Both of our gliders Given the higher performance relative to our but steady application of airbrake in the flare
have just over 100 hours each on them now. old trainer, the Krosno, it has taken pilots a also helps to get the glider to settle down on
The cockpits are showing some wear and tear bit of time to adapt to flying a wider circuit. the runway.
from the high cycle club operation. Time will The airbrakes also aren’t quite as effective as
tell how they hold up durability-wise in the the Krosno but are certainly very adequate. Overall, the PW6 seems to have been a good
club environment. We’ve had good success Speed control can be a bit of a problem for addition to the club and is being enjoyed by
reteaching everyone how to open and close those not accustomed to slipperier gliders all types of pilots. The one thing we haven’t
canopies so fingers cross that the canopies but after a bit of practice, most pilots fix this really leveraged quite yet is the ability to go
will remain crack-free for a long time. issue on their own. It does take pilots a bit cross-country but I’m hopeful in 2020 that
of time to get used to the flare and landing we’ll have some days that will allow some
Flying wise, the PW6 flies very nicely. Both attitude given the need to flare at just the moderate distance flights to be done.
new and experienced pilots seem to adapt to right point to avoid touching the tail while
the glider very quickly. The biggest thing pi- also keep the nose wheel off the ground, but Jay Allardyce, CFI
lots remark when flying it for the first time is the glider is very forgiving and stands up well Winnipeg Gliding Club
8 9
A
ssis à l’arrière dans un Perkoz flam- en air calme. Par deux fois dans le passé, j’ai ma marge de sécurité. (Ma marge de sécurité utes de pouvoir me rendre aux premiers droite d’une dizaine de degrés et je me dirige œil à l’arrière pour ne pas perdre de vu mon
bant neuf assemblé en 20 mètres, fait ce genre de vol de façon parfaitement est de 1000 pieds). Aussi, d’un point de vue champs vachables disponibles. Ces champs vers le centre d’un groupe de champs, encore premier choix.
je m’apprête à faire un vol routinier identique. Un simple vol relaxant comme je éloignement, je considère que j’ai atteint la se trouvent au bout de la vallée du bras du très loin devant moi, dans la vallée du bras
avec une passagère non initiée au monde de les aime. Et comme d’habitude, je suis plutôt limite de ma zone de confort. Je demande nord à 8 km devant moi. Une inquiétude du nord. Bingo ! J’ai mon second choix en vue et il est
l’aviation. Un simple vol plané sans compli- volubile avec ma passagère. donc au pilote du remorqueur de tourner à définitivement exagérée, mais qui est un bon à ma portée. Je juge que j’aurai une réserve
cation, dans une atmosphère dépourvue d’as- gauche de 90 degrés afin d’y mettre fin. indicateur de mon soudain état de stress. La longue et lente descente se poursuit dans d’altitude raisonnable pour y faire un circuit
cendance. L’histoire dit qu’elle sortira enjouée Mais, oh surprise ! À environ 3600 pieds Car la situation demeure dans mon esprit, une très légère turbulence. En approchant comprenant au moins un vent arrière. Étant
et ravie de son expérience. Pour ma part, j’en indiqués, nous frappons de la turbulence sig- L’altitude de largage prévue approche. On si ce planeur ne se rendait pas à l’aéroport les 3400 pieds et pendant quelques secondes, en territoire connu, mon stress lié à cette
tirerai une cinglante leçon de vol. nificative et nous obtenons un taux de monté est à 22 km de l’aéroport. C’est loin! Nous de Saint-Raymond ? J’aurai donc à faire une j’arrive même à obtenir un positif très faible première vache diminue sensiblement. La sit-
de 600 pieds/minute. J’ai immédiatement le sommes profondément enfoncés en territoire vache. Par surcroît, ce sera la première de ma sur le variomètre malgré la constance de ma uation se présente bien. J’ai pleine confiance
Nous sommes à l’aéroport de St-Raymond- réflexe de mettre la main sur la poignée de hostile et montagneux. Pour mal faire, le vie ! vitesse. Est-ce l’ascendance que nous avons à nouveau.
de-Portneuf le 14 octobre et il est midi passé. largage, mais j’hésite à larguer. Première- temps est devenu lourd et sombre et la pluie rencontrée en montée qui attendait mon
La météo publique prévoit de la pluie contin- ment, je n’arrive pas à m’expliquer la présence menace. Pour me convaincre du bien fondée (Une analyse subséquente du vol indiquera retour ? Je me garde bien d’essayer une orbite. Une fois rendu à la verticale de ce second
ue pour la fin de l’après-midi. Déjà, les derni- de cette ascendance. Je trouve ça louche. de ma décision de larguer, je fais la règle du que j’ai une composante vent de face de 25 Il y a trop de choses que je ne comprends pas choix, je porte mon regard vers l’avant. Je
ers bouts de ciel bleu s’estompent rapidement Deuxièmement, il est entendu avec ma pas- pouce suivante. Je suis à très exactement kts.) dans cette atmosphère et le taux de montée vois notre aéroport (4 km plus loin) sous un
vers l’est. À part le pilote remorqueur du sagère que le remorquage aura lieu jusqu'à 22 km du champ. Je serai bientôt à plus ou est minuscule. Je préfère me concentrer sur angle assez plat. Il me semble accessible. Je
Citabria et un autre pilote de planeur, le Club 5000 pieds. Si je manque mon coup, ça sera moins 1.5 km d’altitude. Avec une finesse Je vais donc vacher le joyau du Club avec une les champs droits devant moi. Peu de temps m’en approche tout en me posant les ques-
est déserté de ses membres. Au sol, un vent "poche" pour elle et pour moi. Je retire donc 20, je volerai pendant 30 km. J’ai un planeur passagère dont j’aurai à gérer les émotions après, j’entre dans de la turbulence, pas vio- tions suivantes : est-ce le piège du "syndrome
faible de 2 à 3 kts souffle dans l’axe de la piste ma main de la poignée de largage. dont j’estime la finesse en air calme à 38. Mon (en plus des miennes), sur un choix de lente, mais vraiment présente, mon planeur du retour à la base" qui se referme sur moi
champs très limités et vallonnés. De plus, je veut pencher de tout bord, tout côté, ce qui ? Suis-je en train de risquer nos vies afin
les atteindrai avec peu d’altitude de manœu- me demande des mouvements amples sur les d’éviter ma première vache ? La réponse est
vre. Tout ça en sachant qu’il n’y a pas assez commandes de vol. Ma passagère me dit que non. Je peux me rendre à notre piste par une
de main-d’œuvre au club pour rapatrier le ça doit être difficile de contrôler l’appareil base gauche, mais sans surplus d’altitude. Je
planeur. Sans parler du fait que je constate dans ces conditions. Je pense sans lui exprim- procède donc vers l’aéroport. La manche à
que la pluie prévue en fin d’après-midi sera er : "Si vous saviez madame quel genre de vent pend presque verticalement, le même
forte et visiblement au rendez-vous. Diantre problème occupe mon esprit présentement". vent que nous avions à notre départ nous y
DOUBLES PERCEPTIONS
! Au bout de 1200 heures de vol réparties attend. L’atterrissage est sans histoire.
entre monomoteurs, bimoteurs et 380 vols de La turbulence cesse complètement quelques
planeur sans grandes histoires, je suis engagé centaines de pieds plus bas. Le taux de chute Deux heures plus tard, la pluie battante et le
dans un vol qui sera de loin le plus stressant du planeur est maintenant normal. Il oscille vent s’abattaient sur Saint-Raymond. Un fort
de ma vie, toutes machines confondues. Ma autour des 150 pieds/minute. Également le vent du sud-ouest comme il se doit…
POUR UN MÊME VOL
passagère doit trouver que j’ai perdu ma planeur semble mieux progresser.
jasette, car je ne dis plus un seul mot. Que s’est-il passé aux altitudes supérieures à
(L’analyse du vol au sol subséquente démon- 3500 pieds ? En montée nous avons traversé
Malgré tout, je constate également une autre trera que de 5000 pieds à 3400 pieds la un front chaud plutôt violent. Puis lors de
donnée de vol qui sort de l’ordinaire. Le pla- composante de vent de face est passée pro- la descente, nous l’avons traversé à nouveau.
neur descend à un taux de chute qui se tient gressivement de 25 kts à 15 kts. Puis sous les Un front chaud est sur une pente relative-
Denis Saucier entre 50 et 130 pieds/minute. En air calme,
selon la polaire, il devrait normalement
3400 pieds à une mesure négligeable.) ment douce. (Contrairement à un front
froid qui est plus vertical.) La masse d’air
descendre à environ 130 pieds/minute. D’un Maintenant, tout est calme… Sauf moi. Nous chaud repousse la masse d’air froid sur cette
point de vue pratique, je me serais attendu à sommes bien loin de l’aéroport et j’ai une pente douce et ce faisant cette masse d’air
du 150 pieds/minutes. Ce faible taux de chute vache à faire. Je choisis un premier champ chaud s’élève le long du front. Aux altitudes
27. Je m’attends à ce qu’en altitude celui-ci La turbulence diminue, mais sans totale- calculateur de vol affiche une altitude d’ar- se maintient, minute après minute, kilomètre parmi une bien petite sélection. Je le survole supérieures à 3500 pieds, nous étions dans
vire au nord-ouest et augmente légèrement ment disparaître. À cette altitude, je me de- rivée à l’aéroport de 1280 pieds au-dessus de après kilomètre. Je n’arrive pas à m’expliquer à une altitude de 2700 pieds indiquée (2000 une masse d’air chaude qui subissait une
en force. mande ce qui crée cette très légère turbulence ma marge de sécurité. Et en ce qui concerne ce qui se passe. L’aiguille de mon altimètre pieds sol). Mon calculateur de vol indique ascendance. Ce qui explique la température
sous des nuages stratifiés. Le taux de montée le vent, je m’attends à une légère composante me confirme ce que je vois sur mon vari- que je suis à 11 km de notre aéroport. Il agréable de l’habitacle à 5000 pieds un 14
Nous décollons vers une altitude de remor- revient à 400 pieds minutes ce qui demeure de vent arrière. omètre par son mouvement très lent. Mon prévoit une arrivée à 140 pieds au-dessus de d’octobre et les bonnes performances du
quage prévue de 5000 pieds. Après un virage très surprenant considérant que l’on dépasse calculateur de vol me le confirme également. ma marge de sécurité. Je me considère assez Citabria lors de sa montée. Notre taux de de-
de 270 degrés vers la gauche, le pilote du les 4000 pieds. Je voudrais bien mettre sur Je largue donc en pleine confiance à 5050 D’autre part, n’ayant pas eu l’occasion de haut pour laisser passer ce premier choix. scente exceptionnellement faible. Et surtout
Citabria nous amène sur une longue ligne le dos de la fraîche température d’automne pieds. Le pilote du remorqueur étant déjà thermiquer, celui-ci ne me donne pas d’in- Toutefois je m’assure de ne pas le perdre la composante vent de face qui semblait venir
droite au NNE comme je l’ai demandé. La cette performance du Citabria, mais il s’avère avisé par radio, je vire à gauche et prend la dication du vent. De plus la vitesse sol n’est de vue. Je m’engage à nouveau en territoire d’un autre monde. Qui en fait, provenait
stabilité de l’atmosphère me confirme qu’il que la température ambiante à l’intérieur du vitesse de meilleure finesse en air calme. En- pas affichée sur mon écran et je considère non vachable et vire de 10 degrés vers la effectivement d’un autre monde…
n’y a aucune ascendance. Avec la couverture planeur est particulièrement douce et con- suite il ne me reste plus qu’à prendre ça "cool" que le moment est mal choisi pour chercher gauche. Cela m’amène à voler directement
nuageuse qui s’épaissit et qui cache com- fortable. Bizarre… et à regarder le paysage passer. à l’obtenir. vers l’aéroport de Saint-Raymond. Mais ce Ce sont les cartes météo analysées suite au
plètement le soleil, ce n’est pas surprenant. Le n’est pas Saint-Raymond que je vise. C’est un vol qui m’ont mis sur la piste des explications.
Citabria performe comme il se doit avec son À 4700 pieds, toujours en ligne droite vers Et c’est justement en examinant le paysage À la lumière du taux de chute anormalement champ vachable reconnu qui se situe 7 km
400 pieds/minute de montée et sa vitesse de le NNE, mon calculateur de vol m’indique que je me rends compte qu’il est stable… faible, je rajoute 4 kts seulement à la vitesse devant moi. Un champ que je connais bien La prochaine fois il serait préférable que je
61 kts. Je prévois revenir sur la même ligne que nous sommes à 20 km de l’aéroport et Il ne bouge presque pas ! Il passe avec une de meilleure finesse en air calme. Je décide pour l’avoir arpenté au sol et observé du ciel. les consulte avant le vol. D’autant plus que
droite avec un taux de chute d’au plus 150 affiche une altitude d’arrivée à l’aéroport de lenteur désespérante ! À un tel point que je également de ne pas aller directement vers Ai-je assez d’altitude pour m’y rendre ? Un par nos temps moderne cette information est
pieds minutes à la vitesse de meilleure finesse Saint-Raymond de 1000 pieds au-dessus de doute pendant environ une ou deux min- l’aéroport de St-Ramond. Alors je vire à œil à l’avant à la recherche de ce champ, un tellement facile à obtenir.
10 11
CONDOR 2
apprendre à nous connaître, à nous amuser et se retrouver dans un lieu de rassemblement vols proposé
à parler de ce qui a fonctionné ou non. Nous virtuel, avoir à notre disponibilité pour notre
parlons via un serveur Discord . Nous volons plaisir, accès à un Team sympathique de Site TEAMXC – A propos : https://sites.
avec des scores de type OLC et analysons pilotes planeur Américains , de voler tous google.com/view/TEAMXC/about-us?au-
les scores mais ne les stockons pas ... c'est ensemble et avoir notre propre fréquence de thuser=0
juste pour le plaisir. Nous encourageons des discussion francophone tels nos bonne radio
marges de sécurité réalistes (voir Comment VHF planeur. Ceci est le lien pour arriver directement
le vol en planeur virtuel, ou comment nous volons ). Si vous souhaitez utiliser un
téléphone ou une tablette comme ordinateur
de vol (par exemple XCSoar ou SeeYou)
Sylvain m’invita donc à faire une présenta-
tion rapide pour cette revue de Free Flight,
sur la partie ‘’A propos de Nous’’ du site
TEAMXC, About US en anglais…
dans un vol réel, nous vous encourageons à afin de faire connaitre le TEAMXC a toutes la Site des serveurs condor : http://www.
continuer à voler l’hiver au Canada
prendre le temps de le lier à Condor afin qu'il communauté vélivole Canadienne pour que condorsoaring.com/serverlist/ A ce lien se
vous soit très familier avant de voler dans la francophone et anglophone partage la même trouve la liste officielle de tous les serveurs
vraie vie. Nous pouvons vous aider à mettre passion du planeur ceci de façon sérieuse et Condor mondiaux, vous trouverez sous le
les choses en place. responsable comme on le fait dans la vraie nom TEAMXC dans cette liste les serveurs
vie. Et le TEAMXC a su faire cela. de notre site ami ou vous savez sur quelle
Pascal Mourgues Nous serions heureux d'avoir d'autres
groupes ou individus se joindre à nous, dans
n'importe quelle langue. >>
Je vous laisse alors découvrir le site de
TEAMXC ou je vous donne le lien en fin
scène vous allez voler. Juste à cliquer sur
JOIN, Condor se lanceras et arriveras sur le
terrain choisi par la TEAMXC.
d’articles.
Avez-vous entendu parler de Condor, Condor est le seul simulateur reconnu et au- tombé par hasard sur un site qui propose Aussi je me suis inscrit sur TEAMXC, Pour la Fréquence Radio : le TEAMXC
certainement. Ce simulateur plutôt réaliste toriser pour la formation des pilotes planeurs exactement ce que je cherchais, soit une équi- ceci est gratuit et me permet de voler avec Pour la petite astuce des personnes unique- utilise un logiciel nommé DISCORD, tels
et unique simulateur de planeur qui existe au sein de la FFVP. Vous pourrez télécharger pe pour la plupart pilotes réel, qui font du plusieurs planeurs. Mais malheureusement ment francophone comme moi, qui ne une radio VHF, vous retrouverez toutes les
maintenant depuis une bonne décennie, ce guide pratique de l’instructeur simulateur planeur pour se promener. Nous avons une ne parlant pas anglais, j’ai alors demandé comprennes rien à la langue de Shakespeare, explications sur le TEAMXC pour l’installer
devenue mature surtout avec la révolution dont je mets le lien en fin d’article. fréquence audio pour se parler et chacun fait gentiment à Bret s’il pouvait ouvrir une est d’aller ouvrir le lien en bas de l’article sur votre ordinateur. Il est obligatoire pour
des lunette virtuel 3D. son vol comme il pense le faire, sans but fixé. fréquence audio francophone, ce qui fut fait dans votre explorateur Google, et une fois ce parler
Alors le simulateur Condor est-il un jeu ou très rapidement. sur la page du site TEAMXC, de faire un clic
Je sais j’en entend déjà dire, ou > … de voler sous Condor et faire de belle balade audio DISCORD, etc… pour que nous nous
dans les décors photoréaliste des alpes
Flight Training and
respect to winch training, Germany requires National Safety Program (NSP) Status glider must decelerate before turning right
10 days of training on the winch to certify to avoid the rope. No TSP recommenda-
operators which is about twice the OSTIV This is a Performance Measurement tool for tions were made to cancel this test standard.
average. TSP also discussed “I cannot release the success of the NSP and is measured by Clubs should review the exercise with their
signal” and any training problems were percentage of club participation. The NSP instructors.
inconclusive. Canopy, airbrake, and gear up status consists of annual Safety Reports at
Safety Committee
landings are common issues. time of writing (currently 68% but estimating Tow plane solutions & sub-committee
88%), Club hazard/risk analysis (currently report
FTSC agenda points requested included 80% of reporting clubs), Safety Audits (cur-
wing runner check list/drills which most rently 72%), and Safety program manuals Jason Acker forwarded an email which
countries also include in their training with (68%). The safety program manuals are com- concludes that it appears that SAC clubs fall
similar teaching points. The Canadian wing ing along with more clubs submitting. There outside of the regulations for air operator
Annual Report for 2019 runner double check reminder that “canopy
locked”, “airbrakes locked”, and “tail dolly
is some confusion that an operations manual
is the same as the safety program manual.
certificates and as such do not perform aerial
work. Therefore advance ultralights could be
off ”, was well received as a good practice. The latter is about identifying how safety will used for glider towing operations but indicat-
Emergency scenario training was reviewed at be done in the club, such as incident analysis ed that was a personal opinion of his read
the last seminar and there were no addition- and information sharing. It should answer of CARs and not a legal opinion. We would
al best practice recommendations. It was who, when, and how safety will be managed, suggest finding suitable aircraft (advanced
SAC Safety Report tical. This should reduce the training time training materials and curriculum and is agreed that the more exposure to emergency outlining safety training and how follow up ultralights, homebuilt, etc.) and if we want
required in the aircraft. satisfied with our program. However, we are scenarios the better prepared the pilot will will be implemented. Examples are on the them as tow plane, we start the work to get
See the separate safety report prepared by not classified as a “TC approved training be. The US Soaring Safety Foundation uses SAC website documents section in the Safety them approved. There is a new larger Zenith
David Donaldson, SAC Safety Officer. We In addition to new instructor training program” or TC “Flight Training Unit(s)”. many scenario based situations for instructor Officer Training manual. SAC is also working CH 750 with a 145 HP Rotax engine and
have had 1 mid-air with 2 fatalities this year FTSC has been asked to work on instructor However, TC expects clubs to follow the reg- safety discussions at their Flight Instructor on incentive programs similar to the grants CH 801 with 150-200 hp that may be worth
and a total of 7 fatalities in mid-air colli- refresher program for the next season to help ulations that apply to FTUs. TC issues glider Revalidation Clinics (FIRC). Spiral recover- offered in the past. a look. Australia has had great success with
sions since the Invermere accident in 2011. clubs have all instructors teaching the same pilot licenses and instructor ratings to retain ies were reviewed during the flying sessions V8 automotive engine STC in Pawnees. This
See and avoid has its limitations. We have program and refresh skills. Details will be control. TC rated instructors can write letters with most countries being similar and Transport Canada CARs Review STC dramatically reduces operating costs
an excellent presentation for training pilots promulgated later this spring. We will also of recommendation for glider licenses and agreeing the airbrake should not be opened with improved performance.
that was used in past years, updated, and is look at a CFI (examiner) course based on ratings based on applicant demonstrated fly- in the recovery. Advanced soaring training FTSC has submitted recommendations to TC
available to clubs. The aim of the presenta- the success of the online instructor ground ing skills. Some clubs have a TC “Authorized was discussed and the Panel had not looked in their Regulation Modernization Review. Chairman: Dan Cook
tion is to show the limitations of the human school course. We will also look at the possi- Person” who can issue temporary licenses. at producing anything by the TSP. Many The focus has been in definitions of “glider” National Safety Officer: David Donaldson
visual system, high risk flight situations and bility of a Course Conductor training course. Clubs not following FTSC recommended EU countries include similar Bronze Badge and how those regulations affect personnel Members: Joe Gegenbauer, Jo Lanoë, John
suggestions to mitigate. PowerFlarm can materials and curriculum are not following type training as part of basic glider license licensing and aircraft maintenance. The Toles, Jason Acker
help reduce the risk but will not be the single David will distribute a Survey Monkey to the SAC National Safety Program and will standard. Sweden has a 3 tiered approach definitions in CARs are not current with the SAC Board Liaison: George Domaradzki
solution. As with all electronic warning look at point of view of potential pilots mo- weaken SAC’s position with TC representing to formal training to x-country standards. technology (I.E. if it has an engine it is an Director of Safety: Sylvain Bourque
devices they must be used correctly, installed tivation to instruct, why the leave and why recreational glider pilots. TC is monitoring Canada agreed to produce strawman for airplane not a glider). The current regula-
optimally, and limitations understood. Most they stay as instructors. This information will our training with a view of further regulat- best practice based on our current Advanced tions for licensing motor glider pilots will
common situations involve blind spots, de- help us better tailor FTSC services to clubs. ing gliding which will complicate instructor Soaring Manual (see SAC website docu- not change in the near future and state it is
scent onto another aircraft, or closing on an- training and will drive up the costs similar ments). Many US authors have also produced possible to fly TMG/MG with a GPL and
gle from behind such that there is no relative Instructor Refresher Training to power flying. Our SAC insurance is also excellent training programs which the panel a method of launch endorsement. TC in
movement that the eyes can detect. Other based on the fact that we have a comprehen- will look at. The Alberta Soaring Council has Ottawa has agreed to this if club letters of
solutions should involve club operations to ASC had requested that FTSC provide re- sive central training program and standards. also produced a kit for x-country training to recommendation follow the current regula-
reduce risks such as fixed tow plane release fresher training points for instructors based We are risking getting our coverage at simplify the challenge for clubs to get active tions and additional training and knowledge
points and tow plane descent corridor(s) on identified high risk events/traps, tricky reasonable rates for training with different in promoting cross country flying to help requirements promulgated to clubs last
and tow pilot training. David will have other lesson scenarios, and most forgotten items. curriculum or standards. retention and this may be a good contribu- spring by FTSC.
recommendations in the safety report. FTSC is examining in more detail and pre- tion to TSP.
liminary discussion has identified low and OSTIV TSP Report Flight Training Curriculum
Instructor Training slow maneuvers and those with air brakes The approach control and stick shaker
open, tow plane upset situations, and low The OSTIV Training Safety Panel met near concept proposed by Canada was discussed ASC has brought to the committee’s attention
There were no SAC instructor courses skidded turns. Difficult lesson scenarios in- Gettysburg, PA USA in September this year and the automatic version to use software there are some problems with the “I cannot
requested by clubs in 2019. Instructor clude stability demos, stall with angle of bank and was attended by the SAC FTSC NSO and sensors in current navigation instruments to release signal” in the emergency training
shortages are a common issue for many demo, and landing with high surface winds. Chairman and representatives from USA, calculate surface winds was concluded as not practical flights and recommended with-
clubs. David has suggested that we run an Things most often forgotten would include GE, Sweden, and by phone Finland, England, possible with the current capabilities of these drawing it from Flight Test standards. FTSC
instructor ground school online, in a similar canopy locked, air brake locked, correct gear and NZ. Safety reports from each country devices. The use of angle of attack informa- has asked for feedback from other clubs if
fashion to the online ground school for new operation, downwind checks, tail dollies, were presented and discussed. Findings tion and tactile warning such as stick shaker this was a widespread issue. With no other
pilots. There is synergy of group learning but closing canopies after exit, and calculating/ included that most countries were experi- was supported and the OSTIV Chairman (in problems indicated FTSC discussed with
without having to attend a central classroom using approach speed correctly. If you have encing similar issues with stall spin, off field attendance at the TSP Meeting) was going OSTIV TSP and did some flight testing with
site. The self-study program does not seem addition items from your club/personal ex- landing accidents and preflight planning to take the discussion back to the Sailplane the international pilots at the recent meeting.
to be working well. In addition, having CFIs perience, please let an FTSC member know. issues such aircraft preparation/inspection. Development Panel (SDP) for review. The The standard with most countries is first to
complete the practical flight lessons has not We will promulgate our recommendations in Phase of flight for accidents were similar to AoA technology to do this simple for sail- use the radio. In event of radio failure the
produced significant numbers of instructors. a free flight article later. Canada. In general OSTIV nations are seeing planes and is available, but there seems to be backup is a position 45 degrees to the left on
The plan would be to complete the academic decrease in the number of accidents but there more pilot demand for bug wipers than stall tow to make the signal. A visual line up of The Transportation Safety Board report on
portion on line and use simulators (desk top Instructor Standards is a decrease also of flying activity. Of interest warning! FTSC will continue to look for ret- the tailwheel with the right wheel of the tow the fatal accident that occurred in 2019 can
or club if available) to complete the exercises, Sweden has experienced a rise in TMG/MG rofit design solutions for older gliders based plane is a good reference angle recommend- be found by going to https://www.tsb.gc.
and then meet candidates regionally with Why SAC standards and training materi- incidents/accidents and have identified fuel on our current developments for a black box ed. Swinging too far left can result in back ca/ and searching case A19W0099.
a course conductor to complete the prac- als? Transport Canada is aware of the SAC mismanagement as recurring issue. With assistant. release as slack is created in the rope. The
14 15
product, but Germans are the majority of charts for things like icing and so on. I’m year, so I’ve got a full calendar of competi-
glider pilots. And that’s quite a legacy prod- not quite sure where that product is going to tions including I hope both world champi-
uct now and they’ve partnered with us to go long term. I’m going to make it free ini- onships and hoping to get back on the horse
THE THERMAL - EPISODE #7 develop the next generation of their prod-
ucts. And as part of that we have access to
tially and we’ll see where the interest is and
decide from there.
again.
Interview with Matthew Scutter all of their weather models as well. So, we’re HtC: But you’re in London right now…I
Herrie ten Cate utilizing their weather models for some HtC: So, I gather this is now a full-time job understand you’re on our way to Namibia
purposes and our weather models for other for you? later this year?
purposes. They’ve got the capacity to update
their weather models every three hours and MS: Yes, I’ve been working full time for MS: My short-term calendar is London until
they’re using very recent data in doing that about three years now... December and then December in Namibia
so if you look at SkySight now, at least with- and then I’m in New Zealand from January
better forecasts for the Junior World Cham- tion is that it’s still under active develop- in Europe, you’re able to select our weather HtC: And I gather with the number of sub- until March. But that’s not strictly gliding
pionships in Australia. And also, so I could ment. My reason for starting it initially is model which updates a couple of times a day scriptions you have that you’re able to make related, my partner has an internship down
have a bit more insider information on what that I had the feeling that technology had depending on what time of day it is…while a decent living at it? there so we’re going down for three months
the weather was going to be like on the advanced but other products had just been their weather model updates every three while she does that, but I’ll definitely be
weekend. So, I could haggle my colleagues left stagnant. There wasn’t any active devel- hours. So that’s one of the biggest areas of MS: Yes…for sure. And I also have a couple making the most of the local gliding while
to be get on or off the call duty for the opment going on to keep up with the state of improvement in weather forecasting at the of other people working with me as well I’m there.
Predicting the weather has evolved dramati- weekend. the art that was continually improving. So moment, is the focus on the real short term, now.
cally over the last few years, giving glider that’s the key difference. And I think we’ve getting those latest observations and getting HtC: That sounds lovely spending time
pilots far greater insight into the soaring HtC: But how did you figure this out…most built a really nice user interface that utilizes a new weather forecast out. They call it “now HtC: That’s fantastic. Are you surprised that down in Omarama…
conditions in their area. Now, before even people don’t have the tools to figure this out. the power of your computer to deliver a casting”. We’ve got access to that and built you’ve gotten so far so quickly?
starting the drive to the gliding club, pilots really nice map and interactive functionality into SkySight as well as our weather models. MS: It’s beautiful
will not only know what kind of soaring day MS: I started off doing my own forecasting to give you different ways to slice and dice Our weather model has other advantages. MS: Well when I left Google, I wasn’t sure if
it will be but also what kind of task they can by reading books and then later I discovered the weather and that enormous computer It’s much more detailed than what you get I’d be finding myself back there in a couple HtC: Where are you going to have your
expect to fly. RASP through Dr. Jack and I even set up a power that we talked about lets us deliver from nation state models…like models years’ time or not. But things grew quite glider delivered…will that be back in
few RASPs in Australia, which I still main- quite accurate forecasts, using the full re- available from the Deutscher Wetterdienst. quickly. Particularly last year when we really Australia?
Over the years, glider pilots have become tain to this day. And it all kind of snow- sources of what’s available today. So, it really sorts waves and convergences cracked the European market. And things
familiar with weather applications like Dr. balled from there. I used to be a software and subtle terrain differences a lot better. have grown very rapidly form there. MS: No…I’ll pick it up from the factory in
Jack and XC Skies. Many pilots have also engineer first working for a startup then a HtC: You managed to British Junior team at April next year and then fly the whole sea-
become their own weather forecasters by company called Blackboard and then work- the World’s. How did using SkySight play a HtC: So, I find this fascinating. You’ve been HtC: So, what’s your rough number of son again in Europe and who knows after
using various public forecasts and interpo- ing for Google doing software engineering role in their victories? able to use existing resources that are out subscribers? that. I’m not sure where I’ll end up the fol-
lating the information for their area. and from my perspective modern meteorol- there and you’ve been able to bring them lowing year.
ogy is more applied computer science rather MS: Biggest thing for us was over-laying altogether into your app SkySight which is MS: I’d rather not say the rough number,
Australian glider pilot Matthew Scudder has than derivative physical sciences. So that’s their position on top of the weather map. So, then able to use all of the tremendous com- but I can tell you that we’re the second big- HtC: Are you working on other projects at
gone one step further. Matthew is a very where I put my engineering experience in we had that set-up on the ground and could puter power out there to work the system… gest gliding weather forecaster at least with- the moment?
experienced contest glider pilot who has had engineering large computer set-ups and see where they were in relation to the fore- it sounds ingenious, the way you went about in sailplanes now…
a number or remarkable flights back in operating things at scale to weather cast. That was a real key differentiation for it. MS: Not so much…I’m actually attached to
Australia. And in 2015, he was the Junior forecasting. us that helped us succeed at the Junior HtC: And who’s the first? the company that make the Diana 2 through
World Gliding Champion. World’s. There wasn’t any weather informa- MS: Yeah…that’s the idea. You try to use the their avionics company. You might know
HtC: So, is that part of the secret to this tion that we had just for us or anything like best of what’s available. And make up the MS: I’ll have to let you guess that I’m them from the trailers they make. The make
Matthew’s gliding accomplishments don’t whole thing…having the massive computer that but having access to those forecasts and shortfall ourselves where it’s not otherwise afraid… quite nice trailers they’re called AVGs is the
end there. power behind you that we have nowadays? knowing how it all worked…certainly some available. brand name on the trailers and they’re mak-
advantage. HtC: So other than SkySight…you’re a com- ing the Diana 3 as well. I’ve been working
He has built the SkySight weather applica- MS: I’d say the key differentiation from how HtC: Do you see other applications for petition glider pilot in your own right. with them for a couple of years now to make
tion designed specifically for soaring pilots we do things is that we use cloud computing HtC: So, you’re doing that in real time…and this…it’s great for soaring pilots but what What’s happening on your own flying front? sure that the Diana 2 and 3 are real success-
and it has very quickly turned into the high- at an enormous scale which lets us achieve were you then able to communicate with about sailboat racing? es. And I’m hoping to capitalize on that with
ly successful “go-to” site for glider pilots forecasts that I don’t think would be possible them? MS: Well, I spent a lot of time building the Diana 2 that’s arriving next year.
around the world. with conventional setups. It’s just not af- MS: Sailboat racing…probably not going to myself up to the World Junior Champion-
fordable to buy a million dollars’ worth of MS: Yeah…that’s the role of the team cap- dabble in just because there’s a really strong ships in Narromine and had very successful HtC: Before I let you, go…I understand
I’ve reached Matthew Scutter in London, computer equipment and stick it in a rack tain basically…to steer the gliders around competitor already there. I’ve had a good result... you’re going to do some ridge soaring this
England. and do an hour’s forecasting per day. With the sky. And we were able to do that in rela- close look at what they offer, and I’ve real- weekend?
cloud computing I can I can run forecasts tion to the forecast, satellite picture and the ized these guys are pretty good and I don’t HtC: You were the Junior World
HtC: Hello Matthew and welcome to The on a thousand servers for a couple of hours rain radar, which on a number of days was want to mess around there. But generally, Champion… MS: We’re heading out to the Long Mynd
Thermal. and then turn them off and stop paying for really critical at the World’s in Hungary. aviation is an area that I’m actively target- Gliding Club…it’s a friend’s birthday party.
them. And the cost of doing that is less than ing. We’re going to have a product coming MS: That’s right in 2015 in Australia. But A gliding birthday party so everyone is
MS: Thanks for having me. I’m looking the electricity costs if I were to do that in HtC: How do you see SkySight evolving in out next year that again leverages that part- after that I’ve taken a little bit of a break. dragging their gliders up and hopefully this
forward to it. Australia. the next couple of years…how much more nership with Deutscher Wetterdienst to And it was just in the last year that I got forecast threatening large quantities of rain
precise is it going to get? offer a global and likely free weather fore- back into it. So, I flew the World’s in Poland passes, we’re going to have a good weekend
HtC: Many of us have wished for better HtC: What sets SkySight apart from some of cast for general aviation pilots with a lot of and also the Czech Republic and came of ridge soaring.
forecasting tools over the years but you’ve the other weather applications we’ve got out MS: The biggest recent evolution is that the functionality from SkySight as well. fourth in the senior World’s in the Czech
actually been able to build your own. How there…specifically how does it set itself we’ve partnered with the Deutscher Wetter- Things like route planning and I’ll better Republic and now I’m really starting to get HtC: Safe flying and thanks for speaking to
did you do it…talk me through the process. apart? dienst – the German weather agency. They adapt it to power pilots so you can put in back into it. Next year I have a new glider me on The Thermal Podcast.
have a product called “top therm” and “pc your VFR waypoints and things like that. arriving. I’ve ordered a Diana 2 with a FES
MS: It started for myself actually…wanting MS: I like to think the biggest differentia- met” which is essentially a German only And also adapt it to IFR pilots as well with and I’m really hoping to hit it hard next MS: Thanks
16 17
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