Oz Report

Re issue?

COVID|Flytec 6030|Naviter Blade|Steve Kroop|Volirium

Steve Kroop «info» writes:

The 6030, like a '68 Mustang

The first 6030 that was sold was serial number 6030 in June of 2006. Here we are, over 15 years later and I was reminded by a long time world-class cross country pilot, that nothing does what the 6030 does any better than the 6030. He added that the 6030 was a classic like the '68 Mustang as he was replacing his 6030 with a new one. However, during the COVID period there was no production of the main circuit board in the 6030, so unfortunately that was one of the last 6030 produced.

Volirium, the manufacturer of the 6030, is considering restarting production but needs to determine how much interest there is to see if making a production run is viable. If you are interested in getting your first 6030, or have an older 6030 that you would like to replace with a newer one, now is the time to let us know. Maybe you have a 6030 that you would like to gift forward to an up-and-coming pilot and get a new one for yourself, now is the time to let us know. If you are interested, please email me at ‹info@flytec.com›. If we get enough response and see that production will be viable, we will set up a procedure for pre-ordering.

I think he means '64 Mustang.

Yes, I continue to fly with a Flytec 6030 as well as the Naviter Blade. A bunch of the functionality that I find in the 6030 is not found in the Blade. It could be, but they haven't implemented it, and I don't know of any plans to do so.

Discuss "Flytec 6030" at the Oz Report forum   link»  

Read Carefully About Our RRRG Insurance

Insuring Landowners

Bill Bolosky|Dave Hanning|insurance|Lookout Mountain Flight Park|PG|Risk Retention Group|Steve Kroop|Tennessee Tree Toppers|USHPA

RRRG Board: Bill Bolosky, Mark Forbes, Steve Kroop, Randy Leggett, and Calef Letorney respond to my inquiry regarding the insurance situation at the Tennessee Tree Toppers:

Summary: Past history prevents Recreation RRG from insuring Dave Hanning's commercial operations. He and his insurer are responsible for providing equivalent coverage for landowners including TTT. Recreation RRG does not insure risk from commercial operations, including launching from a flight park, except for those operations insured by it. See detailed discussion below.

In the good old days, USHPA was insured by the traditional insurance market under policies that did not do a good job of differentiating between commercial risk and non-commercial risk. As a result the old USHPA policies ended up defending and paying on commercial claims for which no premium was collected and, where in many cases the commercial operations were uninsurable. Due in no small part to the effect of these claims, USHPA ultimately lost coverage in the traditional insurance market.

When Recreation RRG was formed, it was imperative to a successful business plan that the policies issued by Recreation RRG not inadvertently provide coverage to the benefit of commercial operations for which no premium is charged or to commercial operations which are not insurable.

For that reason, the USHPA GL Policy coverage for Chapters and Landowners does not include liability arising out of the provision of any services for hire or the provision of any services for compensation of any nature. (See policy form RRRG 8104). This means that a Chapter and a Landowner are not covered under the USHPA GL policy when the loss arises out of any type of commercial activity - such as the operation of a flight school or a flight park. When one uses the facilities of a flight park to launch, that flight is a commercial activity. Any loss related to that flight arises out of the provision of a launch service for hire and/or compensation.

Ordinarily, there is a really simple solution to this gap in coverage for the chapter and the landowner - the commercial operator simply purchases additional insured coverage for the chapter and landowner from the same insurance company that insures the commercial operation. And this makes sense, as the risk involved is that of the commercial operation and so that operation should bear the full costs of its operation - including any insurance cost and claim costs. All across the US, Recreation RRG provides just such coverage to chapters and landowners as additional insureds on policies that Recreation RRG issues to flight schools and flight parks.

Lookout Mountain Flight Park is a flight park that is insured by Recreation RRG. Lookout Mountain Flight Park has obtained from Recreation RRG additional insured chapter and landowner coverage for the TTT and the other emergency and bail out landing zone landowners at Henson Gap. So if a student or patron of Lookout Mountain Flight Park wants to land on TTT or other landowner properties at Henson Gap, there is coverage under the Lookout Mountain Flight Park policy for the TTT and the other landowners.

In the case of Flying Camp Paragliding / JustFly SVS Flight Parks / Dave Hanning and the TTT, the problem is solely one of Mr. Hanning's own making beyond our ability to fix.

Mr. Hanning's businesses require a landing zone to operate - you cannot have a flight school or flight park if there is no place for students or patrons to land. But, Mr. Hanning does not own any landing zone. The TTT owns the Henson Gap landing zone. There are also other landowners in the valley that own land upon which Mr. Hanning encourages his students and patrons to use for landing. It is Mr. Hanning's obligation to obtain permission from landowners for the use of their land as landing zones for people who use Mr. Hanning's flight school or flight parks. It is Mr. Hanning's obligation as a business person, to arrange for insurance that satisfies the needs of the landing zone landowners. It is not the obligation of Recreation RRG to provide insurance that covers the business risk of Mr. Hanning's flight school or flight parks.

When Recreation RRG started, we took an application from Mr. Hanning for the operation of a flight school - Flying Camp. Without airing all of the dirty laundry in public, there were accidents and incidents involving Mr. Hanning's operation that caused Recreation RRG to investigate the risk management practices at Mr. Hanning's school. We found those practices lacking and asked Mr. Hanning to correct those practices. Mr. Hanning promised in writing to correct those practices. When we discovered that he was not complying with the risk management practices to which he had agreed in writing, he told us that he had never intended to comply, and only signed the agreement in order to trick Recreation RRG and cause Recreation RRG to issue him an insurance policy. Mr. Hanning made it perfectly clear that he would not modify his risk management practices. It was likewise clear that Recreation RRG could not rely upon promises made by Mr. Hanning - in writing or otherwise - thus we lost trust in Mr. Hanning.

Due to his failure to maintain appropriate risk management practices and the loss of trust, neither Mr. Hanning nor his operations are insurable by Recreation RRG. And Recreation RRG terminated Mr. Hanning's membership in Recreation RRG.

Since we terminated Mr. Hanning's membership in Recreation RRG, Mr. Hanning has obtained insurance for his school from an insurer that provides coverage for those who would otherwise be forced to go uninsured or self-insure their risk. The coverages under Mr. Hanning's insurance differ in significant respects from the coverage that Recreation RRG offers to its member flight schools and flight parks. For example, the coverage that Mr. Hanning has obtained for additional insured landowners and the TTT applies to a much narrower range of risks faced by those landowners and the TTT when they allow Mr. Hannings' students and patrons to use their lands as landing zones. It is our understanding that the TTT has told Mr. Hanning's insurer what it requires as additional insured coverage under Mr. Hanning's commercial flight school and flight park policy in order to fully protect TTT. Because it is Mr. Hanning's commercial operations that are posing the risk to TTT, it is Mr. Hanning who needs to supply insurance to TTT to cover that risk.

Recreation RRG cannot not provide that coverage to TTT or the other landowners for risks arising out of flights originating from Mr. Hanning's operations, because Mr. Hanning's operations are not insurable by us. Recreation RRG is required to report to the insurance regulators that license us - the Department of Financial Regulation of the State of Vermont. Those regulators are aware of the cycle that resulted in loss of insurance coverage for USHPA in the traditional insurance market and will not allow us to make an exception for Mr. Hanning or any other commercial operator whose operations we have found do not embrace good risk management practices and have lost our trust.

Should Mr. Hanning demonstrate that he has indeed changed his risk management practices and that he can be trusted at his word, he would have the chance of becoming insurable by Recreation RRG again. But that is not now the case. And for now, Mr. Hanning needs to provide TTT with additional insured insurance coverage that fully protects them from the risks associated with students and patrons of his school and flight parks using TTT properties and other landowners' properties as landing zones.

Vermont State Paragliding Distance Record

120.9 km

Facebook|Jamie Shelden|PG|photo|record|Steve Kroop|USHPA

Calef Letorney writes:

After a half dozen years trying, yesterday I set the Vermont State Paragliding Distance Record at 120.9km with a 5:10 flight. When I first set my sights on it, the record was only 65km. It's been broken a handful of times since and I was always just behind the new record. The record has been held by pilot friends from the UK, Massachusetts, Mexico, Germany, and Russia and secretly the local pilots mused that a Vermonter needs to set the Vermont record at least once.

The flight was an emotional roller coaster as I landed thinking I had it, but 15 minutes later I learned Andrey Kuznetsov, the Cosmonaut (previous record holder at 110km), had gone further, landing 40 miles East. So close, but at least I had smashed my personal record.

It was not until midnight that Andrey loaded his track log and messaged to congratulate me. He had broken his record and gone 116km, but 30 minutes after he landed I landed at 120.9 km. The record is mine (for now).

What a wild day. I've never seen so many pilots at Burke. We were SUPER excited to have Isabella Messenger and Jamie Messenger flying tandems for Paraglide New England for the first time. So honored to have these pros on the team.

They took a bunch of my new solo students out flying to introduce them to the mountains and teach them further about paragliding. Later in the day they had a "little glass off flight" of 50km. 

And, of course, Andrey Kuznetsov did a morning tandem too before his big flight.

On the mid day flight, I had a tricky start and missed the first wave of pilots leaving XC. Then 25 KM in I was in PERFECT position with Bianca Heinrich, Eduardo Garza, Tim Coleman, and Dan Deleo, the gaggle I wanted to be team flying with when I rushed off and made a mistake.

All of a sudden I was alone in 700fpm sink scrambling for a landing zone. Womp, womp. The gaggle (correctly) left me for dead (metaphorically speaking), but I fought back up wind to spot where I thought I might find a thermal and got a save below 1,000'.

It took 2 tries and 30 minutes of patience to get up and out again. By then I was all alone,  so I just took my time and stayed high for the next 100km. High and slow is fast.

Throughout the whole flight I knew if I wanted a record, I had to go west of the Class D airspace around Hartford, NH, so I was always pushing west every chance I could get. In the end, all that working west (into the west component of the northwest wind) paid off as I was in perfect position to get around the airspace and get the record.

We had 7 pilots break 100 km yesterday, all of which would have been a record three months ago: Eduardo, Tom, Bianca, Tim, Andrey, Taru Fly, and I. What a day.

And it would not have been possible without the community effort. This route has a big class E extension to class D airspace sticking out into it, which we previously thought we could not go through. But Bianca, Tom, and Alek Jadkowski did a bunch of research which I pushed up to USHPA and Martin Palmaz got clarification from the FAA that a Drone exception also applies to us.

The last piece of the puzzle was Steve Kroop at Flytec USA (Naviter importer) worked with Naviter to get their Oudie instrument updated to show the airspaces all correctly, so we confidently plowed through the class E and I dodged around the much smaller Class D airspace at the end with 180 meters to spare (The Oudie 4 instrument displays this all so well) before blasting downwind on final glide.

Of course, the flight is only half the adventure as getting home is the other half. I landed with mild hypothermia, 2+ hours drive from my car.

I jogged a bit with all my layers on to warm up and get to a busy road where I pulled out my trusty "glider pilot landed, needs ride" sign and quickly got a ride to the highway. There the signs worked again and Liviu Victor Rusu picked me up as he just happened to be on his way home from Morningside Flight Park. He was headed to a Tesla charger in the right direction and he was super kind to treat me to sushi and hot tea while the dead batteries charged. From there Bianca and Eduardo picked me up and got me north to Saint J, where I met the real heroes of the day, Sarah Robinson and Petunia who I'd abandoned with the truck and completely unpacked adventure trailer on top of Burke.

Big thanks to AJ Siebel who had earlier gone back up the mountain to help helping Sarah hook up the trailer and do a bit of 4x4 to get back to the road.

Super happy to be flying that Gin Camino! What a lovely wing! And that was my 3^rd flight on the new Woody Valley GTO Light 2 harness. Love it, she's a keeper. Photos by Sarah Robinson, Tim Coleman, and Taru, because I was too cold to take my hands off the controls and take photos.

Discuss "Vermont State Paragliding Distance Record" at the Oz Report forum   link»

Class E Extensions to B,C,D airspaces

How Naviter deals with them

Steve Kroop

Steve Kroop

Steve Kroop <<info>> writes:

The Oudie and Blade show the airspace in color so pilots can more easily see the different Class E situations and better understand which ones they can go into:

Discuss "Class E Extensions to B,C,D airspaces" at the Oz Report forum   link»

The big fat convergence line

Larry and I go long - 220+ kilometers

Steve Kroop|Wilotree Park

Steve Kroop|Wilotree Park

Flytec 6030|Steve Kroop|Wilotree Park

Flytec 6030|Naviter Blade|Steve Kroop|Wilotree Park

I was off first again but while I found 400 fpm right off tow at 1,600' I soon lost it at 3,000' and had to come back to Wilotree Park for a second tow.

Larry and Greg were nearby finding light lift.

I took 70 fpm to 3,200' (I wanted to be extra cautious given that Greg had just landed out). Moved over to a better cu and went up at 350 fpm to over 4,000'.  Soon I caught up with Larry.

The sky had been full of cu's all morning and while there was a blue hole on the course line to the north northwest toward the 8 kilometer cylinder around Dunellon, we could head north to more clouds and keep upwind of the blue hole.

We climbed to 4,500' but were down to 2,100' as we approached the Turnpike after an 11 kilometer glide. We worked 80 fpm and then at 2,700' moved to the northwest to find 200 fpm. That got us to only 3,800' as we were approaching the Villages and Wildwood, an area with few landing options.

There was a cloud street to the north and I went there while Larry headed more westerly. While he struggled I found 185 fpm to 4,300' and then headed further west to join up with him as we climbed to 4,700' north of Lake Panosofkee.

It was still touch and go as the lift was erratic.  Back to 4,300' south west of Marian Oaks I was soon down to 3,000' at its southeast corner with Larry a bit further west. I found 250 fpm to get me over the treed area at 4,600' and noted that there was some construction going on in the farmed area to the northwest.

Down to 3,500' at the northwest corner of the cultivated block I was concerned about the lack of landing areas to the north and northwest as I was flying over our mountain bike trails at Nayles. I worked 80 fpm and then 150 fpm and drifted with the 14 mph southeast flow climbing slowly to 4,700'. It was a great view of all the houses and golf courses below.

I heard from Larry that he was getting low, 1,500' a little to me west. I nicked the Ocala airspace, high above it, on the western side and ignored making the safety turnpoint at Dunellon. I worked 30 fpm, than 125 fpm then 133 fpm to 3,800'. I wasn't able to get comfortably back above 4,000'. I had to pick and choose among the landing options ahead. Larry was down to 1,000' by Dunellon and it was not looking good.

A little further on I looked back and there was Larry higher and just behind me. We were heading northwest toward better looking cloud streets.

Down to 2,200' I searched around in -50 fpm after going through 700 fpm down. Giving up on that and with Larry just slightly over head and heading west I went to good looking fields to the west south west and found lift at 1,700' while Larry found lift also at 1,700' to my west.

It turned into 200 fpm with only a 5 mph breeze and I climbed to 5,000'. Things were improving. We were west northwest of Ocala.

We headed north for Williston getting to 5,400' on the way. Our goal was the Live Oak airfield about 240 kilometers from Wilotree Park. We get together to the west northwest of the Williston airfield and find lift that averaging 430 fpm to 4,500'. Larry found 700 fpm to my north a bit.

We head north toward a good looking cu and I climb at 380 fpm to 5,800'. It's 4:30 PM. The streets are more structured with a south southeast wind at 12 mph.

At Newberry I find 230 fpm to 5,200' at 5 PM. I mention the small field fires to the northwest to Larry. Later he says that looks like the convergence line and we should head for the fires. We do and find ratty lift north of the fires at 180 fpm to 4,900'. Larry gets higher behind me.

We now follow the convergence line of clouds. There are no cu's to our west. There is a slight west flow on the ground. The cu's clear out to our east for the most part. This is the cloud street we really want to be under and it goes as far as we can see to the north. We decide not to fly to Live Oak as that is west of the convergence line (which is being pushed slowly east). We'll just stay under it.

I'm flying with just the Naviter Blade and I'm getting a black low battery notice. It's getting more insistent. I don't know what I'm supposed to do about that in the air.

We approach toe Suwannee River northwest of Hot Springs. I'm down to 2,600' with almost northing but trees ahead around the river. Larry is high above me as I worked 60 fpm then head north to get deeper under the street.

Gliding 5 km over the trees and watching the few fields to my east that look possible for landings and down to 2,000' AGL, I find lift that averages 80 fpm. It look like I can either go back to the east if needed or hang on to this and make it to the fields to the northwest if required. There is a fire to the west that is feeding the cloud above and Larry is over it.

I hang on completely enjoining the ride over the river and trees as I slowly approach safe landing options. The wind down low is 4 mph at 130 degrees.

At the north end of the trees north of the river I find some friendly vultures and we all climb out at 230 fpm to 5,200'. Larry is just ahead of me about five kilometers at 6,300'. At the top of the lift the Blade dies. (Steve Kroop and I are working on why that would have happened). It's after 6 PM.

I'm under the convergence so I don't worry so much about not having a vario. Larry has a Blade and his 6030, so he's working off his 6030.

After a glide of 12 kilometers I turn the Blade back on and see that I'm at 4,000'. Pretty good.  I'm still at 3,900' 3 kilometers later when the Blade turns off again.

Another 14 kilometers and I turn on the Blade again. I'm down to 2,100 west northwest of Lake City, just south of interstate 10 just west of interstate 75. I look at all the fields below and pick out the biggest. We don't know if the wind is from the west or the south. The Blade tells me 7 mph from the south. I don't see any wind on the ground.

I can't get down and fly back and forth for miles over multiple fields trying to get close to the trees on the upwind side. I noticed about five houses spaced along the field on the western side. The cattle are restricted in an area to the northeast. It's easy to stay away from all the fences.

Larry is north of I 10 but sees a mine area which dissuades him from continuing on. It is almost 7 PM. He decides to turn around and land in a huge field. I land at 6:45 PM.

Right after I'm down three ATV's show up with grandpa and the grand kids. I don't let them get too close. They are happy and surprised to see me. The field belongs to one family with lots of different parts of the family in widely spaced houses. None actually encroaching much into the field or putting up fences.

At sundown the driver and I head north to find Larry in the dark. A dozen folks have visited him, hopefully not too close. We get takeout from Chili's on the way home.

A rest day today. It looks just as good if not better.

Discuss "The big fat convergence line" at the Oz Report forum   link»

We get a resolution of what point is used for the calculation

Flytec 6030|Volirium P1|glide ratio|Joerg Ewald|Flytec 6030|Steve Kroop

Back on September 16^th, 2019 right after the 2019 Santa Cruz Flats Race I wrote to Joerg Ewald, the person most likely to understand my question about the Flytec 6030. I wanted to understand how the 6030 was calculating my required L/D, or glide ratio, to goal. Here is an edited version of that email to Joerg.

Steve Kroop, Flytec USA, said I should contact you about these questions and I'll share the answers with Oz Report readers.

On Sunday at the Santa Cruz Flats Race in Casa Grande, Arizona the task committee called a task with a 13 kilometer goal cylinder. The idea was to make it safer to land on the east side of the Francisco Grande hotel. There were a lot of easier ways to make this happen, but that's what we were stuck with.

I set up the task on my Flytec 6030 and Volirium P1. On the P1 I didn't notice that the goal was defaulted to a goal line and not a cylinder so I made a 13 km goal line not a 13 km radius goal cylinder. I have learned from that experience. The P1 always optimizes so I had assumed that it would optimize to the edge of the goal cylinder.

I didn't optimize the task on the Flytec 6030. Because of the way the task was set up the difference between going to the optimized points and heading toward the center of the turnpoints was very small. Besides because the P1 optimized automatically I would have that information also.

After I made the second (and last) turnpoint, both instruments said I had 30.9 km to goal. I could see that it was only about 17 kilometers to the edge of the goal cylinder. I was climbing and wondering just what to make of what I saw on my instruments.

I went on what I felt was a good final glide when others took off for the goal. While on glide I noticed that "A BG Goal" (altitude above best glide line to goal) was minus 1,000'. My "Alt a WP" (altitude that I would arrive at at goal - the next waypoint) was plus 1,000'. My "L/D Goal" (required glide ratio to get to goal) was 48.

I assumed that "A BG Goal" was using the waypoint at the center of the 13 km radius goal cylinder to display the altitude I was below the best glide line to the center waypoint not to the edge of the cylinder.

I assumed that the "L/D Goal" was also using the same waypoint at the center.

I assumed that the "Alt a WP" was using a point on the edge of the goal cylinder.

Was I correct in those assumptions?

Would the values displayed have been different if I had set the task as optimized, i.e. would they have all used an optimized point on the edge of the goal cylinder?

I was able to make goal just gliding into goal. I arrived at the edge of the goal cylinder at about 1000'.

https://OzReport.com/23.185#3

On March 1^st I got an answer from Joerg about this (we had a number of emails back and forth in September). Joerg wrote:

Sorry this took so long. No idea if this is still relevant, but in answer to Davis’ assumption (“I assumed that the "Alt a WP" was using a point on the edge of the goal cylinder.“):

You are correct! Looking at the 6030 code, it seems that the distance value used to calculate “Alt a WP” is “distance to cylinder”, regardless of whether you use optimization or not. Which makes somewhat sense.

It also seems that without optimization, the remaining distance to goal is calculated wrong, to the center of the last cylinder. But only until you took the last turnpoint before goal. So you would have seen the 30.9 km distance to goal right before you took the last turnpoint, and then maybe for 1, 2 seconds longer, until the new calculation came into play, which correctly calculates to the cylinder edge.

And that distance to goal is used to calculate “A BG Goal”.

On the P1, the 30.9 km make sense, since it was calculating the distance to the center of the goal line you entered. On the P1, we also do not try to estimate (or guess) your future glides nor the wind impact on your glide (as the 6030 does), and therefore don’t give such values. We give required glide to goal, which is always correct, and lets the super computer between your ears do the evaluation of whether your altitude is sufficient to reach goal or not. This reduces pilots’ frustration considerably, we found.

I don't recall the distance calculation going toward goal changing at all after I made the turnpoint. I was climbing after the last turnpoint and that is where I was checking these values because I wanted to know when to stop climbing and go on final glide.

Joerg responded (slightly edited) to this last paragraph:

Interesting. I admittedly do not fully understand everything that is going on in the code, but it does look as if, once you’re on the final leg, it would only use the distance to the cylinder edge.

At any rate, I am considering correcting this in the code now, so that:

If you use optimized, everything is calculated for the cylinder edges.

If you use non-optimized, everything is calculated for the cylinder centres, including goal cylinder.

Discuss "Glide Ratio⁣ Going to Goal" at the Oz Report forum   link»  

Steve Kroop on the Naviter Blade

A few comments on the previous article

Steve Kroop

Steve Kroop

Flytec 6030|Steve Kroop

Flytec 6030|Naviter Blade|Steve Kroop

https://ozreport.com/24.34#1

Steve Kroop at Flytec USA writes:

I am not sure why the STF value is off, I have not received any reports until reading this.  I am copying this to Naviter.

"Unlike with the Flytec 6030 the pilot sets the McCready value before flight, but they can change it in flight if desired.  On the Flytec 6030 the McCready value is set as the average climb rate in the last thermal."

In actuality the 6030 does not set any McCready value, rather it indicates the McCready value that you are actually flying as well as the long-period thermal average on the vario dial so it is easy to see the McCready value you are flying relative to your last thermal strength. It also provides an easy way to set the acoustic McCready dead-band. In my opinion, this is a great system and I have been discussing this with Naviter and I understand that the plan is to bring a similar system to the Blade

"There is a wind direction arrow indicator that is easy to see, but  with very very small letters displaying the direction and wind speed.  They are almost impossible to read."

You can resize the wind arrow in Menu > Settings > Symbol > drop-down menu > wind.  However, this does not adjust the font size  for the numerical text for speed/direction.  You can increase the size of that text in Menu > Settings > Font > drop-down menu > map symbol font.  Also, In this same menu you can also further increase the size of the font for Data field values and headings (as well as all other fonts on the Oudie).

I have sent Steve additional information about the STF reading. I'll see if these changes to fonts makes for better reading.

Discuss "Steve Kroop on the Naviter Blade" at the Oz Report forum   link»

L/D to goal

The Flytec 6030

Joerg Ewald|Steve Kroop

Flytec 6030|Joerg Ewald|Steve Kroop

Flytec 6030|Joerg Ewald|Steve Kroop|Volirium P1

I asked Joerg Ewald:

On Sunday at the Santa Cruz Flats Race in Casa Grande, Arizona the task committee called a task with a 13 kilometer goal cylinder. The idea was to make it safer to land on the east side of the Francisco Grande hotel. There were a lot of easier ways to make this happen, but that's what we were stuck with.

I set up the task on my Flytec 6030 and Volirium P1. On the P1 I didn't notice that the goal was defaulted to a goal line and not a cylinder so I made a 13 km goal line not a 13 km radius goal cylinder. I have learned from that experience. The P1 always optimizes so I had assumed that it would optimize to the goal cylinder.

I didn't optimize the task on the Flyec 6030. Because of the way the task was set up the difference between going to the optimized points and heading toward the center of the turnpoints was very small. Besides the P1 optimized automatically.

After I made the second (and last) turnpoint, both instruments said I had 30.9 km to goal. I knew it was only 17 kilometers to goal. I was climbing and wondering just what to make of what I saw on my instruments.

While on glide I noticed that "A BG Goal" was minus 1,000'. My "Alt a WP" was plus 1,000'. My "L/D Goal" was 48. 

I assumed that "A BG Goal" was using the waypoint at the center of the 13 km radius goal cylinder to display the altitude I was below the best glide line to the center waypoint not to the edge of the cylinder.

I assumed that the "L/D Goal" was also using the same waypoint at the center.

I assumed that the "Alt a WP" was using a point on the edge of the goal cylinder.

Was I correct in those assumptions?

Would the values displayed have been different if I had set the task as optimized, i.e. would they have all used an optimized point on the edge of the goal cylinder?

I was able to make goal just gliding into goal.

https://ozreport.com/23.185#3

Steve Kroop ran a series of tests with the Flytec 6030 simulator (built into the 6030) and concluded that "A BG Goal" and "Alt a WP" were giving almost the same values unlike what I saw.

Joerge responded:

The 6030’s calculations (distance, required glide, altitude at goal etc.) depend on whether or not you have it optimize the competition route. If you use the original, non-optimized mode, it will do all those calculations going through the cylinder centers, so the information will be pretty pointless with big cylinders.

If you use the optimized mode, the calculations use the “optimized waypoints” to calculate how much further you have to go – the points on the cylinder that give you the shortest path to goal.

I personally do not see any benefit from flying a competition task with the 6030 in non-optimized mode.

I await a little more clarification about how I could get the values that I did.

Discuss "L/D to goal" at the Oz Report forum   link»

2019 Santa Cruz Flats Race

So quick

Santa Cruz Flats Race 2019|Steve Kroop

Santa Cruz Flats Race 2019|Steve Kroop

Flytec 6030|Santa Cruz Flats Race 2019|Steve Kroop

Flytec 6030|Santa Cruz Flats Race 2019|Steve Kroop|Volirium P1

The task:

Unlike most days here the lift was strong right from the start. We were able to climb to over 9,000' just before the start window opened at 2 PM. Most of the pilots were near the northern edge of the start cylinder when all but four pilots stayed in that area while the rest of them headed south to get on the optimum course line, especially given the south and southwest wind. They could get upwind of the course line.

Four of us stayed because we found good lift and climbed from 7,000' to 9,000'. It was clear from the beginning that this was by far the best day of the competition. We drifted outside the start cylinder but I found it easy to get back inside and get the start time just in time.

Again my GPS in the Flytec 6030 went dead as I went toward Signal Peak and I had to restart the instrument, but I was prepared for that. The Volirium P1's GPS continued to work fine. Steve Kroop says that I need a new GPS module.

I pulled in the bar when I left the start cylinder turning the high altitude into air speed (ground speed averaged 50 mph going east in the 11 mph southwest wind).

I was alone having left my three buddies behind. It took only 15 minutes to make it to the hills south of Signal Peak for more lift to 7,300'. It was nice and cool up there. I had dressed for 6,000', but I wasn't suffering.

Fifteen minutes later I was just northeast of Coolidge climbing from 3,500'. It took 7 minutes to get back to 5,500' as I drifted toward the turnpoint at the Valley Airfield.

I headed north after touching the turnpoint at the airfield and took a thermal right over the field that I landed in the day before. Phil Bloom came in right at my level and he was the first pilot I had seen on the course with me since I started.

After climbing to 5,300' I headed north and really didn't find much of anything taking the Magma turnpoint at 3,700'. The goal was due east of the turnpoint and I headed that way feeling all sorts of broken lift but nothing much worth turning in.

Two kilometers from the turnpoint I finally found a thermal that wasn't torn apart and climbed at 300 fpm to enough altitude to stuff the bar and make goal.  We all landed beside the highway in an open field. Too bad the task was so short.

Discuss "2019 Santa Cruz Flats Race" at the Oz Report forum   link»

Flytec 6030 update

Hopefully it works for everyone

Joerg Ewald|record|Steve Kroop

Flytec 6030|Joerg Ewald|record|Steve Kroop

Joerg Ewald <<joerg.ewald>> writes:

We have just released a new software version for the Flytec 6030 / Bräuniger IQ Compeo+, with the following changes:

Fix a bug in flight recording that could lead to the IGC file missing entries when GPS reception was bad or absent.

Improved battery charge curves for more accurate battery charge indication.

New battery option: Eneloop Pro 2500 mAh rechargeable batteries.

Download the update from here: https://www.volirium.com/en/volirium/support/software-maintenance-for-flytec-6020-and-6030/

All the pilots going to the Worlds next month, now would be a perfect time to get your vario ready for the big event:

Update your vario to the newest version. Really, I highly recommend it, no matter how enamored you are with that 10+-year-old version that has served you so well all these years. The current one *is* better, has fewer bugs, and is required for the next step.

Obtain the release code that allows you to turn on WGS84 distance calculation, which will be used at the Worlds for the first time in a Hang-Gliding Category 1 event. Instructions for that can also be found at the page linked above. If you have any problems with updating your vario or switching to WGS84, or questions about those things, contact us directly at <support>.

Felix Cantesanu and I are in contact. One of his 6030's suffers from bad GPS reception, as sometimes happens with older ones. His information also helped us discover a software bug that caused 'holes' in the IGC file when GPS reception is bad or absent. The bug is now fixed in the new version linked to above.

Steve Kroop <<info>> writes:

Flytec USA is happy to assist North American pilots with their 6030's.

Discuss "Flytec 6030 update" at the Oz Report forum   link»

Tuning the Flytec 6030

To sound more encouraging

Steve Kroop

Steve Kroop

Flytec 6030|Steve Kroop

Steve Kroop <<info>> writes:

As we have discussed previously, the 6030 will never sound like the Connect/P1 since the sound drivers are different, much like a trumpet will not sound like trombone. That said, you can alter some settings in the 6030 to get its characteristics similar to the acoustic vario in the P1.

First, you will want to adjust the vario responsiveness (Menu> Pilot settings > Vario > 0 is the slowest up to 4, the fastest. Note that this effects both the acoustic and graphic vario. Personally I like a faster vario but I use setting 3 because the fastest setting has the least amount of filtering and is more susceptible to false indications

Next, go to Menu> Pilot settings > Acoustic vario > Climb tone threshold. This setting is for the limit for the minimum lift value to start the vario beeping. If you want the acoustic vario more “sensitive” then reduce the value. IMO, 8 ft/min is a good value to start with, then test and adjust according to preference.

Next, go to Menu> Pilot settings > Acoustic vario > Sound settings. The first value adjusts the starting frequency of the actual beep (which of course gets higher with increasing lift). In this case you can match it to the frequency in the Connect/P1 (I like 800Hz).

The second value is modulation which is how fast does the frequency go up with respect to increasing lift. In I understand what you wrote, you felt that the 6030 was not getting excited enough as the lift increased relative to the P1 so you would increase the value but I would not go all the way to 9, especially for spring flying otherwise you fooled into being excited about a 500 ft/min thermal when it is a 1000 ft/min day.

The next setting is the frequency of the descent tone, which of course gets lower with increasing sink (I like 700Hz).

The next setting is Dampening which smooths-out the changes in audio associated with changes in lift, the default value is 8 which I think is good. A lower value will reflect more accurately what the air is doing but in rough air the beeping will sound confused. A higher value here will further smooth out the changes frequency associated with changes lift but with too much dampening you will no longer hear where the better parts of the lift are.

The last setting is cadence of the beeping, the higher the setting the faster the beeps will get with increasing lift. Similar to modulation, if you increase this value the acoustic vario will seem more excited as the climb increases.

Hope this helps.

My existing setting:

Menu> Pilot settings > Vario > 4

Menu> Pilot settings > Acoustic vario > Climb tone threshold> 4

Menu> Pilot settings > Acoustic vario > Sound settings > Frqcy (up arrow) > 600

Menu> Pilot settings > Acoustic vario > Sound settings > Mod > 5

Menu> Pilot settings > Acoustic vario > Sound settings > Frqcy (down arrow) > 600

Menu> Pilot settings > Acoustic vario > Sound settings > Damp > 8

Menu> Pilot settings > Acoustic vario > Sound settings > Cadence > 1

While I seriously doubt that these changes will make much of a difference, there's no harm in trying.

New settings:

Menu> Pilot settings > Vario > 3

Menu> Pilot settings > Acoustic vario > Climb tone threshold> 8

Menu> Pilot settings > Acoustic vario > Sound settings > Frqcy (up arrow) > 800

Menu> Pilot settings > Acoustic vario > Sound settings > Mod > 7

Menu> Pilot settings > Acoustic vario > Sound settings > Frqcy (down arrow) > 700

Menu> Pilot settings > Acoustic vario > Sound settings > Damp > 8

Menu> Pilot settings > Acoustic vario > Sound settings > Cadence > 5

While I seriously doubt that these changes will make much of a difference, there's no harm in trying as I rely on the sounds from the P1.

Discuss "Tuning the Flytec 6030" at the Oz Report forum   link»

Danger zones

Cut them out

Joerg Ewald|record|Steve Kroop

Flytec 6030|Joerg Ewald|record|Steve Kroop

It turns out this didn't work: http://ozreport.com/23.78#1.

I still got the warning for danger zones even after I made the change to not get that warning on the Flytec 6030. That's because the danger zones in Flytec Airspace formatted file for Florida don't have a designation after AT.

See here:

AC Q
AT
AD
AN DZ PFL017 DAILY
AL 0
AH 4571
AR1
WD 121
CO
V D=+
V X=28:48.833 N 082:02.033 W
DB 28:51.831 N 082:02.033 W , 28:51.831 N 082:02.033 W

Danger zone warning appears on Flytec 6030 when crossing through this area despite D on the airspace menu on the 6030 marked as “No.”

AC Q
AT
AD
AN PALATKA 1 INT 08
AL 914
AH 5486
AR1
WD 121
CO

AC Q
AT
AD
AN PALATKA 2 INT 08
AL 914
AH 5486
AR1
WD 121
CO

AC Q
AT
AD
AN LAKE PLACID NORT
AL 2133
AH 5486
AR1
WD 121
CO

Steve Kroop has removed all the danger zones from the Florida airspace file. You can download it here. He writes:

Once the danger Zones are eliminated there are 97 remaining airspaces:

14 class B, 16 class C, 35 class D, 32 restricted

Joerg Ewald <<joerg.ewald>> writes:

I was not involved in the FAF integration in the 6030. From what I gather from the code, and from some documentation I found on our servers, one big difference between OpenAir and FAF is the use of the "AT" records.

In OpenAir, "AT" is optional and defines where on a map labels are printed. I don't think this is used much.

In FAF, "AT" defines the airspace "type" (AWY, CTR, etc.). No idea why they used something that is in use by OpenAir.

At any rate, in the 6030, when interpreting an FAF file read from the SD card, the vario's behavior is controlled by the AT record. The possible values can be seen in the 6030's airspace settings page (D, AWY, FIZ etc.).

As far as I can see, the files used by Davis did not have any values assigned to the AT records. My guess would be that if you change the line that says "AT" to "AT D", the alarm would be suppressed if you set the CTR Alarm for "D" to "No".

Discuss "Danger zones" at the Oz Report forum   link»

Improved consistency

What makes for better results?

Dustin Martin|Joerg Ewald|Steve Kroop

Dustin Martin|Flytec 6030|Joerg Ewald|Steve Kroop

Dustin Martin|Flytec 6030|Joerg Ewald|Steve Kroop|Volirium P1

Over the last year I have been flying with two flight instruments. The Flytec 6030 as my main instrument and the Volirium P1 (formerly Flytec Connect) as my secondary instrument. The Flytec 6030 is next to my left side corner bracket in an aeropod from Dustin Martin. I use it to see my average climb rate, my distance from the center of the start cylinder, and the wind component. On final glide I watch carefully my L/D over the ground, my required L/D to get to goal, my projected height above my best glide altitude at goal and my projected altitude above goal given my current ground speed.

I know where all these fields are located and on which page (of three). I can quickly switch between pages. I have confidence in the final glide numbers although I always determine how much confidence I have given how far away from the goal I am, how high above the best glide line I am, and what the wind component is (head or tail wind).

The weakness for me of my Flytec 6030 is how it sounds when it encounters a thermal or when I'm thermaling. It feels weak and not very encouraging. It quickly changes from no sound to some sound, but not enough sound.

I rely more on the sound coming from my Volirium P1 to help me find the thermal and stay in the best part of it. I do look at one of the six screens that tells me my 20 second average climb rate, and wind direction (which I can't see on the Flytec 6030) and wind speed. Although I have completely configured all the screens on the P1, I have not memorized each one of them yet (http://ozreport.com/22.142#0). 

When I'm in a good thermal both instruments are chirping away and I try to make the 6030 sound as happy as possible. I can definitely see the difference in lag time between the two, and it feels like the P1 continues beeping for a few seconds when I'm actually not climbing according to the 6030. Hard to say for sure.

But it is the extra encouragement of the sound of the P1 that has really made the difference. Psychologically I hear that sound and I am more likely to stay in a thermal and more likely to turn and find the nearby thermal. It just sounds happier and I really want to follow its advice.

I have asked both Joerg Ewald and Steve Kroop whether it was possible to make the 6030 sound like the standard setting for the P1, but they didn't provide me with explicit instructions about how to do so. Joerg stated:

The 6030 and the P1 share the sensor and our special secret calibration procedure, that’s correct. But the electronics surrounding the sensor are different, with a much lower noise level in the P1. This allows us to increase the sensitivity on the P1, without increasing the risk for false positives (beeps when you’re not going up).

There are numerous setting that allow for adjustments to the sounds coming from each of the flight instruments. These settings are quite complex and I have not gone into them to make any adjustments other than sensitivity on the Flytec 6030. Any guidance from other pilots would be appreciated.

I had similar experiences with using the XCTracer as a secondary instrument, sound only. It was also more encouraging that the 6030. The only issue with it was that it wasn't as loud as the P1. Both the P1 and the XCTracer lack pitot tubes, so they can't distinguish between airspeed changes and changes in lift.

Flight instruments and pilots form a bond. The flight instrument is an extension of your senses. Your mind incorporates it into its functioning just as though it were an actual part of you. This goes a bit below the level of consciousness although you are conscious of it also. You are drawn to act to get the best sound indicating the best lift, and you don't have to constantly tell yourself to make this or that decision about where to aim the glider. The 6030 sends a "choppy" message, while the P1 sends a more consistently encouraging message.

The Volirium P1 has been a happy addition for me. It's improved my performance in competition. It's improved my flying and I really appreciate what it has done for me. I am happy to incorporate it into my mental functioning.

I would love to hear from other pilots, especially if they have a different experience with these instruments or with other instruments.

Discuss "Improved consistency" at the Oz Report forum   link»

You Should Complain, That’ll Help

Or you could work your butt off for change over the next few years

PG|Steve Kroop|USHPA

PG|Steve Kroop|USHPA

Steve Kroop <<info>> writes:

I have been listening to the USHPA bashing and scapegoating that has been going on and it makes me think of one of my favorite sayings, You Should Complain, That’ll Help.

People complain about USHPA like it is some external force that has been forced upon us, however, in reality it is comprised exclusively of members and democratically elected directors who are simply members that have chosen to volunteer their time and often money, with the goal of benefitting the sport.

There has been much discussion about how the decline in hang gliding is due to the association placing undue burdens on instructors This line of reasoning does not make sense since (1) paragliding is not declining even though it is governed by the same USHPA and (2) hang gliding is declining worldwide where USHPA is not a factor. Additionally, it has been pointed out that hang gliding has been declining for 40 years. I hope the inference of that statistic is not to suggest that we should go back to way we did things 40 years ago. On the other hand, if the inference is that USHPA is responsible for the 40 year decline, then that should suggest support in favor of changing USHPA governance which does not seem to be the case.

With regard to the “burdens" that USHPA places on instruction, is it really the argument that a few day instructor clinic, minimal apprenticeship time, minimal understanding of first aid, minimal risk-management and carrying liability insurance is too much to ask for an activity that can seriously injure or cause the death of the participant? Seriously?!? Is there a successful instructional business that poses the same risk to the participant and the landowner where the activity occurs, that has such minimal requirements?!

The decline of hang gliding is a sad thing and the sense of loss is exacerbated by our affinity for the activity. We think because we love it, so many others will love it, too. However, when reality does not coincide with what we believe, scapegoating the USHPA is not only naive, it is counterproductive since it focuses our energy on "fixing" something that at best has a minimal effect on participation and away from the complex factors that are actually causing the decline.

I suggest that it would be far more productive for any available effort and energy to be focused on the development of concrete and actionable proposals to revitalize hang gliding rather than blaming the honest efforts of those that, for better or worse, are actually committing their time, effort and money to helping. Better still, stand up and offer to serve.

Discuss "You Should Complain, That’ll Help" at the Oz Report forum   link»

Kate Griffin on board

The USHPA BOD

PG|Risk Retention Group|Steve Kroop|USHPA

<communications> writes:

At the end of the Spring board meeting earlier this month, Region 10 Director Steve Kroop stepped down and nominated Kate Griffin as his replacement. Kate will serve the remainder of Steve’s term as Regional Director.

A message from Steve Kroop: “I am stepping down for two reasons. With Flytec USA, the Cloudbase Foundation, the RRRG and USHPA, my plate is over-full with hang gliding/paragliding responsibilities. I have served on the board of USHPA for well over 20 years and believe it is time to bring in a fresh and younger perspective. Kate is young, capable, highly motivated, and an instructor and competition organizer. I believe she will bring some much-needed vitality and forward-thinking to the USHPA board.”

Kate, who was in attendance for her second USHPA board meeting, was unanimously approved by the board. A hang glider pilot in her 20s, Kate has been flying since she was 16. In addition to being a private pilot, she’s a competition organizer and a hang gliding basic instructor experienced in using both foot launch and surface tow systems.

Kate is excited to be joining USHPA as the second woman and youngest director currently serving on the board. Her term runs until December 31, 2020 and you can reach her at <region10director2>.

A sincere thank you to Steve for his years of work and continued dedication to our sports; and welcome, Kate!

Discuss "Kate Griffin on board" at the Oz Report forum   link»

Antiques?

I used the term that Joerg Ewald used for the Flytec 6030

CIVL|Joerg Ewald|Steve Kroop

CIVL|Flytec 6030|Joerg Ewald|Steve Kroop

Joerg at Volirium supports the 6030 with firmware updates.

Steve Kroop <<info>> writes:

While the 6030 is an older design it fails way short the antique moniker :-) The 6030 still in production and does a great job of assisting pilots in getting around the course, getting personal bests and getting the most out of their flights. I for one am grateful that Joerg is willing to continue to do the necessary coding to keep early 6030s current with the vagaries of CIVL rule-making and 3^rd party component producers

He did not write the code for the 6030. I know that he does not enjoy digging into someone else's code to to implement these fixes. The important point is that he is doing it and the 6030 users should appreciate that.

Discuss "Antiques?" at the Oz Report forum   link»

Making the Flytec 6030 sound and respond like the Volirium P1

Perhaps you know how

Steve Kroop

Steve Kroop

Flytec 6030|Steve Kroop

Flytec 6030|Steve Kroop|Volirium P1

I wrote to Steve Kroop and Joerge Ewald to see if this was possible. I fly with both instruments and very much prefer the sounds coming out of the P1. I find them to be more encouraging.

Steve Kroop wrote:

I believe the pressure sensor and calibration process between the P1 and 6030 are similar so it should be possible to get the resolution and sensitivity the same by tweaking the 6030 settings. The sound driver and the coding for the filters are not the same between the two units so they will not sound the same.

Joerge Ewald wrote:

The 6030 and the P1 share the sensor and our special secret calibration procedure, that’s correct. But the electronics surrounding the sensor are different, with a much lower noise level in the P1. This allows us to increase the sensitivity on the P1, without increasing the risk for false positives (beeps when you’re not going up).

To answer Davis’ question: No, I do not know how to do that. But with some trial and error, you may get something that is similar, if not quite as responsive.

Discuss "Making the Flytec 6030 sound and respond like the Volirium P1" at the Oz Report forum   link»

Regarding the GPS Rollover

Not to worry

Steve Kroop

Steve Kroop

Steve Kroop <<info>> writes:

Joerg brought this to my attention and as I understand this, the issue has to do with how some GPS modules handle dates. In general the older the instrument, the more likely there is a problem. I guess this is another punishment associated with making instruments that last so long.

With respect to Flytec instruments there have been several GPS modules used over the years and each one will have a different rollover date. I am not familiar with the GPS modules used in the Oudie and if/when they will have a rollover issue. For these reasons I have asked Joerg/Naviter respond directly to you. I suspect that in some devices it may not be practical to update the GPS module, some may be able to get module upgrades and there maybe the possibility of a software update to overcome the modules limitation.

The Connect/P1 uses a Ublox module which I don’t think will have this issue.

Discuss "Regarding the GPS Rollover" at the Oz Report forum   link»

Steve Kroop on USHPA BOD Governance

Disagrees with Dick Heckman

Steve Kroop|USHPA

Steve Kroop|USHPA

Steve Kroop <<info>> writes:

First I don’t think that Dick’s representations of the new governance proposal (https://ozreport.com/22.246#1) are quite correct (e.g., I don’t see where four people can pass a motion in the new governance proposal). To say that the current BoD functioned for 44 years without a problem is an opinion not fact.

While I have not served as long as others on the BoD, I am one of the longest serving directors currently on the board and my characterization of how the board functions is that we have managed to get the job done in spite of our current structure and not as a result. To the extent the BoD has been successful, IMO, it has been in large part due to the passion and commitment of a significantly smaller subset of our board.

 I have personally witnessed vast amounts of precious volunteer time and energy get squandered because of the size of the board. Over the years I have see very talented individuals leave the board because of their frustration of how inefficiently the board functions. I think our current structure exhausts clever, out of the box thinking in favor of the status quo. As the pressure from regulation, insurance concerns, declining membership close in on us, my fear is that we can no longer afford to be inefficient and kludgey.

Discuss "Steve Kroop on USHPA BOD Governance" at the Oz Report forum   link»

Removable instrument cover

AltAIr Vario|Facebook|Flytec 6030|Steve Kroop|Volirium P1

Long-awaited Universal Pod for Volirium P1 (or Flytec Connect) vario is available for order. Highlights:

- Removable instrument cover (can be changed for other instrument type);

- Material - fiberglass;

- Color - black or white. Aqua print painting - on demand (+35EUR);

- Charging micro-usb cable - on demand;

- Length of the Pod - 470mm;

- Weight - 280 gr (aprox.)

- Instrument fixation - plate with 3m DualLock Velcro;

- Safety rope with carabineer;

- Mount - m8, m6 or ¼' female thread on demand; US, Canada, BENELUX, Norway customers - ask your dealer. To other countries we ship directly (PM on page) Volirium Vario, Altair. Take your smartphone airborne., #Universalpod #Volirium

Universal Pods for Flytec 6030 (Compeo+), Digifly AIR, Naviter Oudie, Flymaster Live are available

Steve Kroop «Steve Kroop» writes:

I am pleased to announce that AltAir is now producing a pod for the Connect/P1 and we will receive these with our next order from them. Price is $289 including our machined aluminum speedbar bracket. We are taking pre-orders now.

Discuss "Universal Pod for Volirium P1 (or Flytec Connect)" at the Oz Report forum   link»  

Quest Air Soaring Center for sale

All operations here at Quest will continue on as normal until further notice.

Belinda Boulter|Bob Lane|cart|Quest Air|Russell "Russ" Brown|Steve Kroop

Russell Brown writes:

Quest Air Soaring Hang Gliding and Aerotow School is for sale..

Listed will be two 914 Bailey Moyes Dragonflies, 11 launch carts, three 40’ insulated storage containers mostly full with yearly renters, two North Wing tandem gliders on landing gear with harnesses and parachutes, one solo WW170 on landing gear, several miscellaneous rental gliders, 40’x40’ screened enclosure recovered last year, a battery golf cart with new charger and Geo Tracker car for field operations as well as miscellaneous tools and toolboxes. Also miscellaneous instruments harnesses and equipment in the office as well as T-shirts and office supplies.

To anyone entertaining the thought of continuing operations here at Sheets field with the Quest assets they can contact the owners of Wilotree for more information on lease options. I will take any inquiries on the sale of Quest and or any equipment at my email address <Brownaviationco> .

All operations here at Quest will continue on as normal until further notice..

While Lori and I have enjoyed our 23 + years here at Sheets Field along with Campbell, Bob and Connie, Steve Kroop, Jim Prahl, Bob Lane, you, Belinda and a plethora of people that helped make this place great we feel it is time for us to move on to another page in our life. Flying and Quest will never be out of our thoughts. Who knows maybe I can get a chance to start competing again. Thanks to you and everyone who helped make Quest a great place to come and fly.

Volirium P1

Six screens to choose from

Joerg Ewald|Steve Kroop

Flytec 6030|Joerg Ewald|Steve Kroop

Flytec 6030|Joerg Ewald|Steve Kroop|Volirium P1

https://manuals.volirium.com/wiki/P1:User_manual

https://www.volirium.com/en/volirium/

This is the first Volirium P1 screen. It is a screen mostly dedicated to thermaling. It has an instantaneous vario on the upper left side and an averaging vario (set to 20 seconds) on the upper right. My altitude in feet is displayed below the averaging vario.

The name of my next turnpoint and distance to it form a row just below the vario. The turnpoint could be the starting point so I'll know if I am inside the exit cylinder.

The wind direction and speed are side by side in the two fields below my next turnpoint values.

My altitude relative to the zero point that I set when I touched this field on launch is to the right of the wind speed value. My ground speed is shown on the bottom between the two screen scrolling arrows.

The altitude is the pressure / barometric altitude above mean sea level. I can adjust the altitude for my launch GPS altitude or it will be done automatically, https://manuals.volirium.com/wiki/Connect_1:Altitude_adjustment

Wind speed is determined by algorithm which Steve Kroop says he assumes is the same as the Element Track (which he believes is an improved algorithm over the 6030).

I can choose which variables to display in each of the fields just by touching the field and choosing which variable I want displayed there.

https://manuals.volirium.com/wiki/P1:Flight_screen_config

I can also configure each variable, for example, choosing the time interval for the averaging vario. This is the original layout from a new P1:

For take-off, you might wish to lock the screen, which is done by simultaneously pressing the + (the right key) and home or return key (the middle key).

A locked screen is symbolized by a lock in the status bar.

In flight, the screen lock can be released by pressing any key.

It is possible to have up to six Volirium P1 screens.

The Flytec 6030 has up to three and the Oudie has two. I basically use only two on the Flytec 6030, one for final glide to goal and one for pretty much everything else (although I do have one dedicated to the start cylinder). On the P1 I can decide which of the six screens to display and how many of them to display. With fewer screens I have to do less scrolling to get to the appropriate screen. The left and right arrows are the scrolling arrows.

https://manuals.volirium.com/wiki/P1:Flight_screen_config

This is the second screen and the averaged vario and the instantaneous vario are displayed with large character sizes. I also see the altitude and the relative altitude.  This screen is obviously focused on thermaling and making sure that I can see just how well or poorly I am thermaling.

The original configuration:

This third screen focuses on the wind direction and speed. It includes my averaged and instantaneous vario as well as my next turnpoint name. distance and required glide ratio to get to it. This required glide ratio can be compared with my actual glide ratio.

The original configuration:

This is my final glide screen. In the upper left is my glide ratio and to its right is my required glide ratio to get to goal. In the second row is my distance to goal and the name of the next turnpoint, which if I am on final glide would be the name of the goal point.

The distance to the next turnpoint is in the third row below the distance to goal, so on final glide these should be the same value, and to its right the required glide ratio to get to the next turnpoint. Therefore this screen can be used on final glide or to view my progress getting to the next waypoint.

My pressure / barometric altitude above mean sea level, my relative pressure / barometric altitude above launch and my averaged vario are in the fourth row. Wind direction, wind speed, and instantaneous vario make up the fifth row with my ground speed at the bottom.

Unlike with the Flytec 6030 and the Oudie 4, the P1 does not yet compute a wind component.

The original configuration:

This is the first of two map pages. It focuses on my next waypoint.

The original configuration:

This is the final glide map screen:

The original configuration:

Unlike the Flytec 6030 or the Oudie 4, the P1 does not yet give a predicted altitude above goal for either best glide speed or current air speed. You do not yet enter a polar so the P1 does not have any way to calculate these values. It does know your current glide ratio and the glide ratio required to get to the next turnpoint or goal, which are independent of your polar.

Without a polar the P1 can't yet provide McCready values and does not use McCready theory to provide Speed-To-Fly values to the pilot.

My P1 configuration file is found here: //ozreport.com/data/Galapagos.fcf. Just copy it to the config folder on your P1. You might want to save your version of that file first.

The future plans for the P1:

Joerg Ewald writes:

For the P1 pitot, we will be using a new sensor that makes physical, electronic and software integration much easier than the one used in the 6030, with the same or even better performance.

We ran a pilot project with this sensor, this just completed last week, and we have now a working prototype of a standalone pitot with that sensor.

The next step will be to integrate the sensor physically into the P1 casing. We will be working on that over the next 4-8 weeks. This leaves us with the software integration. Getting current airspeed will be relatively quick. Adding speed-to-fly functionality will be a big chunk of work. I have no timeline for that yet, but will certainly work on it as much as possible.

Discuss "Volirium P1" at the Oz Report forum   link»

Making an Oudie 4 behave like my Flytec 6030

Transitioning to a new flight computer is not easy

Steve Kroop

Steve Kroop

Flytec 6030|Steve Kroop

Flytec 6030|Steve Kroop|Volirium P1

I purchase and play around with different flight computers (varios+) in order to write articles about them in the Oz Report. Perhaps you will find some interesting tidbits from my experiences with them.

I have an Oudie 4. I haven't flown with it much. When I test out a new flight computer I put it on the right side and have my Flytec 6030 in its familiar location on the left corner of the control frame. I've flown with the XCTracer, https://www.instagram.com/xctracer/, on the right down tube with the audio on. Likewise with the Volirium P1, https://www.volirium.com/en/volirium/, with the audio on and off. Also with the Oudie 4, https://www.naviter.com/oudie/, with the sound on.

My brain got used to hearing two different varios and making decisions based on two different streams of data.

I really haven't looked that much at the screens on the P1 and the Oudie. I liked the wind direction text on the P1, as I can't read it on the 6030. Also the wind speed, although there is no pitot tube. I couldn't make heads or tails of the Oudie screen, the default version, or another profile from a competition pilot who had his own way of setting up the two pages. Your profile determines the screen layout among many other parameters, including your glider's polar..

When Steve Kroop at Flytec USA, http://flytec.com/oudie4.html, came up with his Novice profile for the Oudie I saw an opportunity to develop a screen layout and profile that I could use to replicate (or at least come as close as possible) to two of the three pages on my Flytec 6030.

I used the Oudie Simulator, https://www.naviter.com/download-manual-support/#Oudie, on my computer to create the profiles and screen layouts. You can read about setting up the Simulator here: http://ozreport.com/22.108#0

I would use this screen to fly the course and thermal. The map is always there in the background. The time of day in the upper left hand corner also serves to flip to the other page when touched. The Target (next waypoint) and distance to next waypoint are right below it.

The ground speed, total air speed and Speed to Fly speed are displayed along the top row. A vario with instantaneous and average climb rates is on the right side. Altitude above ground level and the component of the wind in your flight direction are in the lower right hand side.

The wind indicator is in the lower left corner. The bottom buttons allow you to change the zoom of the map (10 km) and access all the configuration variables (Menu).

This screen is the final glide calculator. It displays your current L/D, Required L/D to get to the next waypoint (Target) and L/D required to get to goal in blue along the bottom.

You altitude above the ground, altitude that you arrive at the next turnpoint with, and required altitude to get to that turnpoint in red above the L/D line.

Above that the component of the wind in your direction, your arrival altitude at goal and your required altitude to make goal.

You can download this profile (and then edit it on your Oudie or on your computer) here: http://ozreport.com/data/Davis_v1.2.xml

Discuss "Making an Oudie 4 behave like my Flytec 6030" at the Oz Report forum   link»

Big Numbers

That us old guys can actually see

Steve Kroop

Steve Kroop

Steve Kroop sends this example:

Discuss "Big Numbers" at the Oz Report forum   link»

Don't get discouraged

By my description of my installation of the Oudie Simulator

Steve Kroop|weather

Steve Kroop|weather

Flytec 6030|Steve Kroop|weather

I actually didn't describe all of the issues that I had with my installation of the Oudie Simulator, because I couldn't be sure that the reader would run into them. I believe that I provided the reader with enough information that if they had problems they could fix them. As there is no documentation for the Simulator (it is just supposed to work correctly when you install it), I felt my contribution would be appreciated by some users.

Steve Kroop <<info>> at Flytec USA writes:

Thank you Davis for bringing attention to the Oudie Simulator and good job detailing how to load local road/terrain/airspace maps and integrate the user’s actual flight.

Generally I avoid simulators, but like the simulator for the 6030, I have found the Oudie simulator indispensable for learning how to use instrument functions as well as optimize the instrument set-up. For any pilot this is an invaluable tool since it is often not possible to see how a feature works on the ground and trying to learn new functionality in flight can be very aggravating and distracting. On those days that you want to fly, but the weather does not cooperate, that is a perfect opportunity to sit down with the simulator and tune up your IQ (Instrument Quotient).

Because the simulator is such a valuable resource, I do not want pilots to be discouraged by the the issues/complexities that Davis had. I have installed the simulator many times and in every instance the installer puts everything the simulator needs in the place where it needs it. I think that the issues that Davis had with installing the simulator may have had something to do with OneDrive remote storage (maybe OneDrive overrides the location the simulator wants to store certain components).

Additionally, since most users will use the simulator simply to learn functions and see how the instrument behaves, I think the demo files that come with the simulator will be adequate. Therefore, the additional complexity of changing airspace/map/flight files will be unnecessary. Of course, the ability to load localized airspace, terrain/road maps and a pilot’s actual flight will be welcomed by more techie users or by pilots that get a lot of bad weather.

I also think it is odd that a registration key is required for the simulator. I will find out the reason and see if that can be resolved. In the meantime , the prompt to enter the registration key can be canceled out for that session.

I don't know if there is a single direct way to cancel the registration page when it comes up. I just clicked on a bunch of buttons until it went away.

Discuss "Don't get discouraged" at the Oz Report forum   link»

The Oudie Simulator

You can construct your Oudie screens on your computer

Steve Kroop

Steve Kroop

The pictures that I have published earlier of the Oudie screens came off Steve Kroops' and my computers.

http://ozreport.com/22.099

http://ozreport.com/22.104

They were created using Oudie Simulator software which is found here: https://www.naviter.com/download-manual-support/#Oudie

Direct download here: http://download.naviter.com/oudie3/sim_mcu_para.exe

The Oudie Simulator lets you create new profiles (screen settings and much more), just by just be moving fields around, adding or deleting fields, and changing field characteristic, much the same way that you would do on the Oudie itself, if you wanted to make changes. You can then download the profile that you save, after the changes that you made, to your Oudie and then select it the next time you start up the Oudie.

When you install the Oudie Simulator on your Windows computer you may find that it is missing some files or at least not able to find them. On a Windows computer it should create a Oudie3 folder under your Documents folder. As the Oudie3 folder will not be containing any documents it is really inappropriate for it to be created there, but I will ignore that for the moment. You can move the folders and files to wherever you like, so it doesn't really matter where they are originally stored.

When I installed the Simulator on my computer the installation actually put the Oudie3 folder in my Microsoft OneDrive (a cloud computer resource) Documents folder as well as on my local Documents folder. Not exactly a great place for it. Then it configured the Simulator to reference the OneDrive folder. I had to stop that.

Once you have installed the Simulator you may find (I did) that it doesn't know where some missing files are. Or that it doesn't know about the different Profiles that you have on your Oudie (my Simulator didn't). You may need to fix that problem (I did).

If your Oudie Simulator has multiple profiles in a folder where it thinks the profiles are stored then you will see a screen like this when you first start up the Simulator:

If it doesn't find multiple profiles then it will look like this (depending on the profile that it does find):

In order to let the Simulator find all the files that it requires you'll need to check out its Settings. To do this click the "Menu" button at the bottom right of the screen (see above). Then click the Settings button in the upper right hand corner of the next screen.  Click "Next>" in the upper right hand corner of the next screen. Then click "Files." You'll see a screen like this:

This is where you tell the Oudie Simulator where the necessary files are located. The problem is that you may not have those files on your computer (I didn't). But they are found in your Oudie. You can download them to your computer from your Oudie. Just turn on your Oudie and pull it into your computer using the USB cable.

The Simulator comes with demo versions of these files, but the Settings - Files may not point to them. You can just edit the fields on the screen above to point to the folder on your computer than does contain these files. It will likely be: DocumentsOudie3mSeeYou.

You'll find the terrain files that are appropriate for your area in the Maps folder on your Oudie. Just download the file that you want to your computer in the folder that you are going to use for the Simulator. Then change the Terrain file setting to match that file name and location. You'll find that the arrows keys on your keyboard don't work (at least I did), but the delete and end keys do, so you have limited editing abilities when changing the path names for these file settings.

The file "NorthWestAmerica.cit" is actually western North America. The file "NorthEastAmerica.cit" is actually eastern North America.

The airspace files (*.CUB) are found in the Airfields and AirspaceSeeYou Cloud on your Oudie. Copy the appropriate airspace file to your computer and edit the Airspace field in the Settings screen above.

Assuming that you have a SeeYou formatted waypoints file (*.CUP) for your local flying area, copy it to the folder that you'll use as your Waypoints folder for your Oudie. It can be the same folder as the previous folders or just the Oudie3 folder or DocumentsOudie3mSeeYou or any folder that you like. Your Oudie has additional *.CUP files that you can download and point to if you like.

There is already a Flights folder setup when you installed the Oudie Simulator. You can use it to store some flights that you might want to see displayed on the Simulator, or you can point to a folder where you already store your flights. Just edit the Flight folder path on the screen shown above.

If you have multiple profiles or just one (say the default profile) make sure that the Current Profile path is shown correctly in the last field in the screen above. Only if you have multiple profiles, will you see the screen that allows you to select a profile as see above.

Then click Okay.

You're not done yet.

Go back to the Settings screen (see instructions above).  Click "Next>" in the upper right hand corner three times. Click "Input." Click the three dots, "...", in the file field. Choose the IGC track log that you want displayed on your Simulator.

I'm discussing here how to use the Simulator as a tool to design your Oudie interface, not as a tool to see how it displays data as you go through a flight, but it is a good idea of have everything working, so choosing a flight that corresponds to your waypoints, terrain, and airspace is a good idea.

Now that hopefully you've got the Simulator setup so that it will actually work, you can begin playing with the user interface. You can stop the replay of a flight by tapping the appropriate button at the top of the screen. Then you can start moving things around.

But, you are not done yet.

You'll want to register your Oudie Simulator. I have no idea why Naviter would make you register the Simulator, since it only makes sense to use it if you have purchased an Oudie, but if you don't register it a registration window will pop up now and then and you have to click a few buttons to get rid of it. I wrote to Jost Napret <<support>>  at Naviter and he gave me the user name and registration key (which only lasts a year).

To find out what each of the fields do, check out the documentation linked to above. As I run into more issues as I edit various profiles, I'll be sure to write up my experiences as I have here.

Discuss "The Oudie Simulator" at the Oz Report forum   link»

Page 2 on the Oudie

Steve Kroop previously sent page one of his "novice" configuration

Steve Kroop

Steve Kroop

Page 1: http://ozreport.com/22.101#1

Yes, there would normally be a map on this page.

http://flytec.com/oudie4.html

Discuss "Page 2 on the Oudie" at the Oz Report forum   link»

Oudie with numbers

Steve Kroop saw the picture of the Digifly with really big numbers

Steve Kroop

Steve Kroop

Steve Kroop <<info>> writes:

I created the page layout above for a novice pilot to not be distracted by color, map, compass and excessive info. In the example (from top to bottom):

• Time is 2 line, normal size
• Altitude is 3 line, huge size, double width
• Groundspeed is 3 line, huge size, single width
• Vol+ / Vol- is 1 line, large size

The Oudie supports:

• 3 sizes of data-fields: Normal, Large, and Huge
• 3 widths of data-fields: Single, Double, triple
• Each Data field can be 1, 2 or 3 lines of text: Value; Value and header; Value, Header and units.
• Each Data-field can have a border in choice of 40 colors.
• Each Data-field can have a background in choice of 40 colors
• The color of the value, header and units can be independently set in choice of 40 colors
• The data-field can be set in 10 levels of transparency to determine to what extent the map can show through the data-field

Discuss "Oudie with numbers" at the Oz Report forum   link»

2018 Green Swamp Sport Klassic

Many informative seminars

Christian Ciech|Davis Straub|Green Swamp Sport Klassic 2018|Greg Dinauer|John Simon|Jon "Jonny" Durand jnr|Larry Bunner|Owen Morse|Steve Kroop|Tom Lanning|video|weather|Zac Majors

I dislike the fact that we have had three days of bad flying weather. Florida weather is usually very consistent and we average 5½ flying days during a competition over a seven day period. We likely will get 4 days of flying. Also some flying days are vastly superior to others and we have had some great flying days during previous Green Swamp Sport Klassics. But so far not this year.

To keep pilots from committing hari-kari we have Mitch's landing clinic (which did get in some flights before the wind picked up on Wednesday). He has also been lecturing to packed houses about landings.

Jonny and Zac had a joint seminar going back and forth answering pilots' questions. Tom Lanning spoke on cross country by the numbers. Larry Bunner gave a class on Skew-T charts. Christian Ciech answered pilot questions in a simple and straight forward manner to so many pilots that there wasn't room to get around. Steve Kroop from Flytec USA held pilots in the palm of his hand for four hours, also showing off new products from Naviter that will be available by the end of May. He almost didn't get them back. Owen Morse gave a short lesson on juggling.

Mitch is doing a landing clinic every morning using the electric winch tow with videos of each landing for stop action reviews.

Some of us took up other sports during the windy Wednesday:

Heather Simon, John Simon, Zac Majors, Davis Straub, Augusto, Greg Dinauer, and in the middle Rick Cizauskas. The day was topped off by a rousing night of hard core karaoke. The guys are already doing the landing clinic at 8:04 AM.

2018 Green Swamp Sport Klassic

Day three, more storms, more seminars.

Facebook|Green Swamp Sport Klassic 2018|Jon "Jonny" Durand jnr|Steve Kroop|Tom Lanning|weather

Zac and Jonny are giving a joint seminar as the lightning flashes.

Tom Lanning will give a presentation of cross country flying by the number later this afternoon and Steve Kroop is coming tonight for a seminar on Flytec varios.

The storm yesterday with the roll cloud coming through:

There is a tornado warning over us now. Thunderstorm heading east toward Orlando at 40 mph. Worse weather situation other than the Hurricane in the last thirteen months.

2018 Green Swamp Sport Klassic

Day two, seminars all day into the night

Christian Ciech|Green Swamp Sport Klassic 2018|Jon "Jonny" Durand jnr|Larry Bunner|Mitchell "Mitch" Shipley|Owen Morse|Quest Air|Steve Kroop|Zac Majors

Given the chance of rain and forecasted lack of lift, we went into seminar mode. Pilots got an earful.

Started off with Larry Bunner giving a talk on using soundings through Skew-T, transitioned to Mick Howard's mentoring talk (which he continued from the morning all through the day). Then Christian Ciech at 3 PM with a very crowded room, followed with a bit of juggling from Owen Morse, and finally Mitch Shipley on landings and introduction to his landing clinic. All the seminars were very well attended.

Tomorrow, if we don't fly, we've got Zac Majors up first at noon, followed by Owen Morse at 2 PM,  then Jonny Durand at 3 PM, with Steve Kroop from Flytec USA at 7 PM. Never a moment's rest around here at the Green Swamp Sport Klassic.

Monday night we had the biggest rain storm that we've had since we arrived at Quest in December. The 2018 Quest Air Cross Country League starts again on Sunday.

Serial to USB

There is a solution

Steve Kroop

Steve Kroop

Steve Kroop <<info>> writes:

The problem is Windows 8 and Windows 10. Starting with Windows 8, Microsoft invalidated the driver for the USB chipset found in older 6015/20/30/40. There is nothing wrong with the driver, they just invalidated it. The following link is for an unrelated product but the workaround resolves the issue with the USB connection in Windows 8 and 10.

http://www.totalcardiagnostics.com/support/Knowledgebase/Article/View/92/20/prolific-usb-to-serial-fix-official-solution-to-code-10-error

Please note: install the fix with the instrument connected to your PC. After the fix is installed, download the your instrument using the same USB port that was used when installing the fix.

Here is the key found on the web site:

Windows 64-bit Fix:

Steps:

1. Download and save the "PL2303_64bit_ Installer.exe" by clicking here.

2. Unplug all USB-To-Serial adapters from your computer - and double-click on "PL2303_64bit_Installer.exe"

3. When it prompts you, plug in one (1) of your USB-To-Serial adapters and click "Continue".

4. Reboot your computer. That's it!

Windows 32-bit Fix:

1. Download and Save the "PL-2303_Driver_ Installer.exe" by clicking here.

2. Run the installer program. If it offers a choice to remove the driver, then select to remove the current "bad" driver.

Then run the installer again to install the correct driver.

Discuss "Serial to USB" at the Oz Report forum   link»

My Oudie 4 and Carbon Fiber Pod

Plastic housing

photo

photo|Steve Kroop

photo|Steve Kroop

Robert <<remmoore>> writes:

Last weekend, I got the chance to soar around my home site of Mount Diablo with my Oudie 4 in my new carbon fiber pod. I've had the vario for about 6 months and flown with it using a makeshift mount, so I have enough experience with it to have some comments. Keep in mind - I'm not a comp pilot, so I have no input regarding those features. As an XC hound, though, I expect to make use of several of the features which I feel make the Oudie 4 stand out from the rest.

Some of the features I enjoy most are the moving map, wind direction/speed, L/D indicator, airspace indicator, and thermal tutor. Most of these features can be found in other instruments, but not as nicely displayed, IMO.

The Oudie 4 has a large color screen - perhaps the largest of any device made specifically for soaring. It works well even in direct sunlight, and vast customization which is relatively easy to manipulate. There are two screen views, each can be separately customized. I have one set up with a larger scale to be able to see upcoming towns and airspace restrictions. The other is set up to show the immediate area I'm soaring over. The touch screen can be manipulated even while using gloves, but the gloves need to have a fairly precise pointing tip to make this feature completely usable. Just switching between screens doesn't take any real precision, though. The screen works very well in full sun - I took a photo in the LZ to illustrate.

I'm no electronics expert - far from it - but I was able to make all the setting changes without pulling my hair out. The readouts can be selected and adjusted for size and location. All controls, except for the power button, are done by touch screen. The instrument comes with a built-in stylus, but I really didn't need it - a fingertip works just fine.

It has a moving map which is the best of all the current dedicated varios - not quite as detailed as my Garmin but pretty good. It shows color renditions of roads, waterways, train tracks, terrain and towns. I was able to exclude my Garmin in the new pod, which was a primary reason for getting this vario.

The vario sensitivity is very adjustable - I've got mine set far beyond the capacity of my old Brauniger IQ Comp. I flew with both instruments, and found the increased responsiveness in the Oudie 4 gave me a much better understanding of when the lift was actually starting and ending. The volume can be really cranked up, and older pilots might appreciate the external earphone jack. It's loud enough that I didn't need to make any external holes in the pod to allow the sound to be clearly audible.

There are a few issues which some may find a detraction. One component not found in the Oudie 4 is a pitot-tube. I had questions about how the device calculated airspeed and wind-component. Without my understanding of the mechanics, Steve Kroop claims it has other ways of computing TAS and WC, that works very well. Supposedly, they're coming out with a pod which will have a built-in pitot, electronically tied to the instrument. No word on its arrival.

The device is also considerably heavier than many others - 350g. I think of the additional weight as the Oudie 4 being packed with electronic goodness.

The manual, while being over 100 pages and written in clear English, occasionally lacks the depth wanted to make all adjustments. It's very clear in most important ways, but I had to turn to the internet for clues on how to set the clock feature, for example.

The last thing I've found a bit annoying is the power button location. It protrudes slightly from the side of the case, and I've accidentally started the device many times just by picking it up. It has an onscreen confirmation button, so it shuts itself off in a few seconds, but it's still somewhat annoying. I fixed the problem in my own way, which I'll describe later.

I like that it's shape is very squared - easier for me to design and build my new carbon fiber pod around it. The pod is something that I wanted to do as soon as I got the vario. Naviter claims to be offering one in the future, but with nothing on the horizon I started planning my own pod. At first, I was going to use a Styrofoam blank to form the pod's interior. Then my buddy Pedro offered to 3D print a blank - very cool. While it took some additional work to get it shaped exactly as I wanted, the benefits included a perfectly formed instrument tray which fits like a glove without any effort.

It also made mounting the bracket arm easier - the pod and bracket are curved downward slightly to point it directly into the airflow. I simply drilled a hole at the angle I wanted though the solid read portion of the pod. There's a T-nut molded into the back of the pod and a nyloc nut epoxied into the front of the hole. The SS threaded rod I used for the mounting arm can be removed with a pair of pliers, but is otherwise very secure.

The 3D printed blank also left a nice hollow area to install the charging/data port extension and the power button extension. The charging/data extension allows me to plug in the device while still in the pod - I don't need to remove it, and there are no recesses formed into the pod to be able to access the port. I also made a power button extension by shaping a rubber button which travels through the pod, to rest on the Oudie 4's power button. I made a slight (and hidden) recess in the side of the tray, so the Oudie 4 button doesn't touch the tray wall. My new button extension is set into the pod's surface such that only a purposeful attempt will power up the device. In the photos, below, I included my finger, to point out the port and button locations - they're pretty small and unnoticeable.

Wrapping the pod in carbon fiber was something of a challenge, because I wanted to leave the carbon fiber exposed, and not obscured like virtually all manufactured pods. There's no mold involved in the process, so everything is applied by hand. I learned some great tips from the internet, but also came up with a few tricks of my own to get a nice straight weave alignment and neat edges. The epoxy finish isn't completely flawless, but it takes careful examination to notice.

The carbon fiber down tube bracket is my own design - this is the third iteration of this style, and first to use all carbon fiber except for the mounting arm and pivot. I made the initial bracket shape by forming carbon fiber around my actual down tube - it fits so perfectly that it 'snaps' into place when pressed on. Of course I used elastic Velcro straps to secure it.

One detail that many pod manufacturers seem to forget is a built-in lanyard. It seems incredible that one would have a sleek racing pod, but an external lanyard running outside it's body. I included a hole running through the rear of the pod, to make use of the Oudie 4's lanyard cord, which exits near the bracket.

Overall, I'm very happy with the Oudie 4 and looking forward to this year's XC season. I think the carbon fiber pod looks great on my carbon fiber down tube - an organic-looking extension which enhances the instrument.

Discuss "My Oudie 4 and Carbon Fiber Pod" at the Oz Report forum   link»

Updated Flytec firmware - bug fix

Flytec USA has the latest bug fix

Flytec 6030|Joerg Ewald|Steve Kroop

Joerg Ewald <<joerg.ewald>> writes:

We found a bug in the latest software version for the 6030 (V4.04b, the one you mentioned on the Oz Report a few days ago): In some cases, when upgrading from an older version, the display becomes illegible.

The bug has been fixed, the update (V4.04d) has been sent to Steve and to Naviter. Until they manage to put it on their respective websites, maybe pilots should be aware of the following:

There is no harm in trying V4.04b. If it works, everything is fine. If it doesn't, just go back to V3.38m, which can be downloaded from here: https://www.flytec.ch/en/support/download/firmware/flytec.html?file=tl_files/downloads/products/flytec-6030/firmware/F6030_V338m.exe

Steve Kroop <<info>> writes:

I will put V4.04d up at http://flytec.com

Tandem accident at the Florida Ridge

Steve Kroop calls down there

James Tindle|Steve Kroop|USHPA

Steve Kroop <<info>> writes:

As a good friend of James Tindle and the Florida Ridge, today's Oz Report sent me into a bit of a panic. I spoke to James Tindle and Derreck Turner and there was an accident but in James’ words, "A couple of broken down tubes, a couple of broken ribs, and a severely damaged ego but everybody’s all right." I’m sure that James and Derreck will fill in the details soon as well as submit a full report to the USHPA.

Derreck Turner (who is a tandem pilot at the Florida Ridge) writes:

It’s not a rumor there was an accident, but it’s been greatly exaggerated. The part about ICU is because it was the only beds available not because of life threatening injuries, the student didn’t have his phone with him and so friends and family could locate him when they called the hospital. There will be an accident report written and I will try to send you a copy

Discuss "Tandem accident at the Florida Ridge" at the Oz Report forum   link»

Landing clinics, help setting up varios, presentations

CIVL|Green Swamp Sport Klassic 2018|Larry Bunner|Mitchell "Mitch" Shipley|Mitch Shipley|Steve Kroop|USHPA|video

CIVL|Green Swamp Sport Klassic 2018|Larry Bunner|Mitchell "Mitch" Shipley|Steve Kroop|USHPA|video

CIVL|Green Swamp Sport Klassic 2018|Larry Bunner|Mitchell "Mitch" Shipley|Steve Kroop|USHPA|video

The GSSK is a mentored Sport Class competition. One of our mentors is Mitch Shipley. You can find out more about him here: https://www.ushpa.org/bio/183412 In addition to being USHPA Accident Review Committee Hang Gliding Co-Chair, he is the Secretary for CIVL, our international free flying organization at the FAI.

Mitch teaches hang gliding with his battery powered towing system and he will be available for landing clinics during the mornings of the competition and perhaps just before the competition. We'll come up with more details before the competition. The landings clinics are great fun and you'll get lots of feedback and lots of practice. Taking videos really helps.

We also have Steve Kroop, who is Flytec USA, coming on Saturday night, the night before the competition flights start, to give a seminar on using varios for competition flying. He will be assisted by Mitch and Larry Bunner dividing up the pilots into groups with similar issues.

We also expect that mentors will be giving presentations each evening going over the flying for each day and answering pilot questions. Mitch is excited to talk about how to stay in the air, how to find thermals and how to not lose or find again the thermal you were in. Landing theory, of course

If you have any questions or suggestions for how we can make this an excellent learning opportunity, contact Davis at «davis».

Discuss "2018 Green Swamp Sport Klassic" at the Oz Report forum   link»  

October 6, 2017, 9:07:11 MST -0600

Stick it out there in the wind

Put your vario in front of you.

Steve Kroop

Steve Kroop

Steve Kroop <<info>> sends:

Available for WW carbon and aluminum airfoil speedbars and Moyes carbon and aluminum airfoil speedbars. Price is $98.99

Works with any Flytec, Naviter and Brauniger instruments (Oudie requires cradle for the back of the instrument).

http://flytec.com

Discuss "Stick it out there in the wind" at the Oz Report forum   link»

Filtering

Steve Kroop|Flytec 6030|XCtracer

Steve Kroop «Steve Kroop» writes:

A filter setting 4 on the 6030 makes it beep while sitting on a table in indoors partially because of minute changes in pressure that I mentioned to you but also because, at that setting, the filter is too weak, and the noise coming from the sensor is interpreted as change in altitude. Like I mentioned, I have good results with a setting of 3.

From what I can see, the XCtracer is great at beeping exactly when it’s moved, and stopping its beeps exactly when it does not move, but I am told that the motion sensors and associated filters can be tricked into giving false positives. Try this: tip it over 90º a few times quickly, back and forth, put it on a table: After a while it will start beeping. I know that it is unlikely that you would be jostled that much in normal flight but the point is standing on the ground tests with simple uniform motion does not tell the full story. With no disrespect to new devices, I’d rather have a vario that is one or two beeps late, but that I can trust and know for sure that nearly every beep indicates lift.

The sensor electronics in the Connect 1 are even better than the 6030 in terms of noise. Here, you can really go to the fastest filter setting (used in the Speed G. profile), and have it still be quiet when sitting on a table. Testing with an XCtracer show it may be 1/10 of a second later in regular conditions, but in very weak lift, you can get beeps out of a Connect 1 when the XCtracer remains quiet.

Discuss "Re: stop beeping" at the Oz Report forum   link»  

May 16, 2017, 7:53:22 EST -0400

Stop beeping

Does your vario stop beeping when you stop climbing?

Steve Kroop|video

Flytec 6030|Steve Kroop|video

http://altair.no-ip.org/

https://youtu.be/gzzkXXu7B2M

I ran this test with the XCTracer (damping factor = 0), https://www.xctracer.com/en/the-xc-tracer/?oid=1854&lang=en, and the Flytec 6030 (with vario response delay set to 4  - fast, I normally set it to 0, and "damp" set to 1, its lowest value - normally set to 8), http://flytec.com/6030.html, and got the same result.

I also checked to see how the varios compared just as I started to raise them up. Did they start beeping at the same time? I set the Flytec 6030 "Lift Audio Threshold" to 0 (normally set to 4 out of a range from 0 to 39, "damp" to 1, response delay to 4) and the XCTracer ClimbToneOnThreshold=0.0 (it is normally set to 0.2 m/s) and damping factor = 0. They started beeping at the same time.

The XCTracer damping factor is set to 0, so there should no delay in response to changes in altitude.

With the two varios set on my desktop and all the values as above, the Flytec 6030 was happily beeping away while the XCTracer was quiet (even though I set beepOnlyWhenFlying=no).

Steve Kroop at Flytec USA writes:

This is a complicated issue with many variables. If there is any breeze the 6030 will beep in your trailer, as the wind blows over the trailer it creates low pressure inside, same for cycling A/C. Exhaust fans, open/closing doors, etc.. There will be the same effect outside in the lee of structures. This will be very evident with a lift threshold of 0. If the other device is not beeping, then it likely has a higher threshold regardless of what the setting it displays. Or it may use an accelerometer to help with filtering (i.e., a change in pressure w/o corresponding acceleration could be used to suppress beeping).

With respect to lift threshold and filtering, like I said, I set all 6030s filtering (vario response delay) to 3 and threshold to ~4 and I recommend that for you. It will not be twitchy but you may get some “false indication" on the ground and to that I say so what, we fly in the air not on the ground. There is virtually no time in the air that we are fixed height like we are waiting to take-off. The point is the false indications will only be on the ground where it does not matter.

Dampening of 8 is good.

The XCTracer manual states:

XC Tracer is using multiple data sensors, 9 degrees of freedom inertial measurement unit, pressure sensor, GPS to compute the real time climb rate and altitude, avoiding the undesired time lag that conventional variometers suffer from due to data filtering.

Discuss "Stop beeping" at the Oz Report forum   link»

May 12, 2017, 5:05:18 pm EST -0400

Volirium Connect 1

Fix for low volume

Steve Kroop

Steve Kroop

Steve Kroop|Volirium P1

Flytec 4005|Steve Kroop|Volirium P1

http://www.volirium.com/blog

Steve Kroop at Flytec USA reports that there is a fix for the low volume at 100% for the Connect 1. He needs to drill a few holes. I'll send mine in for him to do so.

http://ozreport.com/forum/viewtopic.php?t=51921&start=20

The foil with the pinholes is covering a hole in the plastic underneath, so you just need to drill a hole in the foil. Of course you need to dismantle the vario before you do that. My vario is just as loud as my old Flytec 4005 now.

Discuss "Volirium Connect 1" at the Oz Report forum   link»

May 11, 2017, 8:15:46 EST -0400

2017 Quest Air Cross Country

No functioning GPS for Niki

Flytec 6030|Larry Bunner|Niki Longshore|Quest Air|Quest Air XC 2017|Steve Kroop|Volirium P1

https://airtribune.com/2017-quest-air-cross-country/blog__day_33

On Wednesday I'm off first which is a lot easier now that Larry Bunner isn't here. I pin off early which makes for a few moments of struggle, but then I slowly climb to 5,300'.

I've got my Flytec 6030 back in place of the Flytec Connect 1. I notice right away that the Connect 1 is not loud enough (even at the 100% setting). The 6030 is much easier to hear. With the Connect 1, it is much easier to see the wind direction.

I've adjusted the pod that holds my old Samsung S4, http://ozreport.com/21.58#1, so that I have a better chance to see the screen. Still can't make it out. I can barely hear my XCtracer, https://www.xctracer.com/en/the-xc-tracer/?oid=1854&lang=en, which is Velcroed to the pod next to the phone and Bluetoothed to it. I've got the Flytec 630 in my left ear and the XCtracer in my right.

The XCTracer reacts a bit quicker than the Flytec 6030 or the Flytec Connect 1. It's a bit reassuring to hear beeps from both ears and then let my brain figure it out. I just wish that the XCTracer was a bit louder.

Niki is stuck on the ground trying to get the GPS in her Flytec 6030 to connect to the satellites. It doesn't. Three others launch before she does. I get a bit tired of waiting and go out west of Groveland and back and come in at her altitude at 3,000'. We climb out together and take off getting to 5,200' at the 3 km start cylinder radius.

There is a strong inversion and the air is full of smoke from the nearby fires, but the visibility is better than the day before. There are no cu's nearby.

The lift is quite uncomfortable, broken up and not coherent enough to keep a steady circle. I'm not happy but willing to give it a try. Niki is no happier.

Southeast of Center Hill we exit another broken thermal averaging over 400 fpm and then quickly find a much better thermal that gets us to over 7,000' at 460 fpm.

Niki's Airtribune App isn't displaying  (she has an iPhone) so you won't see her on the blog linked to above.

Niki and I continue to work together, but her radio (the crap Bluetooth connection) is also crap so I don't always get the message. But we are in visual contact so we share thermal finding responsibilities.

We stay reasonably high only getting below 3,000' once at 2,900' on the way toward the turnpoint at Lake Panosoftkee. Niki can't find the turnpoint but my 6030 GPS is still working and I take it.

With little to no wind coming back is no more difficult than going out to the northwest. You'd think that the thermals would be a lot gentler with the light wind, but it is not the case.

South of Center Hill we find another broken and moving thermal that has no real core. 17 km from goal at 5,800' with a 9.3 glide ratio required to make goal I leave Niki behind as she wants to make sure that she will make it in. I get in with 1,400'. She comes in with 2,500'.

I let Niki know that she has to get her Flytec 6030 fixed ASAP and contacted Steve Kroop about it.

April 5, 2017, 8:03:11 EST -0400

Oudie bracket for hang gliding

Modified cradle

sailplane|Steve Kroop

sailplane|Steve Kroop

Steve Kroop <<info>> writes:

I designed a convenient way to attach the Oudie to hang gliding control frame and worked with Naviter to produce the bracket below. It utilizes the Flytec standard or universal bracket and a modified cradle from the Oudie sailplane mount. The Oudie is very secure in the mount but can be easily removed, that said the lanyard should always be attached to the glider control frame.

Oudie Hang Gliding Bracket
• Utilizes either Standard or universal Flytec bracket
• Easy disconnect cradle to hold Oudie
• Allows Oudie to be oriented for ideal viewing angle

More images here: http://flytec.com/brackets.html

Discuss "Oudie bracket for hang gliding" at the Oz Report forum   link»

Back to the Flytec 6030

Old reliable

Steve Kroop

Flytec 6030|Steve Kroop

Flytec 6030|Steve Kroop

Flytec 6030|Steve Kroop|Volirium P1

Sebastian Domingo <seb> writes:

Just got my limited edition 6030 from Steve Kroop.

Steve has always responded to any tech question within a few hours so it was a no brainer to support him.

I went back to the Flytec 6030 as it has all the features I use and is a proven product.

I've owned and used a Flytec Connect 1 and a Digifly unit, both of which are now for sale.

Discuss "Back to the Flytec 6030" at the Oz Report forum   link»

Naviter drops Flytec Connect 1

Renamed Flytec (Joerg Ewald) to support it

Andrej Kolar|Joerg Ewald|PG|Steve Kroop

Andrej Kolar|Flytec 6030|Joerg Ewald|PG|Steve Kroop

Andrej Kolar|Flytec 6030|Joerg Ewald|PG|Steve Kroop|Volirium P1

https://flytec.ch/en/devices/paraglider-hang-glider/connect-1/overview.html

With today’s Buzzard 16 release, the Connect 1 withdraws from the Flytec family. The three main developers, Christian, Mimo and Jörg, will see to it that the story continues.

The group is working to re-launch the vario under a new name.

Repairs — both in and out of warranty — will be done by all Flytec Repair Centers.

The Connect 1 warranty terms have not changed.

The group continues to offer email support for the Connect 1. For now, write to this temporary address: <connect1vario>

They are continuing software and hardware development. As the work will now be done in the developers’ spare time, assistance by programmers and translators is highly welcome. If you have skills and interest, drop them a line at <connect1vario>.

For any Connect 1 pilot who wants a fully functional modern high-end vario on their cockpit today rather than tomorrow, Naviter has an exchange offer: Return your Connect 1 and get a new Oudie 4 for 349 EUR (+VAT & Shipping where applicable). For details write to <support>.

Well, quite a development or perhaps I should say non-development. No matter how Joerg words it, this is a blow to Connect 1 owners who were looking for the development of a modern replacement of the Flytec 6030. Spare time volunteer developers are no match for competitors who are fully supported by their manufacturers. The Oudie 4 is a paragliding instrument with no pitot tube.

http://www.naviter.com/2016/02/oudie-4-oudie-4-basic-for-paragliding/

Joerg Ewald <<joerg.ewald>> writes:

The company currently known as Flytec here in Switzerland continues to exist, but will most likely only have a single employee (myself) going forward, and certainly a new name.

My main task, once the transition to Naviter is completed, will be to drive the Connect 1 development - fortunately, I'm also a software engineer. The other developers committed to continue working on the project in their spare time, outside of their new jobs they already found or will hopefully find soon. We do this because so many pilots put their trust in Flytec, the Connect 1, in us, that we want to do everything we can to support them and continue working for them.

Steve Kroop <<info>> writes:

The Oudie is not limited to paragliding just like the 6030 is not limited to hang gliding. In its standard form it does not have an airspeed sensor and therefore no airspeed related function. To address this Naviter developed the Droplet which incorporates the Oudie into a pod housing with pitot. They have sent me one for evaluation and bracketing solution. In m opinion this is a hang gliding device and will exceed all aspects of the Digifly Air and similar devices combined. I have discussed the Droplet at length with Andrej Kolar of Naviter and he is very enthusiastic and motivated to get this to the hang glider pilots. I have promised to work full-tilt with him on this.

http://www.oudie3.com/products/oudie-3-droplet/

Joerg Ewald <<joerg.ewald>> writes:

This won't be a new company. But we'll rename it since the name "Flytec" now belongs to Naviter. Our main source of income, in the short term, will be our ballooning business, which generates sufficient income to cover our (now very low) costs.

Very important: We will continue to offer the same service and support we did in the past. Support responsiveness should actually go up, since Naviter's support staff will join in for the Element series, and I will be able to concentrate on supporting the rest (and it was mainly myself who did all the support in the last year). Service, including warranty, is also covered, through Flytec repair centres world-wide, which continue to offer repairs for the 6000 series, the Element series as well as the Connect 1. Our service technicians here in Switzerland will stay in the business as well.

Admittedly, many things didn’t work out as planned with the Connect 1, and with the Flytec turn-around. But I'm very optimistic about the future of the Connect 1 and the software running on it, not the least because we will be able to fully concentrate on this development, without any distractions from legacy business.

Discuss "Naviter drops Flytec Connect 1" at the Oz Report forum   link»

May 4, 2016, 8:34:47 EST -0400

Paranoia runs deep

Into our life it will creep

Steve Kroop|USHPA

Steve Kroop <<info>> writes:

It has come to my attention that there maybe some new security procedures for Florida public schools with respect to the presence of unauthorized people on school grounds. A couple of weeks ago a pilot landed on the inside edge of school grounds that provoked a mandatory security shutdown. The pilot was not belligerent but the school was shut down and cops were called as was FAA. I don’t know if this is county or state wide. The pilot has reported it to USHPA HQ and I presume there will be some further fact finding. Until there is more official info, it is probably advisable to err on the side of caution.

I think that in light of mass shootings I’d say it is very prudent to stay off school grounds.

Discuss "Paranoia runs deep" at the Oz Report forum   link»

April 15, 2016, 8:44:01 EST -0400

L/D to the center of the goal cylinder

Also height above goal and height above best glide

Joerg Ewald|Steve Kroop|weather

Flytec 6030|Joerg Ewald|Steve Kroop|weather

At the Green Swamp Sport Klassic we had one goal with a nine kilometer goal cylinder and another with a twelve kilometer goal cylinder. If you are watching your Flytec 6030 or Brauniger Compeo+ as you fly toward goal it becomes very obvious that the L/D required to get to goal is using the center of the goal cylinder and not the edge of the cylinder which is actually what you care about.

Steve Kroop <<info>> writes:

As far as I know there is no way to get arrival numbers (altitude or L/D) to the cylinder boundary. A long time ago, when I asked Erich/Herbert about this, the reply was that in their opinion, goal cylinders greater than typical 400m (e.g., 1km) are called because of safety concerns about the landing options at goal. For this reason they did not want to help create a possibility where pilots doing a typical final glide (with little/no reserve altitude) would be arriving with no safe landing options.

This does make sense to me and in a 1km goal cylinder situation the faster plots will make a mental correction to final glide based on their knowledge of the goal area. Correct me if I am wrong, but it is rare to call a task with much more than 1-2 km goal cylinder other than at a lower key comp like the Green Swamp meet and I don’t think that the Erich/Herbert anticipated this type of application.

I am copying this to Joerg in the event he knows of a clever work around for this situation other than making a WP on the cylinder which is really only doable with a laptop and really not very useful since I presume one of the reasons for the big cylinder as uncertainty about the weather conditions and the approach to goal may differ considerably from the line between the last TP and goal. In the future I suspect the could be a data-field: L/D to Cyl or L/D to optimized WP.

Joerg Ewald <<joerg.ewald>> writes:

I had lengthy discussions with both Erich and Herbert on this as well, because I got caught by this as well in the past. The thing is, to know the L/D to a specific point, you need to know the altitude at that point. Now, in a comp in Florida, that’s easy, most likely, even 12 km out, the altitude is the same as the altitude at the waypoint itself. Not so much in many other, less flat, regions on this planet.

On the 6030, I doubt we will be able to include elevation data, but we’ll look into it when we implement those for the Connect 1. Once we have that data available, we can use it to calculate L/D required to any point on the map, even accounting for ridges that may stand in the way.

In the mean time pilots can put in temporary goal points at the edge of the goal cylinder if it is especially big.

Discuss "L/D to the center of the goal cylinder" at the Oz Report forum   link»

April 4, 2016, 0:03:13 EST -0400

2016 Green Swamp Sport Klassic - day 1

A post frontal weak day

Andrey Solomykin|Belinda Boulter|competition|Fausto Arcos|Green Swamp Sport Klassic 2016|Greg Dinauer|Ken Kinzie|Larry Bunner|Mark Bourbonnais|Niki Longshore|Quest Air|Steve Kroop|Wills Wing T2C

A front came through on Saturday with rain and high winds. The winds were still a bit strong on Sunday morning, but the forecast was for the winds dying down substantially in the afternoon.

Belinda takes a photo that shows that the winds are much lighter.

NAM was showing top of lift at 3,000' - 4,000' at 2PM on XCSkies. 4,000' - 5,000' at 5 PM. Not real high. Of course, with a post frontal north wind there was a forecast for no cu's. While the lift was predicted to be 600-700 fpm, it did not look like it would be that strong with temperatures much lower than before the front now in the upper seventies.

The task committee called a short opening task to the south and southwest. The nominal distance for the Sport Class here is 30 km in light April conditions and the task distance was a little over that. They put a 9KM radius around the goal point it get us near good landing fields and easy retrieval at Dean Still road.

The task was to fly south along highway 33 to the intersection of 474 and 33 then head off the south east corner of the Green Swamp over open fields toward the intersection of Rockridge and highway 98. A little tricky heading south on 33 with kingposted gliders as the fields are there but you have to be choosey. It is not totally open like it is to the north and northwest of Quest.

There are four mentors in the competition, Larry Bunner, Greg Dinauer, Ton Lanning and myself. Our payment consists of free tows. We spend considerable time with our teams and switch every two days.

Steve Kroop from Flytec USA came on Saturday night to help pilots understand their instruments. He and the mentors split up the pilots into instrument groups and a two to three hour discussion ensued. Thanks to Steve for all his expertise and kind help.

Because of the wind forecast for reduced winds later in the afternoon the task committee called on us to open the launch at 2:30 PM. The task was "elapsed time" so your time started when you crossed the 5 KM start cylinder. This is how we run Sport Class competitions, without start gates.

Since we had five pilots flying Wills Wing T2C's I decided to score them separately than the king posted gliders. Normally we would just provide a substantial handicap to the topless gliders but with so many I determined that it would be fairer just to score them separately even though everyone flew the same task. This is still a sport class competition, with two separate groups being scored.

The king posted hang gliders were handicapped, actually anti-handicapped, with the Wills Wing U2 and similar configured gliders having no handicap, and gliders equivalent to the Sport 2 with a 6% bonus. The Wills Wing Eagle pilot got a 29% bonus.

We divided the pilots into teams of five with a couple of extras in the S (Sport 2) team. The T (T2C) team launched first in the hope that they could stay up on a weak day and show the rest of us the lift. The two U teams were next and finally the S team. Each mentor launched just in front of their team, again hopefully they would radio to their team members where the lift was.

Getting ready to launch in team order. Photo by Belinda.

I found lift that averaged 105 fpm on the southwest corner of the Quest Air field and radioed my position and climb rate to my team members. Hard to know who heard as they basically listen. At 105 fpm conditions were not really great and I was not climbing that high. There were plenty of pilots nearby so markers were the order of the day.

I hung around in the 5KM start cylinder for 35 minutes attempting to gather up the team and then move them south toward the first turnpoint. One of the team headed further south when I went back north to gather more. I really could not tell where most of the team was.

Finally moving further south there were a few markers ahead so I encouraged my pilots to go on the course and use the markers ahead to show them the lift. I had been able to climb to 3,900' before heading south and that was the highest I was to get all day.

The ground was flooded below us from the heavy rains on Saturday and days before. The lift was weak and we just weren't getting high, but it was fun. We found lift pretty readily but it was rarely coherent. We'd hit a little here and a little bit there. One of my pilots ahead of me and a couple behind.

The markers ahead showed me the lift at the Seminole Glider Port and I waited there for the two pilots just behind me to catch up. Mick Howard, Greg Dinauer, Larry Bunner, (so two mentors and a topless) were waiting around with me. Andre Solomykin, from Russia, flying a nice looking Aeros Discus, was there also.

One of my pilots was too low just behind me and couldn't make it to our lift and landed. As we headed south another pilot was on the north side of the glider port getting up, so I told him that there were markers ahead not far and not flying fast, so get up and use us to get to the next thermal.

That thermal a few kilometers south of the glider port was the best of the day at 300 fpm. Andre got above me there and Greg and Mick were high.

Heading further south west now that we had tagged the waypoint, I came in under these guys again and found lift that averaged 65 fpm. I was calling out my position and lift values ahead so I think one of my pilots came in under me, but was too low and landed.

Larry Bunner, who was supposed to be transmitting on his team frequency, was in fact transmitting on ours and not communicating with his team mates at all. But we appreciated all the extra help. He had already gone back again to help Kelly Myrkle, but again could not communicate with him.

Finally I had to leave the weak lift low at 1,700' and just head out toward the goal looking at massively flooded fields ahead. It seemed to me that I would never find lift over such fields and that I was on final glide to the edge of the goal cylinder with no team pilots in tow. A complete failure in the mentoring business.

But it was just one kilometer and I found 200+ fpm at 1,400'. The wind was only 4 mph out of the north northwest and I climbed 1000'  in the much welcomed lift before some black vultures came through heading north further into the Green Swamp. I decided to follow them away from the goal and see if they could find something even better. They were definitely following a lift line and I kept hitting little bits, but didn't gain any altitude as I kept watching them hoping for them to start turning.

After this game for one kilometer, I turned around and lost all by 400' of what I had gained and again headed out over the flooded plains. The sink wasn't that bad and it looked like I could just glide to the edge of the goal cylinder. Down to less than 1000' AGL a little over 3 km from goal, I found some sweet little lift that was actually very coherent. 109 fpm.

It was over a nice open field with a paved road nearby and there was no reason to leave it, just hang in there and maybe get to the center of the goal cylinder. Lots of birds came over the play so this must have been the best lift in the neighborhood.

It was easy to make to the goal cylinder with 1,800' of altitude and once there I spotted Andre and Mick at the north end of a long field. I figured that I might as well land there on the south side of Dean Still road. Turned out that the field was soaked and the water was full of cow poop. We all smelled awful.

All the mentors landed in or next to this field so it was an easy retrieval.

Kingposted results:

https://airtribune.com/gssk2016/results/task1297/day/sport-class

 Topless results:

The mentors score by getting their pilots to goal. We'll get the topless scores up on Airtribune in the morning.

2016 Green Swamp Sport Klassic

News

Belinda Boulter|Facebook|Green Swamp Sport Klassic 2016|Steve Kroop

Steve Kroop will give a talk on using Flytec varios in competition at 7 PM on the evening of April 2^nd, the check in day for the Green Swamp Sport Klassic.

Plan to arrive in plenty of time to check in and meet the other pilots. Dinner at 6 PM.

Pilots, check the Green Swamp Facebook page to see about drivers or to look for them. You can also contact Belinda directly (her email address is found here: http://ozreport.com/2016GreenSwampSportKlassic.php.

Green Swamp Facebook page: https://www.facebook.com/events/1623939197848202/permalink/1672626842979437/

Discuss "2016 Green Swamp Sport Klassic" at the Oz Report forum   link»

Flytec Prizes for the Big Spring Nationals

Thanks to Steve Kroop

Steve Kroop

Team Soft Shell Jacket - Medium 89.00
Two Flytec Sweatshirts - Medium+ XL  70.00
Two Fleece speed sleeves - white Large/XL 90.00
Lycra Hooded heavyweight speed sleeves - Medium/Large 40.00
Two Flytec T-shirt - Large S 44.00
Sonic Helmet Vario 169.00 
Windwatch Pro 159.00
Flytec hat - Small/Medium 22.00

Discuss "Flytec Prizes for the Big Spring Nationals" at the Oz Report forum   link»

Flytec Connect 1 - Get connected

Replaces the 6020

Steve Kroop

Flytec Connect 1|Steve Kroop

Flytec 6030|Flytec Connect 1|Steve Kroop

Flytec 6030|Flytec Connect 1|Steve Kroop|Volirium P1

Flytec 6020|Flytec 6030|Flytec Connect 1|Steve Kroop|Volirium P1

Steve Kroop <<info>> sends:

Flytec is pleased to announce the new Connect 1 flight instrument, ideally suited for cross country pilots ready to set new personal bests or take the next step in their competition flying. Similar to smart phones, the Connect 1 is the first smart vario featuring a touch screen, a multitude of sensors, and a range of connectivity options. With an emphasis on connectivity, pilots can easily exchange data with their Connect 1 without a computer. The Connect 1 brings together the latest technologies with Flytec's 30+ years of expertise.

Highlights of the Connect 1

· WiFi and Bluetooth wireless connections allow for upload and download of files directly from the instrument

· Smart software updates inform the pilot when a software update is available by merely connecting the instrument to the Internet periodically

· Multiple thermaling tools help the pilot find the strongest lift in a thermal and stay there, including Graphic Thermal Assistant

· Graphic airspace display provides navigation around airspaces on cross-country flights

· Map with main features including roads, rivers, towns

· Easy connection to computers (Mac, PC, Android, Linux, etc.) without any drivers

· Connectivity to 3^rd party smart devices such as tablets, smart phones, Google Glass, etc.

· Advanced options available: FLARM anti-collision, pitot and FlyLink for connection to additional Flytec sensors

Early adopter pricing model

Connect 1 initially will be launched with limited functionality to early adopters at a reduced price. Over subsequent months, Flytec will issue free updates to the early adopters until the Connect 1 reaches full functionality. Timeline of software releases for early adopters:

· March: Basic instrument with easy WiFi update capability

· May: Waypoints, airspaces

· July: Cross Country routes

· September: Race routes

· November: Maps

For pilots looking for even more, later this year Flytec expects to release the Connect 3, based on the Connect 1 but geared towards high-level cross country and competition flying. For more information on the Connect, please visit www.flytec.com or call 800.662.2449.

The Flytec web site announcement here.

Connect 1 to be announced at Thermik

At the Thermik 2015 we will announce our newest family member, the Connect 1. It will be the first in a range of long awaited smart varios, with their main feature being their connectivity and touch screen.

We will roll out with a small batch of about 100 Connect 1 in March, which we will sell to selected pilots. These first 100 Connect 1 owners will have to apply to us for becoming early test pilots. The sale itself will be done through our vendors. We will inform you of the details in due time.

The aim of rolling out with a small batch is to get early feedback on the vario from pilots and to improve the software as we go along. Read below what you can expect of the Connect 1 and about the new pricing model we will be using.

It’s probably important for vendors and pilots to understand that the Connect 1 is a replacement for the Flytec 6020: A mid-range vario with some exciting new features that no other instrument on the market offers to date. But we are also working on its bigger brother, a new high-end vario to replace the 6030.

Discuss "Flytec Connect 1 - Get connected" at the Oz Report forum   link»

The new Flytec Element

Based on the 6015

(Quest Air, Groveland, Florida, USA)

Flytec Element|Quest Air|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

We just received our first shipment of the new Flytec Element and these are my quick first impressions. The Element is based on the 6015 so its target is entry level to advanced recreational pilots.

Housing: Same as 6015 but now in soft-touch black with red or green accent.

Keypad: Completely redesigned and improved. The buttons are very three dimensional so you can feel the button location and the buttons give a decisive click when pressed.

Display: The LCD has been redesigned to enlarge the compass rose and the various associated icons. Menu items are fully spelled out. Documentation: Included is a quick-start guide that is the best I have seen in a HG/PG device.

Some of the new advanced functions (e.g., optimized competition route, airspace avoidance, waypoint file transfer, etc.) are not yet implemented, however, one of the key important new features is and that is the Element behaves as a mass storage device. This means no USB drivers are necessary to connect it to another device and it can be used on Mac, PC, Android, etc.

This also means that no downloading software is needed - flights are saved in the device as IGC files and can be dragged and dropped, copied, transferred and saved as you would any computer file. Even better is that firmware updates (that add new features) will also be similarly drag and drop so upgrading should be super easy, convenient, and fast.

More info on the element here: http://flytec.com/Element.html

2015 Green Swamp Sport Klassic - mentors and sessions

Steve Kroop will lead two instrument sections

(Quest Air, Groveland, Florida, USA)

Green Swamp Sport Klassic 2015|Larry Bunner|Quest Air|Steve Kroop

Flytec 6030|Green Swamp Sport Klassic 2015|Larry Bunner|Quest Air|Steve Kroop

We have added mentors and instructional sessions to the Green Swamp Sport Klassic. Steve Kroop of Flytec USA will lead two sessions on flight instruments. Those prior to the 6030 and the 6030. Larry Bunner, Greg Dinaur and I will act as mentors and I have asked other experienced competition pilots if they are interested.

These pilots will be on hand to help and fly with you each day. There won't be teams, but the mentors will be happy to communicate in the air with up to four pilots each day to help them compete. The mentors will be assigned to different pilots each day.

Mentors will also lead discussion sessions on competition issues, tactics and strategy.

If you are interested in Sport Class competition or just want to try out and see if you like competing, sign up here:

http://ozreport.com/2015GreenSwampSportKlassic.php

Discuss "2015 Green Swamp Sport Klassic - mentors and sessions" at the Oz Report forum   link»

2015 Flytec Race and Rally

Right after the Quest Air Open National Championships

(Quest Air, Groveland, Florida, USA)

Flytec Race and Rally 2015|Jamie Shelden|Quest Air|Steve Kroop|USHPA

Jamie Shelden <<naughtylawyer>> writes:

Steve Kroop and I have been talking over the past couple of day here at the USHPA meeting (always a baaaad thing ;-). We’ve decided that with a fixed base comp at Quest next year, this is an ideal time to revive the Race and Rally. I’ve had heaps of people beg us to do it again and (like childbirth), I’m now only remembering all the fun we had rallying - thankfully, only vague memories of how much of chore it all was. So, we’re going to do it again! We’re really excited! Dates will be the same as we had planned for the Americus Cup and with any luck, we will get a chance to go through Americus (and Moultrie and Vidalia…and who knows where else).

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Canada and Mexico now part of the US

They snuck in this provision at the spring USHPA BOD meeting

PG|record|Ryan Voight|Steve Kroop|USHPA

Paul Voight|PG|record|Ryan Voight|Steve Kroop|USHPA

Paragliding and hang gliding meets in Canada and Mexico count the same as US meets. There is a restriction that only two foreign competitions count toward your NTSS score. But Canadian and Mexican meets count not as foreign meets but as US meets. Therefore you can have three or four meets outside the US and have them count as though they were US meets.

David Wheeler <<davidrwheeler>> writes:

It's not very popular with US paragliding competition organizers and a fair number of paragliding pilots, I don't think it's going to last past the next board meeting. Personally I don't think it supports US organizers and was designed to let some people use their vacation days to attend one Mexican ( Winter ) and one European PWC ( Summer ) competition each year and still make the team. Maybe with a single US comp as backup if the PWC doesn't go so well.

It was approved at the Spring 2013 board meeting as part of the significant changes to NTSS.

The Spring 2013 board minutes do not record who proposed the changes and who on the competition committee voted to accept the changes for presentation to the board That information is probably in the competition committee minutes. On the board Steve Kroop made the motion to accept the recommendations and Ryan Voight seconded. Passed unanimously. Steve and Ryan are also on the competition committee and in attendance so presumably they heard the discussions and voted to present the recommendations to the board unchanged.

I was absent from the Spring board meeting and do not recall ever seeing the proposals before they were approved. In the committee I give my opinions but abstain on NTSS voting anyway to maintain impartiality as scorer. Maybe I'm being too politically correct.

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Thanks to the Sponsors of the 2014 Big Spring Nationals

We could not do it without their support.

(Big Spring, Texas, USA)

cart|Gregg "Kim" Ludwig|Larry Bunner|Quest Air|Russell "Russ" Brown|Steve Kroop|USHPA|weather|Wills Wing

http://ozreport.com/2014BigSpringNationals.php

First, the City of Big Spring:

This includes the Big Spring Convention and Visitors Bureau which provided the welcome dinner for all the pilots, drivers, and quests as well as the welcome baskets. The city is our major sponsor and makes all the local support possible.

The city owned McMahon-Wrinkle Airport and Jim Little, the airport manager, who provided the hangars, taxi ways, headquarters, pilots' meeting area, lounge, coffee, free ice cream dispensary, internet access for weather and task calling, golf cart parking and porta potty locations: http://www.mybigspring.com/pages/airport

The local committee that organizes all the support provided by the city, airport and local sponsors (see below), Especially Terry Wolford an Pascal Odom who drove cart retrieval.

The Comanche Trail Municipal Golf Course that provides the golf carts that are used to help pilots to the launch and to retrieve all the carts: http://www.mybigspring.com/pages/golf_course

Essentially all the local support makes it so we just show up with the tugs (provided by Quest Air, Russell Brown and Lori Brown, Mick Howard, and Gregg Ludwig) and run the show.

Blue Bell Ice Cream for their free ice cream during the competition:

Culligan bottled water (provided ice cold to all the pilots and helpers):

The local Alon oil refinery that provided $500 in prize money:

Steve Kroop provided the tee-shirts and $700 in Flytec prizes for the pilots:

Wills Wing provided ten hats and shirts:

Moyes provided three tee-shirts:

The USHPA provided three tee-shirts, two vests and a USHPA logoed bag:

Larry Bunner provided three Covert tee-shirts.

The volunteers who also made it possible to keep the pilot fees reasonable:
Mike Atkinson, Kim Braswell, Chris Cheney, Will, Kim Story, and Kim Wachenheimer.

Without these freely provided resources the competition would have been much more expensive.

Team Challenge 2014

Seminars

(Henson's Gap ramp, TN, USA)

Dennis Pagen|Mike Barber|Mitchell "Mitch" Shipley|Oliver Gregory|Steve Kroop|video

http://tennesseetreetoppers.com/

Oliver Gregory <<olliettt1955>> writes:

Steve Kroop will be coming by to help us with the awesome Flytec instruments. Mitch Shipley and Linda Salamone are going to help us with seminars and hopefully will be flying in the comp. I hope Linda will help lead one of the teams. Mike Barber is back again helping, as always, with every aspect of the Team Challenge.

Dennis Pagen is back this year with new material for us! As everyone should know, Dennis is a superb lecturer and seminar leader. He's also an awesome A pilot and team leader!

We'll have launch and landing video seminars designed to help us all become safer pilots. We intend to make up teams so that one A level pilot is able to mentor one B level or one C level pilot. We hope for an abundance of A pilots to help out and give back to the sport!

The Treetoppers are blessed with wonderful sites and facilities. We also know how to have a good time! We plan to have a couple of great parties during this week! We'll have daily on site breakfast and dinner. Our camping and on site facilities can't be beat, but hotels are nearby for the infirm and doddering old folks who can't miss out on nightly Jacuzzi therapy.

The week will wrap up with our award ceremony and blowout Oktoberfest party. Plz encourage everyone to register as soon as possible so we'll know how many Tee shirts to order and how many pounds of grub to stock up! Register at http://Tennesseetreetoppers.org.

Team Challenge 2014

Last Sunday of September

(Henson's Gap ramp, TN, USA)

James Stinnett|Jamie Shelden|Mike Barber|Mitchell "Mitch" Shipley|Oliver Gregory|Steve Kroop|video

http://tennesseetreetoppers.com/

http://ozreport.com/18.051#1

Oliver Gregory<<olliettt1955>> writes:

We will be starting the meet the last Sunday of September. As always, it is a weeklong meet. We will have catered breakfast and peppers. We will have daily lectures and seminars. We will have video launch and landing clinics as material becomes available. It is an exceptional learning experience as so many pilots across the nation can attest. Mitch Shipley and Mike Barber, among many other talented instructors are coming to help us with the meet. We anticipate the awesome Jamie Shelden, James Stinnett and Steve Kroop will come by and either fly in the meet, or help out with seminars and wing technician duties. It's always a lot of fun and always a great learning experience for up and coming cross country pilots. Go to http://tennesseetreetoppers.org and register now.

Stephan Mentler on the Worlds at Annecy

US team member

(Annecy, France)

CIVL|Davis Straub|Foundation for Free Flight|PG|Steve Kroop

Stephan Mentler<<stephmet>> writes:

Let me begin by expressing my gratitude to the many pilots, non-pilots, and organizations in the U.S. who support a strong Sport Class and helped to make the U.S. team’s participation in this competition possible; especially Steve Kroop at Flytec USA, Jim Zeiset at Monarch Manufacturing, Davis Straub of the Oz Report, and the Foundation for Free Flight. I also want to thank the Delta Club of Annecy and the volunteers for their efforts in planning, preparing, and executing this mixed class competition that I thoroughly enjoyed.

Annecy is one of the most scenic places I have flown and I had one of the best and most memorable flights of my life while there. I will definitely return to fly there again one day. While technically challenging to a flatland pilot like myself, the tasks we flew kept us proximate to safe landing areas and away from some of the most difficult terrain. The French Open Class pilots who participated in the event where supportive of the lesser-experienced pilots, relayed local knowledge – which is key to flying the mountains around Annecy, and remained humble throughout the competition. The region was accommodating to English speaking persons (though I do speak French) and the locals were warm and friendly. The only negative experience I had was with some of the paragliders flying the area proximate to the main launch at the Col de La Forclaz.

This had nothing to do with the organizers – it is reflection of poor or inadequate training of the paraglider pilots flying the area at that time. Offenses included arriving in a thermal that had an established turn direction and going the opposite way, even when arriving at the same altitude as gliders already turning; not paying attention to lower gliders climbing through; and not giving right of way to gliders flying the ridge according recognized norms. Again, this is a reflection of poor instruction of the paraglider pilots that were flying the area at the time and not the competition organizers. Had they flown with due regard for rules of the air, their presence would not have been an issue.

It is evident that if another international Sport Class Championship is held, participating nations need to come to some kind of an agreement on what constitutes the Sport Class (glider, pilot, and/or both), what qualifies a pilot to fly in an international Sport Class competition, and what the ultimate purpose or end game is (a stepping stone to Open Class, a class onto itself, or a hybrid of both like minor league baseball in the U.S.). A meeting was hosted during the competition by CIVL representatives to capture the opinions of participating nations and to identify areas in which consensus exists. Based upon formal and informal discussions that took place among the nations represented there, I believe the U.S. probably has the largest Sport Class in terms of number of pilots who participate and number competitions. I think the announcement of the championship over two years ago was a big driver of this.

Unfortunately, countries with Sport Class Participation as strong as ours, such as Columbia were not represented in France. Hopefully they get involved in the discussion, as refining the Sport Class definition will have a proportionally higher impact on them because of their numbers. The other key nation that was unrepresented is the U.K. It may simply be a matter of semantics/lexicon as their Club Class has similarities to our Sport Class competitions in numbers of pilots and frequency of competitions. However, I do not believe consensus exists among many of their regular competition pilots and governing organization as to the necessity or appropriateness of a Sport (Club) Class international championship. Those hobby (recreational) pilots who compete and have have expressed interest privately will need to voice their opinions publicly if they wish to effect change.

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The Flytec Americus Comp Camp

Old dogs, new tricks

(Souther field)

Flytec 6030|Glen McFarland|Jon "Jonny" Durand jnr|Quest Air|Steve Kroop|Terry Reynolds|weather|Wills Wing

Terry Reynolds is here flying a brand new Wills Wing U2. He was flying well but forgot that there was a second turnpoint. Couldn't figure out why he wasn't getting the happy sound when he crossed and then recrossed the goal cylinder. New Flytec 6030 also.

Steve Kroop from Flytec USA says that 6030's are selling like they always have, which is well, due to the reduced price, $1,100. Even with the 7000 series in the oven (and taking its own sweet time to bake as is to be expected from new electronic items).

Overcast and some sprinkles on the first day, Saturday. Got my four person team in the air first. No one made the turnpoint which was merely 3.5 km away. Got half the team a second flight. Numerous pilots didn't get to launch at all as the rain picked up.

Lesson - be ready. No lollygagging.

Day two, better conditions, the sky full of cu's. Southwest winds at 8 mph. A mere 22 km task (just to shake the cobwebs out for these guys). Got my new team (the instructor/coach rotates) first to launch (five students). Had to crack the whip a bit.

One pilot lost his new radio (just purchased from Quest Air) from 2,000' over the grass part of the airport. I took off after everyone on the team launched. Found good lift right away and circled up. At least one team member nearby and circling. Lift gave out and went north away from the airport to find 100 fpm an a hawk underneath. Another team member joins me. The radios aren't working. Cory, the first team member that I flew with couldn't make it out as far as we went and had to land back at the airport.

We climb up to cloud base at 3,600' (3,200' AGL) as the lift improves to 400 fpm. I send the student off toward the first turnpoint and fly back 5 km to the airport. Find zero sink as now all my other students, but one have landed. I have them get in line ASAP to launch again, but after everyone gets a tow. Brian, from Lookout, the student who was with me in the good climb, heads off to the turnpoint and makes it and back to the airport, but lands there.

I work around the airport with Glen McFarland coming in under me. It is just barely enough to stay up in. We searched around and around and then he heads northwest away from launch while I head for a cu's toward launch. Nothing there and I land. He hangs out waiting for his students.

We wait while the last team, Jonny's team, launches and then almost everyone relaunches. Cory flying a Vision Pulse was circling in 50 fpm at the east end of the airport. I pinned off early again and head for the small gaggle over there. The lift improved. We worked together toward the first turnpoint at Hodges Hobbies where we are camping with the Oz Report World Headquarters. Cory lands heading toward the turnpoit.

Plenty of pilots around to scout out the lift as one lands at the putting green field at the turnpoint but the rest of us work our way up slowly in the weak lift. Mitch and Zac come over under and we all climb up. I can't spot any of my students. Brian will land at Hodges after his second launch. Alfredo already landed at Hodges from his first launch.

We head back toward the airport and I'm high over Zac and Mitch who have to start scratching low on the south east corner of the airport as I head toward a new cu. I get nothing and fly back toward Mitch and Zac. I find poor lift upwind of them below them and entice them over to the better then they've got lift. We all climb back up slowly as the lift improves to over 4,000' to almost cloud base.

We head off for the last turnpoint. Mitch is in contact with his students but apparently Zac is not as he heads to the turnpoint and then goes on final to goal. Mitch stays behind waiting for students. Before I make the turnpoint, the 6030 says I have the goal back at the airport with 1,250'. As soon as I get the turnpoint, it says I have it by 500'. Within a minute the altitude at goal value goes to 900'.

Perhaps a few students made the task, but I'm not sure. Tomorrow I make a presentation on the weather.

The camp is going well with an intense discussion about the 6030. A lot of clutter to cut through. Mitch is leading the discussions. The instructors are coaching their team members. We have downloaded the coaches 6030 settings to the students' 6030's to help them out.

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Fri, Feb 7 2014, 5:40:16 pm EST

Pitot tube on the Flytec 6030

Put it out there into the wind

Steve Kroop

Steve Kroop

Flytec 6030|Steve Kroop

Jonathan writes:

It's funny how many pilots think that air flows down the pitot tube. The fact of the matter is that it's a static pressure sensor inlet tube and that all that happens is air pressure builds up and it transmitted down the tube but is essentially a static column of air not unlike a spring. The problem with inlets is that is the air does not hit is square on in gives variable reading depending on the angle relative to the ambient airflow. It's very easy to test by attaching a hose to the exhaust end of a vacuum cleaner and clamping that blower nozzle down and hand holding the 6030 a safe distance away. By changing the angle of the 6030 you can see immediately how this affects the airspeed reading. Be sure to keep it a safe distance now.

What I've noticed about aircraft pitot tubes is that they all have an outside bevel around the perimeter of the opening. I bought some 6x4mm plastic hose and carefully cut a bevel around the perimeter so that it has a sharp edge around the inlet. When I have tested this using the blower method while changing the angle relative to the airflow I find I get far less variation. If I remove the hose altogether is becomes very sensitive to even small variation in angle relative to airflow.

The moral of the story is if you do not change the angle of attack of the inlet of the 6030 relative to the airflow then you can dispense with the hose but will still probably have to calibrate the pressure sensor regardless. It's rare that these give correct TAS reading without some amount of compensation.

Steve Kroop at Flytec <<info>> writes:

NMERider is spot on. The one thing that I would add is that there is a divergence in the airflow around the instrument. At slower speeds this airflow split is close to the instrument and should not effect the airspeed reading without a pitot tube. As the airflow speeds up, the airflow split moves forward, having a pitot tube allows the pressure to be sampled forward of this divergence.

More important than the pitot tube is proper placement of the 6030. It needs to oriented into the relative airflow AND it needs to be as far away from the disturbed air around the pilot as reasonably possible. The cleanest convenient airflow is out at the control frame corner bracket. A longer bracket arm or pod gets the instrument out in front of the disturbed air around the pilot and improve visibility at high speed.

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Flytec 7000

More details

record|Steve Kroop

Flytec 6030|record|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

After my public discussions of the development of the upcoming 7000 series I have been able to confirm preliminary specifications of the hardware in the next instrument and it seems quite impressive.

• Dual ARM CPUs. An ARM9 as the main processor for computational and user processes like the GUI (graphical user interface) and a smaller ARM processor responsible managing all of the sensor data, power management and data recording. This dual CPU approach provides operational redundancy and flight recording security.
• Grey scale display, fully reflective for optimal readability in direct sunlight with low-power backlight. Light sensor for automatic control of backlighting to improve readability in low light situation. Size is same as 6030 LCD
• Anti-glare resistive touch screen (works well with gloves)
• 3 function keys
• High performance 56-channel GLONASS/WAAS GPS with up to 10x per second sample rate
• Ultra sensitive and responsive state-of-the-art pressure sensor
• Full sensor package like SensBox (gyro, magnetic compass, accelerometer, temperature)
• Built-in BT4LE for connectivity to phone/tablet to run flight apps (e.g., FreeFlight, XCSoar, FlySkyHigh, etc.). Also send flights, exchange waypoints, routes and settings between instruments
• Built-in FlyLink for connection to remote accessories
• Built-in WiFi for connectivity to phone/tablet/e-book readers. Also send flights, exchange waypoints and tasks with scorekeeper/task-setter's computer/hotspot
• Audio out/airspeed jack with auto detection of external speaker or airspeed sensor
• MP3 audio (voice prompting possible)
• Micro USB download and upload (cross platform - no drivers required)
• Micro SD card virtually limitless recording
• Super easy firmware updating - just copy new firmware to SD card
• Cross platform compatibility for upload/download/firmware update (instrument connects as mass storage device)
• LiPo battery for estimated 20-25 hr. runtime with USB charging. Intelligent internal charger can detect and adapt to USB power source (computer, phone/tablet charger, vehicle, etc)
• Overall size estimated 25 to 30% smaller than 6030 (This is not from engineer, rather an estimate based on a rendering using the size of the LCD as a reference)
• Optional pitot tube for true and indicated air speed
• Optional FLARM

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Flight Instrument Screens

Viewing in full sunlight

PG|Steve Kroop

PG|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

I suspect that my comments about Flytec having announced that the 7000 series will come in 2014 and that I expect an imminent announcement of the 7030 may have stirred up some curiosity about the hardware and especially the display. I will try and get some confirmation about the hardware and comeback to that later but in the meantime here is what I know about displays.

Not necessarily from a functional or practical stand point but from merchandizing stand point I have been bugging Flytec for a color display since the 5030 days. Unfortunately the problem today is the same as it was then, that an affordable and practical sunlight readable color display simply is not available. Yes, there are color displays that are sunlight readable but they are not truly transflective and require an inordinate amount of power (think of how long your smart phone lasts with the brightness all the way up). For a display to be truly sunlight readable in needs a reflectivity ratio of about 15% which is what the original Garmin 76C had. The currently available transflective displays have a reflectivity ratio of about 7-8% and their sunlight readability is poor. For anyone interested in why transflective displays are not readily available there is a good article here: http://www.ecnmag.com/articles/2012/06/what-happened-transflective-displays. There are a handful of good transflective displays manufactured like the one used in the Garmin 78, however, these are too small and the producer is not interested in selling in quantities below several hundred thousand units!

Of course, one way to achieve some level of sunlight readability is to just run up the backlighting on a conventional or marginally transflective color display. This approach is fine for a Nuvi or TomTom since they can plug in to vehicle power. Without an external power source the device will either have a short runtime or require a very large internal battery. Short runtimes are at best inconvenient and at worst, render the instrument into a brick when the battery is exhausted inflight. A short runtime can be compensated for with an external battery pack but for hang glider or paraglider this is a cumbersome proposition since it requires a connection cable and means another device to mount, charge and keep track of. Marginal runtimes are also problematic because a rechargeable battery's runtime will deteriorate with age, so a battery that is just adequate when new will become inadequate over time. Large capacity internal batteries are also a poor design choice because of the bulk and weight added to the device as well as longer charge cycles. None of these solutions are elegant, compact, aerodynamic or convenient.

Another possibility that I hear requested is an e-ink display. The contrast and readability of this display is quite good and their availability is better than the transflective displays but they have significant problems for our application. E-ink displays have a relatively slow refresh rate, which is why they are typically used as e-book readers (the display only needs to refresh when you turn the page). In our application, the image is continuously refreshed (2-5 times per second) and at that rate, changing numerical values would be overwriting themselves and a moving compass or map would appear either frozen or blurry. Furthermore, at the cold temperatures we routinely experience, these displays perform significantly slower. The other major problem is that these displays washout with use. Flytec tested e-ink displays and found that at a 5Hz refresh rate, the life of the display would only be about 250 hours of flight time before the quality of the image would appreciably deteriorate.

So considering these limitations and based on my discussions with engineers, I expect a greyscale display on the next instrument. Greyscale has the distinct benefit of being highly readable in direct sunlight, capable of showing greater detail on maps and generally improve readability and aesthetics, while at the same time, meeting low power consumption and low operational temperature requirements. Most importantly, a greyscale display will allow a very powerful device to fit into a very compact housing. I also expect that the hardware is prepared for a transflective color or e-ink display if/when an appropriate one becomes available. However, in the meantime, there is no reason to stall advancement while we wait for a display that may or may not become available. I expect the 7030 display to have a light sensor for adaptive back lighting and be temperature and ambient light compensated to yield the best contrast in the varying temperatures and lighting conditions experienced in our sport. For example, when flying under a well developed cloud, where the sunlight is considerably obscured, adaptive backlighting will automatically bring up the contrast and appreciably improve readability. Adaptive backlighting should have a negligible impact on battery consumption.

At this point in the technology world it is hard to find an advanced device that does not have a touchscreen and I expect that the display on the next instrument will be no exception. Over the years I have discussed the touchscreen concept with many pilots and conveyed the challenges to the engineers. As anyone who has tried to use a smartphone/tablet with gloves on will tell you, it can be quite frustrating. This is due to the fact that most of these devices use capacitive digitizers which rely on the capacitance of the users skin, whereas, resistive digitizers rely on pressure. I know that Flytec has been testing various resistive digitizers to find one ideal for our use. It cannot be too sensitive that a light incidental contact would register and it cannot be too numb that you have to press with so much force that it moves the instrument out of position. The other challenge of touchscreen is ergonomics. Anyone who has used the Garmin Oregon or Montana will tell you that it can be very frustrating to perform certain operations on the touchscreen because a virtual button is too small or too close to the display edge to select while wearing gloves and/or being tossed around in rough air. Users of these devices either cut a finger tip out of the glove or glue a stylus tip to their glove finger tip. The engineers are aware of these challenges and I am confident that activation pressure and ergonomic issues have been appropriately addressed for in-flight use with gloved hands.

Of course, a discussion of display options would not be complete without mentioning the heads-up-display (HUD) concept. Some huge strides have been made in the wearable HUD in the past few years, namely Recon and Google Glass. This is an intriguing technology with potential application for paragliding and hang gliding, however, it is more likely to be a supplemental display rather than the primary display. Since it is impractical (and undesirable) to have all of the information typically shown on a flight instrument presented full-time in your field of view, a HUD cannot negate the need for a display on the instrument. However, Flytec has fully embraced Bluetooth 4LE which should make it relatively easy to send flight data to one of these wearable HUDs.

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The Flytec 7000 operating system

Single purpose device

Steve Kroop

Steve Kroop

Steve Kroop at Flytec <<info>> writes:

In my presumption of a new instrument, I mentioned that it surely will have an actual established operating system. Having an operating system opens up the possibility to run the current advanced, powerful and battery sipping CPUs like the ARM chips found in smart phones and tablets. I suggested Linux because of its openness, prevalence and compatibility with these CPUs and the fact that it also opens the door better multitasking and many other advanced features requested by pilots over the years.

As I understand it, Android is a Java implementation of the Linux kernel and is not necessary (or even desirable) when running a singular purpose device like a flight instrument. As I mentioned Flytec prefers to design their own purpose-built hardware to optimize performance, battery life and the use of ideally suited sensors. For this reason I expect that in order to maximize performance, the next instrument will run the actual Linux kernel rather than Android. Each of the components and sensors found in a flight instrument needs a Linux kernel driver for the same reason your laptop needs drivers for graphics cards, printers, etc. If it is the case that the instrument runs Linux, then I suppose it could be hacked to run Android (but there would of course be no point since the goal is to have a reliable flight instrument not a game console).

As mentioned previously, I expect the same or very similar sensor package found in the SensBox, assuming Linux is the OS, it would be possible to have an API to allow third party developers to write their own programming to take advantage of the instrument's advanced sensor package in new and different ways.

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FAI Sphere

There is a proposal in to the Plenary to drop WGS84 Ellipsoid and go back to the FAI Sphere

(Lausanne,+Switzerland)

CIVL|Joerg Ewald|PG|record|Steve Kroop

February 19-23, 2014

http://www.fai.org/component/phocadownload/category/?download=7583:annex-24a-proposal-software-working-group

1. GPS distance measurements

1. 1 Proposal

1. Change Section 7 in its entirety, including all annexes and referenced rule documents, to the effect that the only earth model used for distance measurements within CIVL is the FAI sphere.

2. Include the following text in “CIVL GAP”, the scoring documentation for centralized cross country competitions: “As of January 1^st, 2015, all distance measurements and airspace validations are based on the FAI sphere. From then on, it is each pilot’s responsibility to use an instrument that indicates distances to relevant features (such as turn points or airspace boundaries) based on the FAI sphere, or to adjust their flying to compensate for the differences in distance calculations between different earth models.”

3. In “CIVL GAP”, reduce the tolerance for turnpoint cylinders to 0.01% of the cylinder radius, with a minimum of 1m.

Joerg Ewald <<joerg>> writes:

I sure hope they vote for the proposal, since that will mean that what you want ("I just want everyone, all software and all instruments to use by default the same thing.") will finally happen. And not only in Section 7D, but also 7A and 7B, everywhere in our world.

To put it all in a bit of historical context: Up to 2012, we had a pretty schizophrenic situation in CIVL: Distance calculations in comps were based on the FAI sphere, with a huge margin of error to accommodate for people flying with instruments that use the ellipsoid. For records and batches the WGS84 ellipsoid was used. How this came about, I don't know, must have happened before I started paying attention to what CIVL was up to.

In 2012 CASI, the group responsible for the General Section of the FAI Sporting Code (a group mainly consisting of model airplane pilots and parachutists!) Noticed that different air sports used different methods for distance calculations. In the true centralized spirit of FAI, this was deemed inappropriate, and CASI added some text to the General section, stating that from 2013 onwards, only the WGS84 Ellipsoid must be used.

Soon afterwards, some people saw the "WGS84 ellipsoid is mandatory" text in the General Section and acted accordingly. One of them would be SeeYou, it seems.

I started working on implementing this in FS in 2013, and soon ran into problems. There is, for instance, no simple mathematical way to calculate the distance between a point and a line defined by its two end points on the ellipsoid. So airspace checks are nearly impossible to do. Over time people knowledgeable in scoring and software from several air sports came together, discussed the matter, talked with CASI, an official task force was formed (consisting of those people knowledgeable in scoring and software) to work out a technically sound recommendation to CASI. I was a member of that task force. The outcome of it, in a few words, was "Let the different air sports decide, they know best what their requirements are, and how to deal with the specifics of their sport." CASI gladly followed our recommendation and changed the General Section accordingly. Most involved air sports decided to stick with / go back to the FAI sphere, since the accuracy it provides is sufficient for the distances covered by those air sports.

So now we're back in charge. My proposal aims at ensuring that for all distance calculations in our sport, the earth model best suited for our sport is used. And that would be the FAI sphere, in my opinion.

Just to be clear. Garmin GPSes use the WGS84 ellipsoid earth model and so in some circumstances they won't give you an accurate read of whether you are inside a large turnpoint cylinder or not.

Steve Kroop at Flytec <<info>> writes:

I would like to add that, from a practical stand point, apparently it is not realistic to measure distances in real time using the ellipsoid model in a small handheld instrument (requires far too much processing power). I discussed this with Erich and he told me that he was unable to find an algorithm that could perform reasonably on even a fast mobile CPU (like smart phone and tablets and like what is expected in the 7000). He looked into the current flight apps available and they either used the FAI sphere or some weird approximation of the WGS84 Ellipsoid.

Andrej Kohler at Naviter <<info>> writes:

This is a good and the right solution.

Somehow the FAI sees SeeYou as a commercial operation and they don't invite us to these meetings, which I do not mind at all. I really appreciate your efforts in keeping us in the loop about all this.

SeeYou 6 has the selection box back in Tools > Options > General > Distance calculation. We will remove this option from Oudie 3. It was introduced last year during the European Paragliding championships in Bulgaria and it was a nuisance to pilots, scorers, everyone.

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Flytec and the cone

The PWC and the equipment manufacturers

Steve Kroop

Steve Kroop

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

The PWC is moving towards a conical shaped end of speed section (CESS) for their competitions and it is being used at the super final in progress. Flytec and Brauniger tried to clarify this new CESS concept with the PWC prior to the super final but we never received a reply to our quires. Consequently, we had to rely on pilots which have been at the test races, as to how the CESS is normally defined. Up until the super final, Flytec and Brauniger were under the impression that the CESS would be an inverted truncated tip cone that was defined by the radius of the truncated tip at the elevation plane of the waypoint (based on the waypoint altitude) and the slope. We have beta firmware 3.37y (and then updated to 3.38a) available to handle this CESS, as outlined below.

This test version includes the ability to define the new conical end of speed section (CESS). In this version it is possible to set the second to last waypoint in the Competition Route as a CESS cone. The cone is defined with the default slope ratio of 1:2.5 and the radius of the truncated tip at the elevation plane of the waypoint (based on the waypoint altitude as entered in the waypoint list). As shown below:

It has come to our attention that at the PWC super final that it is allowable to define a CESS where the tip of the cone is floating above the ground. In this case, please follow the work -around procedure below to enter such a CESS. Once the CESS concept is fully defined and codified, Flytec will of course, create an easier method to define a "floating CESS" in the instrument.

At the moment, the best way to define a floating CESS in the 6030:

1- duplicate the waypoint to be used for the CESS but with the altitude set to the altitude of the CESS tip plus 100m
2- set the CESS radius in the Competition Route to 250m (which equals to the cone ratio of 1:2.5). If a different slope is used then the radius will need to be adjusted appropriately (i.e., 100 x the slope)

As an example from the first practice task: The cone was defined with the tip at 50m AGL or 231m MSL and ratio 1:2.5. In this case you must make a new waypoint (with the same coordinates) with altitude set at (231m + 100m = 331m). Then set the radius to 250m and the ratio to 2.5 when setting the parameters for the CESS in the Competition Route.

Flytec is very sorry for this inconvenience. Of course, Flytec and Brauniger want to make it as easy as possible for the pilot to define the CESS in the instrument and would be very thankful for a definitive and codified description of the CESS. Of course we also welcome feedback from the pilots info@flytec.ch or info@brauniger.com.

This is an unfortunate situation that seems to occur entirely too often. Where governing bodies make changes without consultation with equipment manufacturers thereby causing unnecessary confusion and anxiety for the competitors and last minute and rushed accommodations for the manufacturers. In the this case, the pilot MUST rely on his instruments since there is no CESS visible in the sky and it strikes me as very strange that the PWC would implement a change of this nature without discussing it with the manufactures of the equipment that the pilot must rely on to comply with the requirement.

Discuss "Flytec and the cone" at the Oz Report forum   link»

New instrument from Flytec

The 7030?

PG|Steve Kroop

PG|Steve Kroop

Flytec 6030|PG|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Flytec has officially announced to its dealers and distributors that the 7000 series will come in 2014. It is my opinion that Flytec will be announcing the first new instrument at the upcoming Thermik show in Germany (February). I believe it will be either a mid-range or top-of-the-line product. I come to this conclusion based the fact that the 6030 is over 7 years old and the 6020 is about 5 years old. I also have been participating in a Flytec workgroup discussing many new and exciting features.

One of the limitations of the 6020/30 was its lack of operating system so I think it is safe to assume that a new instrument will have an established operating system, probably Linux (Android) due to openness. Assuming this is the case, then we can expect a much more powerful processor which opens the door to often requested, but as yet realized, features. Flytec made a big investment in new technology with the SensBox. I believe its circuit board advancements and functionality will be wrapped into this new device.

Knowing the engineers at Flytec, I am certain that a new instrument will be a completely purpose-built flight instrument, not off-the-shelf hardware running flight software. The advantages of this are clear:

• Far more compact size, aerodynamic, and reduced weight
• Much lower power consumption yielding superior battery life
• Greater ruggedness
• Allows selection of the best GPS and most ideal sensors for hang gliding and paragliding

In the last year or so I have received a constant stream of inquires, "when will Flytec have a new instrument?" So I expect considerable enthusiasm and curiosity after this appears in the Oz Report.I encourage your readers to not contact the factory with questions since I am sure they will "neither confirm or deny" anything and any moment spent responding to inquiries only diverts resources away from development which I'm sure would be feverish this close to Thermik. There is no point emailing me either since I will be sending further info to the Oz Report as soon as I squeeze it out of someone.

Discuss "New instrument from Flytec" at the Oz Report forum   link»

Fri, Jan 17 2014, 7:35:09 am EST

2014 US National Sport Class Team

Fund raiser for the Worlds

CIVL|Flytec 6030|Jon "Jonny" Durand jnr|Kraig Coomber|Steve Kroop|USHPA|US National Sport Class Team 2014

Stephan Mentler <<stephmet>> writes:

I wanted to let everyone know that we have started fund raising for the first ever U.S. National Sport Class Hang Gliding Team. Because of a generous contribution from Steve Kroop at Flytec and support from Kraig Coomber at Moyes U.S.A. anyone who donates $25 will be entered in a raffle. Prizes include a Flytec sweatshirt, Moyes Speed Sleeves, a Flytec Sonic, and the grand prize – a Flytec 6030. We anticipate having some other items as well. All proceeds will be used to help all members of the U.S. National Sport Class Team pay for costs associated with competing in the very first FAI Sport Class Hang Gliding World Championship, in Annecy France.

The final team composition is yet to be determined as the invitation letters were sent out to the top ten ranked sport class pilots last week and invitees have to opt in. Pilots were ranked based upon a national Sport Class pilot ranking system similar to the one used to select Open Class pilots for the U.S. Open Class national team, with the added requirement that they meet the qualifications specified by CIVL. The top ten ranked pilots, in order of their ranking are:

1. Kip Stone
2. Matt Christensen
3. Stephan Mentler
4. Jonny Thompson
5. Dan Jones
6. David Williams
7. Michelle Haag
8. Orian Price
9. Patrick Halfhill
10. Grant Emary

USHPA anticipates as many as six slots. This your chance to help the team and maybe get a Flytec 6030 for $25. Sport Class Team members are not eligible for the raffle. To support the U.S. Sport Class Team and be entered in the raffle, a PayPal link is provided below.

https://www.paypal.com/cgi-bin/webscr?cmd=_s-xclick&hosted_button_id=XLLF3CTEMSTSC

The raffle drawing will take April 1^st.

Fri, Dec 27 2013, 7:32:57 am EST

Sport Class

For the pilots or for the gliders?

(Annecy, France)

CIVL|Steve Kroop

CIVL|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

I had heard a rumor that countries were considering sending Open-Class pilots to compete in Sport Class at the upcoming worlds. Your article in the Oz Report, http://ozreport.com/17.256#0, seems to confirm this. This really is a horrible turn of events. Maybe I am wrong but it seems to me the purpose of Sport Class is to invigorate waning participation in competition by creating a class of competition for the "non-professional" pilots. Sending well-seasoned, accomplished pilots to compete in this class for motivations like showing-off a glider design or padding a trophy case is shameful. It seems like Sport Class is just starting to gain some traction, participation by very experienced and accomplished pilots will either ruin the class or change it into something counter to the class's purpose.

I suspect that problem here is, that in the excitement to get this class going, CIVL failed to properly define the class, allowing the opportunity for special and individual interests to usurp the class. This really is a shame and I hope that Open Class pilots thinking about entering in Sport class will reconsider and give Sport Class the opportunity to develop into venue for pilots that do not want to compete at the Open Class level.

Discuss "Sport Class" at the Oz Report forum   link»

Helping Boys and Girls

We raise the money once again

(Francisco Grande, Casa Grande, Arizona, USA)

Facebook|Steve Kroop

Facebook|Steve Kroop

https://www.facebook.com/pages/The-Cloudbase-Foundation/173807269297449

Members of the The Boys and Girls Club of the Casa Grande Valley pose with participants of the Santa Cruz Flats Race.

The Santa Cruz Flats Race fundraising event was a huge success! Nearly $1400 from pilots and friends at the competition was raised in a Calcutta.

In addition, Steve Kroop at Flytec USA donated $100/day with his "Above and Beyond" award that went to a competitor or other person involved with the competition that did something notable either flying or charitable related. Each award was given out with special speed sleeves and a donation of $100 to the Boys and Girls Club in that person's name.

The Boys and Girls Club of the Casa Grande Valley provides after school and weekend activities for lower income latch-key kids in the community and contributions will provide full scholarships for *16* kids for an entire year!

Discuss "Helping Boys and Girls" at the Oz Report forum   link»

XCSoar and SensBox

Paraglider pilots put a hood around their phones so that they can see XCSoar

PG|Steve Kroop

PG|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

I have just been informed by the Flytec Engineers that you can now use the SensBox with XCSoar. The Android device needs to be BT4LE enabled (e.g., HTC One and Samsung Galaxy S4 Google Play edition) and be running Android 4.3. There is a small app on the Android store called SensBox that will pair the Sensbox to the device and send sensor data to XCSoar (so obviously XCSoar must be installed and running on device).

I have XCSoar running on my Android Samsung S4. I can't see the screen when the phone is mounted on my downtube. It's a pretty cool app otherwise.

http://www.ppgoz.com/ProductDetails.asp?ProductCode=FLTX

http://www.ppgoz.com/ProductDetails.asp?ProductCode=GG

Discuss "XCSoar and SensBox" at the Oz Report forum   link»

Raising money for the Casa Grande Boys and Girls Club

Steve Kroop at Flytec USA gives $700.

(Francisco Grande, Casa Grande, Arizona, USA)

Belinda Boulter|Davis Straub|Steve Kroop|Steven "Steve" Pearson|Zac Majors

Belinda and I were in charge of raising money for the Casa Grande Boys and Girls Club during the Santa Cruz Flats Race. Pilots supported their favorite team. I selected team members to make up six competitive teams and the results were in doubt until the last day with the team loaded with Mexican pilots far in the lead until then. The winning team was:

Davis Straub, Derreck Turner, Kip Stone, Matt Barker, Steve Pearson, Zac Majors.

It was Steve's performance on the last day that tipped the balance for the team. Of course, Zac was no slouch.

Steve Kroop donated $100 a day to the Casa Grande Boys and Girls Club and every day a pair of Flytec speed sleeves to the person providing the most help to their fellow competitors.

Raising money for the Casa Grande Boys and Girls Club

Steve Kroop at Flytec USA has been especially generous

(Francisco Grande, Casa Grande, Arizona, USA)

Belinda Boulter|Steve Kroop

We are raising money for the local boys and girls club here at the Santa Cruz Flats Race. Again, like in Big Spring, the pilots have been very generous. And Steve Kroop has donated $100/day and is giving away a set of speed sleeves each day for the pilot or driver or staff person who has gone above and beyond to help out.

We think that the Cloudbase Foundation may be matching our fund raising up to $2,000, so that means we might be able to give them $4,000. That would be very cool. Belinda is collecting all the money and I'm keeping score.

Discuss "Raising money for the Casa Grande Boys and Girls Club" at the Oz Report forum   link»

Optimize your route

On the Flytec 6030

Steve Kroop

Steve Kroop

Flytec 6030|Steve Kroop

http://ozreport.com/17.183#7

http://ozreport.com/forum/viewtopic.php?t=33703

Steve Kroop at Flytec USA writes:

Gordon is correct. If the Route is not optimized, what you experienced, will happen (incorrect calculation of height above goal before the last turnpoint). Calculations are either to the center (regular route) or to the cylinder edge with optimized route. However, even in optimized route, final glide is the goal center.

Discuss "Optimize your route" at the Oz Report forum   link»

2013 Santa Cruz Flats Race

Day one

Chris Zimmerman|Flytec 6030|Jon "Jonny" Durand jnr|Krzysztof "Krys/Kris" Grzyb|Moyes Litespeed RX|Robin Hamilton|Santa Cruz Flats Race 2013|Steve Kroop|Wills Wing|Wills Wing T2C|Zac Majors

The task committee called a relatively short task of 88 km, given the fact that Arizona doesn't have day light savings time and we've had a problem with weak lift starting launch before 1 PM. They figured that the lift would die out around 5 PM, so three hours for a task from 2 to 5 PM. At 40 km per hour, that would allow the winners to get in by 4 PM assuming starting at the first clock and not the last at 2:30 PM. (It only took the winner, Chris Zimmerman, about an hour and a half.)

The launch started a bit slow on this first day. I was thirteenth in line and didn't launch until 1:36. The first start time at 2 PM was not that far away.

I pinned off in lift and slowly climbed out to over 7,000' at 2:06. I didn't know if any pilots took the first start clock, but I didn't see any. There was little wind so a bunch of us were slowly turning in light sink waiting for the second window.

We headed out at 2:15 to find 275 fpm about 3 KM outside the 5 KM start cylinder for a climb to over 7,000'. Since we were not that far from the edge of the start cylinder a number of us went back for the last start time. I got it two and a half minutes after the last start window opened.

Usually going back doesn't work out that well for me, but this time it did as I headed down the course line and found 500+ fpm, much better than the first time I left the start cylinder and just what I needed to tell me that I had done the right thing.

Left good lift at 7,800' to get going down the course line. There were plenty of pilots around and I was looking for the pilots who took the earlier start time. It was pretty buoyant and I found some 250+ fpm 9 km to the south, but not pleased with such light lift headed for the hills another 11 km to the south and the first turnpoint.

I came into the hills ahead of all the rest of the pilots that I had any contact with or sight of and at 3,700' found 500+ fpm. I had expected this much stronger lift at the hills and was rewarded even though I got there a little lower than I had hoped for.

After about five minutes all the pilots that I was flying with came in behind and below me, but the few pilots who took the earlier start time were high above me even though I was up to 9,700'.

It was a twenty kilometer glide to the small hills to the north south of Casa Grande and I led out (if you discount the orbiting two pilots high above me). I reached the hills again at 3,700' and found 450 fpm. A few pilots came in under including Zac who I had seen a few times out on the course. A couple of the earlier starting pilots were higher further down the course line.

It was a quick jump to the turnpoint at the intersection of I10 an I8. Then I was following Zac but soon lost him in the clutter ahead. There was no one else around. The early guys were way out in front.

It was a glide of 23 km to the turnpoint and the 4 KM cylinder around Bon to the northwest. I hit some light lift along the way but didn't make many turns in the lift. The Flytec 6030 said my height at the goal would be -400', but that decreased just as I got to the turnpoint cylinder and when I made the turn, suddenly I had goal by 1250'. I pulled in and raced to goal. I'll ask Steve Kroop at Flytec what the story is with that.

The flight here: https://www.onlinecontest.org/olc-2.0/para/flightinfo.html?dsId=3383280

SPOT: http://www.flytrace.com/Tracker/map.aspx?group=156

Preliminary results:

Discuss "2013 Santa Cruz Flats Race" at the Oz Report forum   link»

Especially when they are there to help anxious hang glider pilots

(N Side, Point of the Mountain, Draper, UT, USA)

Steve Kroop|wildlife

Thanks to Steve Kroop, who apparently was in Switzerland.

Discuss "Dogs, they make for viral posts" at the Oz Report forum   link»  

Support a city that supports hang gliding

Keeping connected

(Big Spring, Texas, USA)

Belinda Boulter|Steve Houser|Steve Kroop

Thanks to Steve Houser who writes:

Been mostly grounded the last few years due to a nasty thyroid problem, so things like this help me feel still connected to our great sport. Keep up the good work!

Thanks also to Steve Kroop at Flytec for his generous contribution.

Thanks to all of you who have contributed to our fund to help the Big Spring Rainbow Room and support the city that supports hang gliding. Our fund raiser is like a "Run for Some Horrible Disease." All the money goes to the Rainbow Room, no matter which team you support, or which team wins.

What we are asking you to do is email to <belinda>, stating which team (or teams) you wish to support and how much for each team.

The story here: http://ozreport.com/17.146#2.

See the ongoing contributions here.

Discuss "Support a city that supports hang gliding" at the Oz Report forum   link»

Flytec SensBox compared with the C-Probe

Sensor devices that connect to flight computers

record|Steve Kroop

The Flytec SensBox:

http://ozreport.com/17.045#1

http://ozreport.com/17.046#1

http://ozreport.com/17.108#1

http://flytec.com/SensBox.html

SensBox works with Apple products. Here is one General Aviation application.

C-Probe:

http://www.kontest.eu/onlineshop02/index.php/en/virtue-mart?page=shop.product_details&flypage=flypage.tpl&product_id=140&category_id=24

http://www.compassitaly.com/CMS/index.php/en/component/content/article/3-news/62-offerta-speciale-c-probe

http://forum.xcsoar.org/viewtopic.php?f=3&t=835

Steve Kroop at Flytec writes:

I have been aware of C-probe. I think the SensBox is a much better way to go, since it also has:

Integrated super sensitive GPS
BT4 LE making it very easy to connect to device and available to ubiquitous and easy to use OSX devices and apps
And even more devices and apps with announcement that Android will adopt BT4 LE
Virtually unlimited flight recording in IGC format with security
Has display so it can be used as backup navigation
Has speaker so it can be used as backup variometer
CE and FCC approval
Splash proof soon to be waterproof

I have asked the makers of the C-Probe for any material that they have but have not received an answer yet. As soon as I do I will publish it.

Other devices:

http://petermillenaar.nl/shop/index.php?route=product/product&path=62&product_id=81

http://www.alistairdickie.com/blueflyvario/index.php/buy

Discuss "Flytec SensBox compared with the C-Probe" at the Oz Report forum   link»

2013 Flytec Americus Cup

Aerial videos

(Souther field)

Flytec Americus Cup 2013|Jamie Shelden|Steve Kroop|video|Zac Majors

http://youtu.be/izyi1D9GvdM

Kim Holt Brasswell solo flight, Zac Majors landing and more. Thank you Jamie, Steve Kroop, all the tug pilots (Russell & Lori) Mike, Mark and everyone else who made this happen. Was a wonderful time. Videos and pictures shot with GoPro Hero 3 Black and http://Simplecopter.com T Copter using HK KK 2 board. Thank you Mac Hodges for allowing us to use your facility.

Watch in high definition.

Discuss "2013 Flytec Americus Cup" at the Oz Report forum   link»

Low power Bluetooth

Support from Android

Steve Kroop|video

Steve Kroop at Flytec <<info>> writes:

Why has Flytec chosen Bluetooth 4.0 Low Energy connection for the SensBox? The normal Bluetooth connection to Apple devices can be used only if you include an encryption chip in the hardware. Additionally, a conventional Bluetooth device needs to undergo a lengthy and expensive approval process by Apple that is only practical for devices with a much broader market.

Bluetooth Low Energy was created by a sub-group of https://Bluetooth.org and all major mobile phone manufacturers are participating and is intended for small battery-powered external devices that produce relatively little data (i.e., music or video streaming is not possible and even larger data files cannot be transferred). Examples of applications for BT4.0 LE are heart rate monitors, medical devices such as blood pressure monitors, etc.

The term "Low Energy" refers to the reduced power requirement for the external Bluetooth device. Flytec decided to chose this interface for the future because BT4.0 LE is the only open and manufacturer-independent interface for mobile phones and because of the reduced power requirements.

At the last Google I/O conference there was a rumor that Android will support Bluetooth 4.0 Low Energy quite soon (maybe August). This has now been confirmed by Bluetooth.org (https://www.bluetooth.org/en-us/news-events/android). This is good news and will open up new dimensions for the SensBox. This will make it possible to write Android apps that support the SensBox as well as embed the SensBox data into existing Android apps.

Android API 18 will then support all Android mobile phones which support dual mode. With this long-anticipated decision by Google, the availability of Android apps utilizing SensBox data will become reality. When you purchase your next Android smart phone, check the specs to make certain that it says Dual Mode Bluetooth or Bluetooth Smart Ready or similar. This will enable your phone to be ready for countless applications with external small Bluetooth Low Energy devices including the Flytec SensBox. If you are Android app developer, we would like to help you to interface the SensBox into your new app: <Info>.

Discuss "Low power Bluetooth" at the Oz Report forum   link»

Flight recording completely revised

Flytec 6030|record|Steve Kroop

Steve Kroop sends:

http://flytec.com/software.html#beta

3.37c

• Flight recording completely revised
• Bug fix in the waypoint recognition in a competition route, if the GPS does not have 3D reception
• Track and circles of the competition route highlighted (2 pixels wide)
• Transfer of the IGC files via Bluetooth if the Bluetooth option is installed
• Bug fix when writing the IGC file to the SD card - the line now ends with and is now read properly by all programs.
• Triangle Assistant as trial version in the additional software package menu. The unlock code can be requested from Flytec on request

Discuss "Flytec 6030 Update (beta)" at the Oz Report forum   link»  

Flytec Instrument Face Lift

Tip of the week

(+Satellite+Beach,+Florida)

Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Flytec instruments have a clear acrylic window in front of the LCD. This window is there to protect the LCD from impact and scratches and to keep dirt and fluids from getting inside the housing. Bad landings and general rough handling typical of HG/PG will scuff and scratch this acrylic and eventually may interfere with the readability of the display. The following instructions are how to remove these scuffs and scratches.

To avoid wasting time you will first want determine the nature of the blemish so you can use the least aggressive technique possible. Run a fingernail across the blemish, if you can feel the defect with your fingernail you will need to start with an abrasive. The more you can feel the defect the coarser the abrasive you will need. If you do not "feel" the scratch then you likely can go right to polishing. Novus plastic Polish is ideal for these minor scratches. Novus 3 is for slightly heaver scratches and Novus 2 is for very fine scratches/abrasions. From a practical stand point Novus 3 will yield a more than adequate finish.

Household paper towel is excellent for polishing since it is slightly abrasive itself. Cut a paper towel into small pieces (~3"x3"). Take one and fold into a small pad and apply 1-2 drops of polish to the pad. Rub the scratched area with small overlapping circles. It is important to note that the window is bonded to the front housing with adhesive. With instrument use and time, this adhesive may have weakened so only apply minimal pressure while polishing to avoid dislodging the window. Continue the circles until the polish starts to dry out. Take a fresh square and wipe the window clean and inspect. If the scratch is still there, apply another 1-2 drops of polish and continue polishing as above. Inspect again and repeat this process as necessary (put on some music or a movie and take your time). Once the scratch(s) is removed to your satisfaction, apply 1-2 drops to a fresh square and now make bigger circles over the entire window to even-out the surface of the window.

For deeper scratches (the ones you can feel) you will need to use a micro-mesh abrasive before polishing. Micro-mesh sanding sticks are available with 4 grits on one small flexible stick (usually medium, fine, super fine and ultra fine). Always use the finest grit that will get the job done. Ultra fine is just a little more aggressive than Novus 3 polish so I recommend that you start with super fine. Make small overlapping circles over the scratch for a minute or two, wipe clean with a fresh square and inspect. If the scratch has not appreciably improved, go to the next coarser grit and start over. Once the scratch(s) is removed, lightly go over the entire window with that grit before proceeding to the next finer grit. Repeat these steps ending with ultra fine. You can then proceed with polishing steps above. Important: Do not use conventional sandpaper. Conventional sandpaper is not critically graded, this means that it will be very time consuming to get the sanding marks out each time you progress to a finer grit. You can get Micro-mesh sanding sticks online or you can get a 4-grit combination stick from us by sending $4 and a SASE to: Flytec USA, 442 Nautilus Dr., Satellite Beach, FL 32937.

Discuss "Flytec Instrument Face Lift" at the Oz Report forum   link»

Flytec's Sensor Mouse

What it looks like

(Satellite+Beach,+Florida)

Steve Kroop

Steve Kroop at Flytec <<info>> sends:

Discuss "Flytec's Sensor Mouse" at the Oz Report forum   link»

Flytec's Sensor Mouse

External sensor device

(Satellite+Beach,+Florida)

PG|record|sailplane|Steve Kroop

Flytec 6030|PG|record|sailplane|Steve Kroop

Steve Kroop at Flytec <<info>> sends:

Preliminary SenseBox Info

The Flytec SenseBox combines as many physical measurements as possible (see functions below) into a compact rugged wireless pod. The SenseBox can precisely measure location and 3-axis motion in space. This information is sent wirelessly to a display/user interface unit like a mobile phone/tablet. The location and orientation of the platform is determined by the internal GPS, accelerometer, gyro sensor, magnetic compass and high sensitivity altimeter/variometer. All measured values can be displayed correctly, even if the platform is exposed to a centrifugal acceleration in a curve (horizontal or vertical).

Similar systems are used in large commercial and military aircraft but at a verity significant cost. The SenseBox is also equipped with FlyLink® which allows wireless connection to additional external sensors such as airspeed, envelope temperature, engine data, etc. The SenseBox is designed so that it can be used as IGC logger and as back-up flight instrument as well as a rescue tool when primary instruments fail. In the event of primary instrument failure in flight, it is possible to continue flight with basic navigation (position, altitude, acoustic vario, compass).

• Connection to smart phone/tablet via Bluetooth 4.0 LE (low energy)
• SD Card for recording IGC flight files uploading instrument settings and firmware updates
• 2000mAh LiPo battery for about 15 to 20 hours operating time
• Micro-USB port for battery charging and connection to Mac/PC as a mass storage device. Can also be charged from an external power adapter, external battery, car or solar charger
• Small segment display for back-up flight and rescue functions: Altitude/Vario/Pressure/Compass/Ground Speed/Position/Time/Pairing/Recording status/Acoustic on/off/Battery level/Satellite reception
  
  
• Simple three button operation
• Newest generation uBlox Neo6 GPS
• Magnetic compass, Inertial and gyro sensors
• Variometer/altimeter with the most comprehensive Flytec technology
• Integrated piezo for acoustic vario
• FlyLink node for external sensors/accessories like airspeed, wireless speaker, engine info, etc.
• Compatible with 3^rd party hang gliding and paragliding applications like FreeFlight Software on the iPhone 4s or iPad or newer http://www.butterfly-avionics.com/index.php/en/products/butterfly-apps/freeflight-paragliding-delta-app or sailplane apps like iGlide, LK8000 or XCSoar.
• Waterproof

Data from SenseBox is sent to smartphone/tablet running flight software such as FreeFlight:

Steve Kroop at Flytec <<info>> writes:

Since the release of the first smart phones, and then accelerating when the iPhone came out, we have received consistent inquiries about using them as flight instruments. There have been a few attempts by phone app developers but due to the hardware limitations of smart phones, these flight instrument apps are essentially just cute little gadgets.

That said there are some legitimate and very powerful flight navigation apps that run on iOS and Android (e.g., XC Soar, LK8000 and iGlide). These are very powerful applications but were designed for use in sailplanes. Furthermore, their accuracy and some of their functionality is limited because of the phone/tablet's lack of proper sensors. To address this issue, a few years ago, the ability to send sensor data to the phone or tablet over Bluetooth was added 6030/6020. This configuration has been gaining traction with some hang glider and paraglider pilots.

The new sensor box is the next evolution of this concept. Butterfly Avionics, the developer of iGlide, has released their hang gliding and paragliding specific flight app for iOS that will receive sensor data from the sensor box and I suspect that XC Soar and LK8000 will make hang gliding and paragliding specific versions of their apps.

In the immediate term, I think the sensor box will have appeal as a supplemental navigation aid, back-up data logger, device to easily transfer flights on the go, back-up variometer, and as rescue device. At least for the immediate future, I do not see the sensor box/smart phone system as a replacement for self-contained flight instrument. However, as these flight apps are refined and as the limitations of the phones (display readability, battery life and impact resistance, etc.) are improved, I think this configuration will become a popular alternative to stand-alone flight instruments.

Keep in mind that the sensor box is just another model in our complete flight instrument line and Flytec will continue developing stand-alone flight instruments.

E-Ink smart phone here.

Discuss "Flytec's Sensor Mouse" at the Oz Report forum   link»

Windows 8... Not so fast you Technology Wonks

Needs a hack to work with Flytec's

(Satellite+Beach,+Florida)

Steve Kroop

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

For whatever reason, the driver for the Prolific chipset in our 6015/6020/6030 does not work in Windows 8. While this may not come as a surprise to the long term Microsoft user, it does present at a problem since Prolific has announced that they will not be updating the driver for Windows 8.

The engineers at Flytec have found a hack to allow the existing driver to work in Windows 8 which will be available on the Flytec Website soon and in a future Flytec Tip of the Week.

In the next production run of 6015/6020/6030, Flytec will be changing the USB chipset to a version that is supported by Windows 8.

So, In the meantime, if possible, avoid Windows 8. If you can not resist, please watch for our hack.

Discuss "Windows 8... Not so fast you Technology Wonks" at the Oz Report forum   link»

Flytec Tip of the Week

Batteries

(Satellite+Beach,+Florida)

Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Besides user-inflicted damage, the most common cause of instrument problems that I see is from leaky single-use batteries. The fluid that leaks from these batteries is highly corrosive and if allowed to remain on circuit board, will cause irreparable damage. Generally speaking if the instrument (or similar electronic device) is face up (battery compartment down) when the batteries leak, the damage is limited to the battery terminals and battery leads. However, if the instrument is face down (battery compartment up) then the battery fluid can get on and damage the circuit board, LCD and keypad, etc. If you are lucky enough to discover a leak before significant corrosion begins you can follow the steps in last week's Tip of the Week for contact with salt water to prevent or minimize damage to the instrument.

In the winter, as the flying season winds down for much of the northern hemisphere, pilots tend to forget about their gear for several months only to discover in the Spring that the batteries in their instrument, GPS or radio have leaked during the winter hiatus. For this reason, I recommend that pilots remove the batteries in these devices for the winter hibernation and thereby eliminate the chance of a battery leak damaging their electronics. All of our instruments use static memory so flights, waypoints and user-settings will not be lost when the batteries are removed, even for an extended period.

I have also observed when pilots are flying regularly they tend to live with minor instrument problems and defects such as broken housings, blemished LCDs, intermittent keypad, etc. However, when winter sets in they forget about these issues, then, when they get horny to get back in the air in the Spring, they say "oh shit I meant to get that fixed over the winter." For this reason, before you ignore your gear for the winter, send your defective stuff to its repair center and get any issues resolved now rather then in the Spring when you are itching to fly. In the case of Flytec instruments, here in the Americas, that would be us (pleases see our support page: http://flytec.com/support.html), outside the Americas you can contact the factory: http://www.flytec.ch/de/contact/e-mail.html and for other manufacturer's products, visit their website for service instructions.

Flytec Tip of the Week - drying out your instrument

Instrument-saving 101

(Satellite+Beach,+Florida)

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Most of us are well aware that allowing the internals of our electronic devices to get wet can be ruinous. However, since we fly in the real world and not in the World of Warcraft or in Second Life, the reality is that our instruments can get wet with events such as: getting caught in the rain, landing on a shoreline, leaky hydration systems or careless fellow pilots in the retrieve vehicle, etc. One of the most common causes for repair that I see is damage from water exposure. Generally all but short term exposure to water (or beverages) is ruinous but if some simple steps are followed, your instruments can survive.

If possible contact with water becomes evident when the instrument is in use, turn it off. For example, if you are flying and it overdevelops and it starts to rain or if you are coming in on final and there are bodies of water in the landing area, turn off your instrument before it actually gets wet. This will minimize short circuit if/when water enters the housing. If your instrument gets water/fluid inside, for whatever the reason, remove the batteries as soon as reasonably and safely possible. To avoid or minimize damage, the instrument internals must be completely dried out. Most electronic circuit boards have a protective coating on them which will give the circuitry some fluid protection but allowing the water or other corrosive fluid to remain inside the housing will usually cause irreparable corrosion damage to the circuit board and other components.

To dry out the instrument, it is necessary to open the housing. This is done by removing the housing screws and gently separating the front and rear housing. Care should be used to not pull on any wires, ribbon cables or pitot tubes. Once open, the internal components can be dried with a blow-drier set to warm (nothing hotter than you would use on your skin). IMPORTANT: never attempt to use a microwave oven! If you are in the field you can put the open instrument on the hot sunlit dashboard of a car. If it is cold or cloudy you can place it front of the the heater vent in your vehicle. If the fluid that entered the instrument is anything other than fresh water (e.g., saltwater, soda, coffee, etc.) the internals must be thoroughly rinsed before drying. This is because these fluids are both conductive and corrosive.

Once the instrument is thoroughly dried it can be carefully reassembled and the batteries replaced. With any luck the instrument will function normally, however, if it does not, following the above steps should mitigate the damage and make repair possible. Reassembly can be a bit challenging with complex instruments like the 6030/Compeo+. In this case, you should contact Flytec/Brauniger before attempting to reassemble or, better yet, send the instruments in for inspection/repair and reassembly.

USHPA lawyer backs rule author's understanding

So 2010, 2011, and 2012 (minus SCFR) competition results count for the national team selection

(Forbes airfield, Australia)

Robin Hamilton|Steve Kroop|USHPA

The USHPA Competition Committee, unable a week ago Monday to agree on the clear meaning of their own rule, asked Tim Herr, the USHPA's lawyer, to tell them what it meant. He agreed with Steve Kroop, the person who actually wrote the rule, that it meant that for the 2013 Worlds, which is being held in January, that the competition results from 2010, 2011, and 2012 (not including the Santa Cruz Flats Race) were to be counted when ranking US pilots. That's why you have lawyers, to tell you what words and sentences actually mean, when you can't figure it out for yourself.

Given this understanding of the rule this means that Robin Hamilton, the current US National Champion, will be the fourth ranked pilot going to Australia (assuming those not wishing to go are not counted). See here: http://ozreport.com/16.201#0. It also, unfortunately, means that Larry Bunner, who was preliminarily notified that he would be the sixth pilot on the national team, will not be going to the Worlds

This should all be worked out officially by the end of this week.

So in the end, and somewhat by coincidence, it has worked out that the team selected would have been the same team that would have been selected if only 2011 and 2012 (including the SCFR) competition results were used to select the team. In other words, it worked out as though the team was selected by their performance in all the competitions just prior to the Worlds. Just the method that we would prefer.

The USHPA was brought to its senses because Robin Hamilton was willing to press his case with the competition committee and he was shown to be in the right. Congratulations to the national team members.

Flytec 6030 update in beta

Flights automatically saved to SD card

(+Satellite+Beach,+Florida)

Steve Kroop

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Bug fixes, flights automatically saved to SD card, and count down timer back in information display.

Auto set of Alt1 from GPS if no manual entry
Unlimited CTRs with SD card installed
3D Airspace warning
Toggle on/off 5 closest airspaces
Variable thresholds for flight acceptance

http://flytec.com/software.html#firm

6030 v3.35o

Flytec is not providing a properly formatted US airspace file. You have to create one or find one.

Bug: Our old familiar countdown times comes back, but disappears five minutes after the first start window. They will fix this.

Discuss "Flytec 6030 update in beta" at the Oz Report forum   link»

Staying Alive

Finding the really week lift

(Satellite+Beach,+Florida)

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

On any given flight, being able to find really weak lift can often really make a difference in staying up when conditions get soft. For this reason many pilots adjust their acoustic vario threshold very low (or zero) so they can tell if they are in really light lift. Instruments set up this way are the ones always beeping when just sitting in the take-off area. This method will work if the encountered lift is strong enough to net a zero to positive vertical speed. However, it is important to understand that absence of accent tone does not mean absence of lift, it only means that your vertical speed is below zero. Remember, your vertical speed is the vertical movement of the airmass minus your glider's sink rate (at that speed). This means that with a standard acoustic variometer (set to the lowest possible threshold), lift weaker than your glider's sink rate will go unannounced. The importance of being able to detect this weak lift becomes abundantly clear as soon as any pilot finds himself in survival mode. A vertical speed less than your gliders sink rate means not only are you preserving altitude, it also means there is lift present. When in survival mode, searching out this weak lift may allow you to find the thermal that is nearby or has just not come together yet.

Fortunately, the 6030/6020/6015 (and comparable Brauniger models) have a feature (Nascent Thermal tone) to help you detect this weaker lift. When activated, the instrument will give a unique tone when your vertical speed falls within a specific range. The bottom of the range is the user-set Nascent/Near Thermal Tone Threshold and the top of the range is the Acoustic Vario Threshold (see diagram). The nascent thermal tone is only active in flight to prevent unnecessary and distracting beeping while standing at launch waiting to take-off. Since the nascent tone will inform you of weak lift, it is no longer necessary to set your acoustic vario to 0 ft/min to detect weak lift. Setting your acoustic vario threshold of 20ft/min and activating the nascent thermal tone, you will be able to hear the difference between a weak thermal with no net gain and a thermal that is yielding a climb.

6030 v3.33g or later, you can turn on the Nascent Thermal tone and set the lower threshold in Menu > Settings > Acoustic vario > Near thermal tone. To avoid confusion with the acoustic vario tone you can also set the pitch (pulse-pause ratio) of the nascent thermal tone in this menu. The pitch can be adjust between 10% and 100% where 10% gives a short beep with a long pause and 100% yields a steady tone.

6020 v3.08k or later, you can turn on the Nascent Thermal tone and set the lower threshold in Menu > Settings > Acoustic vario > Near therm. Tone. To avoid confusion with the acoustic vario tone you can also set the pitch (pulse-pause ratio) of the nascent thermal tone in this menu. The pitch can be adjust between 10% and 100% where 10% gives a short beep with a long pause and 100% yields a steady tone.

6015 v1.2.13 or later, the lower threshold of the Nascent Thermal tone can be set the in Menu > Climb aud > PthermThr. To avoid confusion with the acoustic vario tone the nascent thermal tone is a short double beep. The nascent thermal tone can be toggled on/off in the run mode with a long press of the Alarm key and then a short press of the F1 key.

Flytec Tip of the Week - Sensitivity of the Acoustic Vario

How do I change it?

(Satellite+Beach,+Florida)

Flytec 6030|Steve Kroop

Steve Kroop at Flytec USA <<info>> writes:

A common question from pilots is: "how do I make my vario more (or less) sensitive?" The answer is a little more complicated than it seems since the acoustic sensitivity is a composite of the vario threshold and the vario dampening. For example, the threshold can be set very low but if the dampening setting is high, you could fly through a weak thermal and the instrument would not beep. Therefore it is important to understand the difference between these two parameters when setting your acoustic variometer. The acoustic vario threshold is the minimum ascent rate required for the vario to beep and is expressed in ft/min or m/sec. Typically we ship instruments with a setting between 8 and 20 ft/min. Dampening in the amount of delay before the beeping starts once the threshold has been exceeded. It is actually a bit more complicated than just a delay but thinking of it as a delay will make it easier for the purpose of setting the sensitivity. Typically we ship instruments with low to moderate dampening.

Some pilots prefer the vario to not beep at every minute bit of lift which would require a threshold around 20 ft/min. (or higher in regions that have strong thermals). Some pilots want the vario to beep if they are just maintaining altitude, in that case a threshold 0 ft/min would be appropriate. Most pilots will use a setting somewhere in between. When setting the dampening you will want to consider the type of air you will be flying in. If the air where you fly is smooth and the thermals typically light you would use a lower to lowest dampening setting. Conversely, if the air is turbulent with strong thermals you would use a higher to highest dampening setting. Since the acoustic variometer is so subjective it can take a little tweaking to get the settings just right. I recommend that you start with threshold and dampening setting lower than you think would be appropriate and slowly increase the settings (if necessary) after flying the instrument in typical air.

Accessing these setting differs depending on the series instrument and is covered in their documentation. Below are simplified instructions:

6030:

Dampening: Menu>Basic Settings>Acoustic vario>Customize sound>Damp. (range 1-35) Acoustic threshold: Menu>Basic Settings>Acoustic vario>lift audio threshold> range 0 to 40 ft/min or 0-20 cm/s

6015:

Dampening: Menu>Vario set>Vario filt> range 0, 1, 2, 3 Acoustic threshold: Menu>Climb Aud>Climb thr> range 0 to 40 ft/min or 0-20 cm/s

6005/6010:

Dampening: 3 sec. Press Speaker key=Set mode> range 1, 2, 3, 4 Acoustic threshold: 3 sec. Press Speaker key=Set mode>3 sec. Press Speaker key= Option mode>2x short press of Speaker key= level 3option mode> adjust with up/down keys (each blinking segment is 4 ft/min or 2 cm/sec)

5030:

Dampening: Menu>Basic Settings>Vario tone>Damp. (range 1-35) Acoustic threshold: Menu>Basic Settings>Vario audio threshold>range 0 to 40 ft/min or 0-20 cm/s

4000 series:

Dampening: 4 sec. Press Speaker key=Set mode> range 0.5, 1.0 or 1.5 Acoustic threshold: 4 sec. Press Speaker key=Set mode>short press 2 option keys= Option mode>short press of Speaker key= level 2 option mode> adjust with up/down keys (each blinking segment is 4 ft/min or 2 cm/sec)

New pod from Flytec and Dustin

Garmin 76

(Satellite+Beach,+Florida)

Dustin Martin|photo|Steve Kroop

Dustin Martin|Flytec 6030|photo|Steve Kroop

Steve Kroop at Flytec <<info>> sends:

You've heard the rumors, seen prototype images, and even seen some fabrication photos. Well Dustin's long awaited pod for the 6030/Compeo+ and the Garmin 76 series is finally in production and they are nothing short of amazing. Like its predecessor (6030/Geko pod) they are strong, light and the finish is superb. The front is hi-gloss black and the back is clear hi-gloss over carbon. The pod features an internal pitot tube, cut-out for SD card/USB port/charging and press-fit for GPS (with scoops for easy removal). The pod also features an all new black anodized aluminum bracket that allows the user to set the correct instrument viewing angle and rotate the pod up for landing. Currently we only have brackets for the Wills and Moyes carbon speed bars. We expect to have brackets for the Wills and Moyes aluminum speed bars in the near future. While the pod was designed for a press-in fit of the Garmin 76, the new Garmin 78 series can be made to fit with a couple strips of friction tape. More information here: http://flytec.com/brackets.html.

The first shipment of ten units have been delivered to customers on the waiting list. I expect the next shipment soon which will be the last until after the Santa Cruz Flats comp so if you are interested in one contact us now (<info>).

Discuss "New pod from Flytec and Dustin" at the Oz Report forum   link»

Flytec Tip of the Week

Airspeed sensors and pitot tube

(Satellite+Beach,+Florida)

PG|Steve Kroop

Flytec 6030|PG|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

The 6030 measures airspeed via its built-in pitot sensor, in the 5030 this was an option, and in all of our models since the 3005SI, airspeed can be measured with an external plug-in sensor. The plug in sensor will measure 1-94 mph, the pitot sensor on the 5030 can measure 19-74 mph and the pitot on the 6030 can measure an incredibly wide range of 14-180 mph. Both the internal sensors in the 5030/6030 and the external vane sensor are very accurate but there are some simple things to check in the event the you feel your displayed airspeed is not accurate.

To get an accurate reading on the 5020/6030 the pitot tube needs to point into the relative air flow. Since on these instruments, the pitot tube extends forward out of the top of the housing, the tube may or may not be lined up with the airflow depending on where you place your instrument and how you orient it. This is of particular importance on a paraglider. If your preferred placement of the instrument is such that the tube is not inline with the airflow, there is a simple fix. The pitot tube is polyethylene, which becomes very flexible with heat. Gently heat the tube until it becomes pliable (blow drier on medium), bend the tube to the desired curve/angle and then allow to cool. Of course be careful to not kink the tube in the process.

In the case of the 6030 the pitot tube is removable. This is to allow for more compact stowage and to allow the user to easily replace the tube when they become mangled. The downside is that they get lost relatively easy. The good news is that there is nothing special about the tube. You can use anything that fits in snuggly (in a pinch you can use a drink straw). Most hardware stores and home centers (e.g., Lowes, Home Depot) sell 1/4" polyethylene tubing that is used to run water to refrigerator ice-makers. This tubing is very inexpensive and is an ideal replacement. It is slightly larger in diameter than the factory tube which yields a tighter fit.

In the case of the 5030 the pitot tube is not removable. If you pull on it, it will detach from the internal flexible tube and come out of the housing. Pushing it back in the housing will do nothing and the unit will need to be disassembled so the external black tube can be reconnected to the internal flexible tube. This is not particularly difficult to do but if you pulled out the pitot tube I recommend that you send the unit to us to reconnect the pitot and we can do an inspection/firmware upgrade while we have it. I have noticed on 5030s that have come in for service, that the pitot tube has been pushed into the housing. I do not know if pilots are doing this deliberately or inadvertently (packing up and/or wacking) but whatever the reason, pushing in the black tube can kink the internal tube and cause the airspeed reading to be low. If you are experiencing this, pull out the black tube but only with minimal force so you do not disconnect it from the internal tube as discussed above. Also, rotating the black tube can kink the internal tube and should be avoided. If your airspeed reading is reading low or 0 you can try turning the tube 1/8 turn clockwise/counter-clockwise to see if the tube un-kinks and the airspeed reading returns to normal. Do not turn the tube more than a total of a 1/2 turn in either direction.

The external vane sensors are very accurate and capable of reading as low as 1 mph. The key to the accuracy and sensitivity of this sensor is the very low mass of the impeller and the jewel bearings that the impeller axel sit in. Things that can reduce the accuracy of this sensor are loose fit of the axel in the bearings, bent impeller blades and dirt/debris fowling the jewel bearings. Loose fit is generally caused by extensive use (the jewel/axel is worn down) and bent impeller blades are caused by an object entering the impeller aperture. In either case, send the sensor in for service. In some cases the bearings can be adjusted or the blades can be bent back into position but usually the impeller assembly needs to be replaced. If the inaccuracy is caused by dirt/debris on the axel/bearings you will be able to tell by looking in the impeller aperture and observing if the impeller turns absolutely freely (i.e., the impeller should stay near stationary if the sensor is rotated about the axel). If this is not the case then there is dirt/debris. In most cases the debris is a strand of very five fiber that has wound up around the axel at the bearing. In order to remove the fiber the impeller must be slid out of the sensor. If you are good at working on small delicate things you can do this yourself, otherwise, send it to us. The impeller is removed by pressing on the impeller ring (be careful to not touch the blades as they bend very easy). Examine the impeller axel at the bearing under an illuminated magnifying glass. Use precision tweezers a needle and the very sharp point of an Exacto blade to loosen and unwind the fiber. Once the impeller is turning freely again, push the impeller assembly back into the sensor, again being careful to not touch the blades.

Discuss "Flytec Tip of the Week" at the Oz Report forum   link»

Clearing instrument memory

Flytec Tip of the Week

(Satellite+Beach,+Florida)

record|Steve Kroop

Flytec 6030|record|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Flytec instruments have a given amount of user memory that is used for storing instrument settings and logbook. In the case of our more advanced models, flight recording, waypoints/routes and restricted airspace are also stored in the user memory. This memory is static so if power is lost this information is not. Because this memory is finite, flight recording can only go on for so long before the portion reserved for this function is filled. In all of our models, when the flight memory is full the instrument will continue to record the current flight by wrapping over the oldest flight. This means the current flight is recorded at the expense of the oldest flight. When the instrument wraps the recording, it is writing new data directly over old data, this happens invisibly and generally without any issues. However, it can happen that when writing new data on top of old data the memory can get bugged. Depending on the instrument model, when this occurs, it can manifest in a few ways (1) the flight recording is corrupted and may not download properly (2) the flight recording has odd data (3) the instrument will freeze when attempting to start a new flight recording (4) the instrument does not record the flight.

The good news is that this is easily prevented. To avoid the problems above and keep your instrument recording properly it is recommended that you periodically clear the flight memory. Before clearing the flight memory, download any flights you wish to save to FlyChart, GPS Dump, etc. Alternatively, 6030/6020 users can save recorded flights to an SD card. Once and desired flights have been saved then the flight memory can be cleared. Some of our instruments allow you to delete flights one-at-a-time but this is not a proper clearing of the flight memory. Please consult your manual for specific instructions on clearing your particular model. In the case of the 6030, clearing the flight memory is done in Menu>Clear/initialize memory>Delete all flights. How often you do this is a function of the record interval you have selected. For example, the 6030/6020/5030/5020 have 48 hours of record time at 10s record interval, 24 hours at 5s, 9 hours at 2s, etc. The available record time is shown on the when setting the interval in the 6030 in Menu>Settings>Recording>Record interval. It is generally not necessary to religiously clear the flight memory each time before the memory wraps but it is a good idea to not let the memory wrap repeatedly. At a minimum, I strongly recommend that pilots clear the flight memory before they start a comp and prior to any record attempt.

As mentioned above, a portion of the user memory is reserved for the storage of waypoints and routes. For similar reasons I recommend, when participating in a competition, that you clear the WP list before uploading the meet waypoints from the meet staff. In the case of the 6030, clearing the waypoint list is done in Menu>Clear/initialize memory>Delete all WP and routes. If your instrument starts behaving oddly after a WP upload there may have been an error in the process. In this case, clear the WP list and then re-upload the waypoints from the meet staff.

The last section of the user memory is the portion reserved for user settings. Since this memory is not accessed very often (only when you change user-settings) it is less prone to get bugged, especially if you make your changes via the instrument keypad. However, if you use FlyChart to load and change your user-settings it is conceivable that this section of the memory can get bugged during the upload. If your instrument starts behaving oddly after changing the instrument settings with FC try re-uploading the user-settings. There is one known issue where the user can bug the instrument memory and prevent it from properly downloading a flight to scoring software and that is the use of "illegal characters" in the Pilot name, Glider type or Glider ID in the 6030/6020/5030/5020. These illegal characters are $, *, !, , ^, ~ and they are reserved for use in FAI/IGC flight records. Since the three data fields above and any used in WP/route names are written to the IGC file when the flight is saved internally, it can cause scoring software to reject the flight download. Current versions of the 6030 and 6020 do not offer these characters when entering text.

Lastly, If your 6030/6020/5030/5020 just starts acting weird you can always completely clear the user memory by reinitializing the EEPROM but remember all the flights, WP/routes and user settings will be erased. Please consult your manual for specific instructions on reinitializing the EEPROM.

Discuss "Clearing instrument memory" at the Oz Report forum   link»

Thermal tracking with the Flytec 6030

Stay in the thermal track

(Satellite+Beach,+Florida)

Dennis Pagen|Dustin Martin|Flytec 6030|Highland Aerosports Flight Park|Mitchell "Mitch" Shipley|record|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Most users of the 6020 and 6030 are aware of the the their ability to keep track of your last climb and aid you in returning to that thermal with the direction being shown on the compass rose and the distance shown as the user-field Dist Therm. Below is an alternative method submitted by Mitch Shipley that he finds very effective:

I’ve started using the map page of my 6030 to track and re-centering thermals I’ve lost with great success. The idea stems from some physics “truths” that I first heard of in one of Dennis Pagen’s books – the source of so many of the little knowledge factoids I’ve learned about hang gliding. Dennis wrote that a thermal has a tremendous amount of mass. I’ve forgotten the precise numbers he used in his calculations, but what I clearly remember was that a thermal was TONS of mass. Mass moving up as one “chunk” (bubble, column, whatever) and drifting with the wind. While you can nitpick about how long it takes to accelerate that mass to the wind speed or what happens as it enters wind shear/gradient or direction change, the fact is that tons of moving mass continues to move in the direction it's going and is pretty darn stable for at least a minute or two.

I’ve been flying with my 6030 on a record interval of two seconds for a while now. That’s nine hours of flight recording time – which works for most flights, unless you’re Dustin Martin going 475 miles. After thermaling for a bit, I switch to the map page and zoom in to where I can see the individual circles and get enough of them to see the thermal drift/track (about a minute or two of thermal track). I use the map page this way to get a sense of wind direction and how it compares to course line. I then use that info to help decide which side of course line I should go to and how hard I should crab into the wind if it is cross.

What I began to notice in post flight analysis in Flychart/Google Earth was how consistent the thermal tracks were. Then I noticed times where I would blunder off that track and lose the thermal. Sometimes I was stupid enough to think the thermal “vanished/quit/hit the inversion” when in fact I just blundered off its course. When I made this error low, I often landed. What I have found and believe now is that if the thermal is 200ish fpm or better and I have made four or so solid turns in it, then it is “trackable”. That is, there is enough mass/size that it continues to go the direction it’s been going and I can have a decent chance of finding it again.

Now what I do after I get a few turns in a thermal is switch to a zoomed in 6030 map page to help track / re-center thermals. The Flychart/Google Earth track above is one of those tracks from the recent East Coast Championship comp at Highland Aerosports. I was going along great at 400ish fpm and then lost focus (I actually think it was a biological event/necessity that took my focus away at hour three into the flight, but TMI). Noticing a drop in climb rate and regaining focus, I took a quick look at the map and navigated my way back to the core. This technique has worked many, many times. I do this religiously when I’m low and the cost of losing track of the thermal is high – like landing! Yes, there are times when you do hit the inversion or drop out the bottom of the bubble, but more often than not I re-center and/or fly along the thermal track line and find good lift. The undeniable point is that looking at a zoomed in 6030 map page at high-res recording is very useful information to help figure out what is going on and make decisions on what to do about it. Try it out for yourself!

As Mitch mentioned, the record time drops to ~9 hours when the record interval is set to two seconds. This means that after approximately nine hours of record time the 6030 will wrap the current recording over the oldest recording. In other words, anything older than nine hours will be recorded over and lost. This could be one, two, three, etc. flights ago or the beginning of the current flight if that flight is longer than nine hours. It should noted that if you use the above method, the flight memory will be wrapping every ~9 hours which is five times more frequently than when the 6030 is set to the normal ten second record interval. If you decide to use Mitch's method, it is recommended that you routinely clear your flight memory to refresh the section of the memory where flights are stored (Menu>Clear/initialize memory>Delete all flights).

More on flight recording in an upcoming Tip Of The Week.

Flytec tip of the week - Speed to fly on Final Glide

L/D gnd and L/D req

(+Satellite+Beach,+Florida)

Daniel Vé|Daniel Vélez Bravo|Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

A few years back I was discussing final glide on the 6030 with Daniel Velez. The 6030 will tell you the ideal speed-to-fly for final glide based on the strength of your last climb assuming that you climb in that last thermal to Alt a WP = 0 and that lift/sink on the glide net zero. Daniel's point was what happens if you get a particularly good or bad glide on final, what speed should you fly? For example, if in your last thermal you climb to Alt a WP = 0 and your average climb rate was 600 ft/min (3m/s) you would go out on final glide with a speed ring setting of 600 ft/min (3m/s). However, if you fly through a long period of sink you will likely have to slow down because you will no longer be able to make goal at that speed ring setting. Daniel's point was, what is the new speed ring setting?

There is another situation where there would be some question as to the correct speed ring setting on final glide and that is if you are unable to climb to Alt a WP = 0 in the last thermal (e.g., the thermal tops-out or there is some form of altitude restriction). In this case, when you go on final, you cannot fly a speed ring setting equivalent to your last climb because you did not acquire sufficient altitude. Again what speed do you fly?

The answer to both of these situations is found by using two straight forward but very helpful user-fields L/D gnd and L/D req. When on glide, if you control your speed so L/D gnd = L/D req (your actual current glide ratio over the ground and the glide ratio required to make it to the waypoint) then you are flying the correct speed to arrive at goal at 0' AGL and the McCready pointer (radial line in the vario dial) will be indicating the corresponding speed ring setting.

The McCready pointer reflects the best speed ring setting from your current position to goal - well at least until the situation changes again. Some caution here, flying the speed where L/D gnd = L/D req is generally not advisable unless it is abundantly clear that conditions on course line are becoming more favorable. It is prudent to back off of the speed ring setting determined by L/D gnd = L/D req. By how much depends on what conditions look like on the way to goal, feedback from pilots in front of you, your gut, your horoscope, etc. It is also important to note that reassessing your final glide speed ring setting should not be done actively or you will end up flying reverse speed-to-fly (slowing down in sink). Remember, speed-to-fly assumes lift and sink will net zero, not that there will be no sink on your glide. Reassessing should be done after a significant period of excessive sink.

Flytec tip of the week - batteries

Switch the banks

(Satellite Beach, Florida)

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

Most 6030 pilots at least know that the instrument runs on two banks of AA batteries and that to charge the batteries, you plug in either the wall or vehicle adapter. However a little better understanding does not hurt and will help reduce the chance of dead batteries at launch or the horrifying experience dead batteries in flight.

The batteries supplied with the 6030 are NiMH 2100 or 2300 mA and are the ideal capacity for the built-in chargers. The internal chargers are for NiMH batteries only and are designed to charge these cells until they are full or for six hours, whichever comes first. If you use higher capacity cells the internal charger may not fully charge them depending on their state when you connect the charger (i.e., the charger may time-out before the cells are full). Also these cells may get hotter than the 2100/2300s while charging and the thermal overload protection will suspend charging (blinking LED). It may be possible to use some of these higher capacity cells by charging them until the LEDs go out, remove the charging cable, allowing the cells to cool down and then reconnecting the charging cable until the LEDs go out a second time. You can always use other chemistry cells but in that case, do not use the internal charger, charge the batteries externally with an appropriate charger.

When you switch on the 6030 it always starts on bank 1. Once the 6030 is on it will switch to battery bank 2 when bank 1 is depleted. However, if bank 1 is too weak to start, the 6030 it will not be able to turn on to auto-switch to bank 2. If you are at launch and see that bank 1 is dead, try moving batteries from bank 2 into bank 1. Since bank 2 is seldom used it is very likely that these cells are sufficient for a long flight. Because, bank 1 is the primary and is always used and bank 2 is rarely used, it is recommended that you periodically swap the cells between the two banks. If both banks are dead at launch, you can always put in two one-time use batteries into bank 1, Just don't forget they are in there and later try and use the internal charger.

I have seen pilots use Eveready E2 single use batteries because they last so long (I am told they will go for two full comps). The downside of these is that because of their voltage profile there is a good chance that the 6030 will not auto switch to the second bank when they are finally depleted. If you use these, you will need to monitor the 6030 battery life indicator and learn when to replace them.

The 6030 has three battery settings in the instrument setup menu, alkaline, NiMH and Golden Power. The purpose of these settings is calibrate the battery life meter with the voltage profile of the cell type. The Golden Power setting is idealized for voltage profile of the original supplied cells. If you replace the original cells with a different manufacture's NiMH cells you can experiment with either the NiMH or Golden Power settings to see which gives the most accurate battery meter reading. When you reinitialize the EEPROM the battery type in the setup menu reverts to alkaline and if you are using NiMH cells the battery meter will read low so make sure you select the correct battery type after reinitializing the 6030.

A nice start to the competition

(Highland Aerosports, Ridgely, MD, USA)

East Coast Championships 2012|Flytec 6030|Highland Aerosports Flight Park|Steve Kroop|Wills Wing

http://soaringspot.com/ecc2012/

We started the competition with a brisk wind (15 to 20 mph) out of the west, with a dogleg 61 km task to the east southeast toward the coast. The Sport class had a similar task, just a little shorter, 44 km. (See the tasks at the URL above.)

I launched in my Wills Wing Falcon 3 170 right after Mitch and Paris at 1:37 PM after only a few pilots got into the sky. Paris pinned off at 800' AGL mislead by his 6030 that had been adjusted by Steve Kroop to give him a different sound. Paris thought incorrectly that the 50 fpm that he found was screaming lift. After that he looked at his vario to see what the new sounds actually meant.

I pinned off at 1,500' in lift that averaged 80 fpm. Paris soon came in under me then climbed through me as we slowly climbed and drifted quickly down wind.

Drifting over Greensboro in the west wind I was in better lift, averaging 130 fpm as I climbed to 3,000' AGL. Not worrying about the start time I took the first start clock still circling at 2 PM.

I had been with Paris and Mitch, but they were able to climb better than I in my single surface glider so I had lost contact with them. Paris went back to take a later clock and Mitch hung back a little for the second clock and I was just outside the 10 km start cylinder at the second clock at 2:10 PM, and still turning and drifting toward the first turnpoint.

Working 60 fpm I finally left when the lift numbers went negative and went on my first glide. I hate doing this in a Falcon, but I needed to get to the next cumulus cloud ahead of me and find some positive lift. There was Rich Cizauskas quite a ways below me and Bob Flipchuk just above me so although I hadn't wanted to leave until I got to cloud base at 5,000+ feet it looked like I had to go.

I was making 50+ mph downwind toward the turnpoint and looking hard for lift as I watched Rich out in front of me and 500' below me. I was going so fast and looking so hard for lift, taking a different line than Rich to maximize the possibilities, that I forgot to make sure that I nicked the turnpoint, missing it by 200 meters. I was already down to 1,300' AGL as I came by the turnpoint.

I had seen Mitch higher and circling just before the turnpoint, but neither Rich nor I found lift under him. Rich landed just past the turnpoint and I went a little further but not to the south east along the course line, but just downwind searching for lift. We had not found lift since we both left that previous thermal.

Paris took the 2:30 PM clock after going back upwind and then won the day with a fast time on a short task on a windy day. The wind took us toward the coast so that's why the task was short even as we thought we were doing a cross wind second leg. Mitch was first to goal and second for the day. None of the Sport Class guys made their goal.

Flytec tip of the week

Nicking the cylinder when flying an optimized route

(+Satellite+Beach,+Florida)

Steve Kroop

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

When flying an optimized competition route, the direction arrow to the turnpoint will point to the optimized cylinder intercept as opposed to the WP center (like it does when when flying a standard competition route). This can present a problem when approaching the cylinder at near tangent since you are trying to fly to a point in space rather than a region in space. It is conceivable that, by following the directional arrow to optimum intercept, you can fly just outside the the turn point cylinder. More than likely you will realize that you missed it when you do not get the turn point reached alert, however, valuable seconds/minutes could be lost circling back towards the cylinder.

It is important to keep in mind that the 6030 calculates the optimum cylinder intercepts based its attempt to figure out the shortest path between the turn points. However, since the instrument does not know where the lift is this may not be the best flight path - the optimum intercept may not be the best intercept. This is particularly evident when approaching a large turn point cylinder at near tangent. In this case the optimized route will be just outside the cylinder for a considerable distance. When actually flying this task, sources of lift, other pilots, birds and areas of sink to avoid become evident and it may be advantageous to nick the cylinder well in advance of the optimized intercept and proceed to the next turn point.

To help the pilot avoid the issues above, the 6030 has an auto zoom feature that will automatically switch the display to the map page at maximum zoom so that you can easily see your position relative to the turn point cylinder. You can then compare that to your real world situation and decide if there is an advantage to getting the turn point early. The scale for auto zoom is 0.1km as opposed to the normal max zoom of 0.4km. If Full auto zoom is enabled, the display will automatically transition to the Map page from the Main page when flying close to a turn point cylinder. If Map only is selected, the 6030 will only zoom to maximum if the 6030 is on the Map page, that is, it will not automatically switch from the Main page to the Map page. The auto zoom mode can be set in Menu>Settings>Auto Zoom C-Route. The threshold for auto zoom activation and three unique user-fields to show on the map page when auto zoom is active can also be set in this menu.

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Flying with familiar birds

Parahawking

(Torrey Pines, CA, USA)

Steve Kroop|video

http://www.youtube.com/LiteTouchFilms

Thanks to Steve Kroop.

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Flytec tip of the week - cross track error

Optimized or not

(Satellite Beach, Florida)

Flytec 6030|Steve Kroop

Steve Kroop at Flytec <<info>> writes:

When team flying a task, pilots will communicate their position to each other (over the radio) relative to the route course line. This is easily done on the 6030 with the user-field XT Error. The displayed value is the pilot's distance off of a line connecting the two waypoints of the active leg of the route. Right of course line is shown as a positive distance and left of course line is show as negative. For example, a pilot may radio "I am 10k out XT -500m" This would indicate that the pilot is 10 km from the next WP center and 500m left of the active leg of the route.

This technique was inadvertently foiled when the optimized route feature was added. In the early firmware versions that added the optimized route, when the Competition Route was optimized, the position of the far end of the course-line was not fixed. The far end point was on the WP cylinder (rather than the WP center) and would move as your approach angle changed and the instrument calculated your new best cylinder intercept. This meant that each pilot had their own individual XT Error, rendering the info meaningless to another pilot. Starting with firmware 3.33c, XT Error is once again calculated relative to a line between the WP centers of the active leg of the route.

So make sure that all your team pilots have the updated version of the firmware.