Glider Intro Flight 31st March 2001

It's all smiles as I ask "JL" about various aspects of the "Lark" glider we'll be flying. There is no engine or gyros, but there are flaps, speedbrakes, airspeed, alti, vario and a stick instead of a yoke.
After a short preflight, mainly just setting the altimeters and checking the flight controls, we are towed to 3000' by a Piper Pawnee. JL flies the takeoff, and calls out when we are high enough for a turn back to the field. At about 1000', he hands control to me and I try to keep us behind the towplane. Gee! That stick is heavy. Rudder is light and effective, but darn it, trying to keep behind the towplane is hard physical work. Actually, I do well at this, and JL keeps saying I still have the plane and to keep working ! This is my first taste of flying the Lark, and it is ... fun. The response to control input sometimes seems to take a while, but it responds, and I lighten up my rudder usage a bit as once that tail starts moving, it likes to keep moving. Eventually, we reach 3000' and JL takes it back to fly the release. He dives a little to the right to slacken the towline, then releases and we break right, with the towplane breaking left and down back to the field.

I am allowed to have a bit of a break. I am somewhat drained from the effort needed to keep the glider behind the towplane.

All this while, the vario has been chirping various noises. Difficult to describe, but it tells you when you're sinking or rising, just by the sound.

Once up there, after a little rest, I flew some turns, and flew a rather nice stall. Plenty of buffetting, then a dead straight break, with a gentle pull back up to the horizon. Lots of flying including dancing on the rudder was required to stay wings level and keep the yarn centred. Fun fun fun. The view over the area to the West of Houston was awesome.

After the stall, we loitered around the field and tried to pick up thermals. Seat of the pants and listening to the vario, and glancing at the vario occasionally. Lots more flying to stay at about 46 knots wing level and coordinated. We found a thermal and I got to try out my steep turns technique. I did well, holding a cordinated 45 degree bank in a thermal to gain about 500 feet. I was well pleased with this. JL was really pleased with this also, and I think he enjoyed being there as much as I did.

After that thermal, we tried for more, but didn't find anything good. And then it was time to head back to the field. We got a sniff of a thermal around the right turn to base and (as we were at 1000') we tried a left turn into it, but nothing doing. JL took it at this point and tested the speedbrakes, before turning base. At some point on base, the speedbrake came out again and we turned final sinking like a brick. At the intended point, JL flared still with speedbrakes for a perfect landing. As we slowed, he retracted the speedbrakes and we came gently to rest.

Well, I am going to fly gliders for a bit and try and build my confidence up. I enjoyed that, demonstrated that I am reasonably handy with a stick and rudder, and learned that these glider things *really* *really* need to be flown rather than just 'supervised'. The main thing is, I enjoyed it. The people seem really nice, and the view is great... Joy of Flying... Welcome back.

Glider Lesson 1 (DL) - Sunday

Mainly working on getting me to fly less. I am a little embarrassed at how much I 'flew' in the intro flight. Most of it was probably just wasted effort. Fun though. Slow flight. Stalls. First takeoffs and landings, with plenty of help on the airbrakes... Learning the checklists. My stick arm does not hurt after this lesson. Obviously, flying a lot less helps that...

Glider Lesson 2 (ING) - Saturday

Improved my tows a little. Tight patterns and almost U-turns to landings. Getting better with the gliding checklists. First rope break. This was scarey, and my instructor had to take the plane as I did not react quickly enough. I think the first unexpected rope break is the worst, and serves as great training for reacting the right way in subsequent ones. The landing after this rope break was probably the most extreme piece of flying I have ever seen. Fast, tight turns, really near the ground, though final turn was probably 300 AGL. Felt a lot lower.

In most unexpected situations, first priority is to establish airspeed, then to fly the plane doing whatever necessary to recover to normal attitude. Getting the stick forward is usually a good start. At worst, you might find a bit of airspeed, which is "money in your pocket", in a glider. There are some advanced techniques which involve getting in ground effect, which saves energy, allowing you to glide further, faster, and 'pop over' obstacles in your path. It's obviously pretty desparate if you get in a situation like that, though.

Glider Lesson 3 (SN) - Sunday

Just pattern tows today, as the ceiling is quite low. Takeoffs and landings. I make one mistake in the checklist, forgetting the airbrakes. Oops. I am now well drilled on the checklists and they are set in stone in my head.

I am getting a bit fancier with the landings, handling the airbrakes myself, and dialing in the required stick pressure for the flare.

One thing is for certain, the glider is slow to roll, but very pitch responsive. If you get out of position for landing you really have to manhandle it. But the pitch control during landing is so sensitive, you have to just think it into the flare.

Glider Lesson 4 (PB) - Saturday
2000' ceiling. Wind SSE at 8 - 12 kts.

4th lesson and 4th different instructor. This is quite something. It is a long wait until my lesson starts as I arrived early at the field and am not scheduled to fly until 3pm.

About 2:45 my instructor checks out my log book and we chat about what we are going to do. First, a high tow to 3000' so I can fly around and get back into it. We do this and I handle the tow ok, though not quite as good as I have done. We do some MCA flight and some straight ahead and turning stalls. These are actually my first turning stalls, but they are nice and easy. The L23 feels docile today, with plenty of buffetting near the stall and gentle easy recoveries. After some steep turns and thermalling at the downwind boundary we head back to the IP and enter a pattern for a decent landing and rollout. The wind according to the windsock is straight down the runway, but all my landings today need right rudder. The L23 rudder is absolutely huge, and gives plenty of feel and confidence for getting the glider to track straight at touchdown.

Next flight is a practice (unwarned) rope break at about 400 or so AGL. I get the nose forward and suggest a downwind landing. As the instructor is with me, we fly a shortened pattern and normal landing. i.e. 55 knots and nicely coordinated 45 degree banked turns.

At this point, my instructor tells me all I have to do is deliver a couple of good patterns and landings and I can solo (gulp!). The next takeoff and tow to 1200' is ok, but I land fast and balloon about 10 foot. The actual landing was pretty smooth, but the attitude change allows the glider to again take to the air. This reach for the sky does not last long, as I punch the stick forward, then come back on it again to hold a good flaring attitude. I have rediscovered my 'tugging' technique, which lets me feel the glider back to the ground. The touchdown (take 2) is smooth and I pull the airbrakes to full to slow down. I am allowed this faux pas as I performed a cracking save, instead of panicking and freezing. I am really buzzed after this save. It worth noting, that I practiced exactly this using the modeled Aviat Husky in X Plane. That plane takes some serious catching if you get out of shape. Thanks Austin !! I'd only ever tried that maneuvre on the computer, but hey, it worked. I guessed it helped that I'd seen it performed very well, by my instructor in a C-172 after the occasionally badly bounced landing...

Number 2 takeoff and tow is ok, but the landing requires lots of right rudder. The touchdown is near perfect with no sideload or bounce, but then things go badly awry (The best laid plans of mice and men gang aft aglae - McGonagal). I must have relaxed and taken my right foot off the rudder. The glider **immediately** veers hard left (as if kicked by a mule) and it takes everything I have to keep the wings level. This goes on for at least another second whilst I fight it and try and work out what to do next. Luckily, there is an instructor in the back, who suddenly boots in **hard** right rudder, and things sort themselves out. The feeling at this point is "Damn, I blew it." We discuss the problem and work out what went wrong. It's suggested that I might get another couple of flights at the end of the day if I hang around. Psychologically, I am not that damaged by this, but I am a tiny bit shaken. If I had been by myself, the landing was good, but the rollout would almost certainly have damaged the plane, and I would have been **seriously** in the doghouse.

About an hour and a half or so later, We take to the air again. Here's a deal. One perfect landing, or two decent landings will get me to solo. Takeoff and tow are ok. Pattern is a little low, but speed is good and I close the airbrakes a little to lose less height than usual. Landing is a trifle bouncy, but safe and solid. Clincher flight. Similar story. Solid takeoff and tow, with a decent pattern and safe landing.

After a short debrief, I am told that I can solo, after the paperwork gets done. We exit the glider, and head over for me to take, and pass, the airplane presolo test. Luckily, I have skimmed the Blanik manual a couple of times which gives my almost full marks on the question paper. I already passed the FARS test, so I am good to go. The walk across to the glider is a long one. I can't really believe that I am going to do the whole thing myself. No instructor, autopilot, or even engine. I will be towed up attached to a Piper Pawnee and set free at 2000', then have to fly calmly and safely around, then fly a pattern and landing, where there must be no screw-up... You can't call 'go-around' and calmly push in carb-heat and throttle like a 172...

I climb in to the Blanik L-23 and strap in tightly. I run through the ABCCC checklist. Confession... I forget the DE but I know what to do, and I checked the wind by staring at the windsock pretending to be cool whilst I had butterflies before getting in the plane. All the time, I am assessing my options. It is taking a real effort to stay calm and focussed at this point. No one who hasn't been through this can really know what's happening in my head at this point. I absolutely have to get it right. No slip-ups.

Everything checks out. Pattern is clear. I thumbs-up to Alex and he lifts the wing up. This is it. Go/No-go. I waggle the rudder and after a brief pause we (oops, I) am rolling. I'm not sure what happens at this point, but the plane slips leftwards slightly, and I feel the mainwheel jolting slightly. I was flying the wings, but not the rudder. Either way, after a brief continued jolting, the glider **pops** right up off the ground and I nose it forwards to follow the towplane. Bit of rudder to straighten up, and I pretend it is just another lesson. The tow goes well. I keep looking round and enjoying the view and the unbelievable sensation of being up there almost by myself, aside from the umbilicus of plastic cord holding me to the towplane, and pulling me aloft.
This is the easy bit. I have been warned to stay upwind of the field, and I do. I loiter around and use a couple hundred feet to fly half a mile or so upwind. I keep checking on the field location, and I practice a few turns, slow it down, speed it up and play with the rudder. It is really something being up here in a sailplane. Even the name is poetic. I loiter a little more, then head for home.

I enter the pattern just a little high, and call ground. Wallis ground, Glider 275-bravo-alpha entering right downwind for one-eight. I run quickly through the landing checklist (USTALL) and trim a touch nose heavy for 55 knots with a little backpressure. I pass abeam the landing zone a bit quicker than I thought, but at about 650' AGL. On the numbers so far. Passing the forty-five degree point, I turn hard with 45 degrees of bank into base leg. The wind was obviously quite strong as I can see the ground going the wrong way, and I am obviously heading slightly downwind. This is not good, so a hold some turn in and turn final a little early. Speed is about 60 knots, so I have held the turns much better than earlier in the day (70 kts not unusual), but I now have to manhandle the glider to the left to get to my landing zone. I pull a little more brake and nose forward slightly to hold the speed. Plenty of stick and rudder to slip it a bit left. About two seconds from the ground I ease in a little more back pressure and the glider flattens a little. About 10 feet, skimming along, airspeed is coming down though 50 to 45 knots and I feed in some right rudder to line up with the ground. Touchdown is smooth, and I pull the brakes to full, and ease a little more back pressure, just to see what happens. As expected the tail clangs on the ground, but at a 20 kts sort of speed. I am down and safe !!!

I did it!!I am still outwardly cool as I climb out, but the overwhelming sensation is one of relief at getting the glider back in one piece. It all went good. Better than quite a few of my flights. By myself !!! Congratulations, hugs, shirttail cutting and a large bucket of water follow. Whew!!!

Soloed
Well that was really something. I am really glad I did it, and that I did it well. I believe it took a lot of effort from me, and from the people teaching me. It's only really the start...

Glider Lesson 5 (AH) - Sunday
2000' ceiling. Wind SSE/S/SSW at 8 kts.

New lesson. New instructor. The scheduled instructor (both Sat and Sun) was ill, so again a different face. We prebrief the flight, discussing tactics, and I try and get some idea of what areas this particular instructor will be looking hard at. It turns out that speed control was the main area...

We do a high tow to 3000' and I do some slow flight, and general stalls. I am tested somewhat by being asked to locate the field a few times. I had expressed an interest in doing some spins and we do clearing turns, then some tight 720's to check above and below. I have a spin demonstrated to me...

From normal flight (42/45 knots), we slow gradually about 1knot / sec. Nose is high. Quiet. Mush. Buffet. The nose falls into a stall break. However, the instructor holds the stick hard back, and the nose gets to about 60 - 70 degrees below the horizon, with the glider feeling like it is picking up a little speed.

GULP! Instead of recovering however, like a 172, the glider (and this is my best description), the glider shugs it's shoulders, says "Screw you!" and enters a spin... Absolutely awesome. We hold the spin, then simply releasing the back pressure on the stick lets the glider recover neatly. See this link for a USAF test of supposedly the same glider, though their was maybe badly rigged...

The instructor then gives a couple of interesting demos, including a wingover, entered from a shallow glide about 90 kts, that leaves us hanging and turning in midair (with the nose pointed vertically upwards), before returning straight down the same way we came up.

By this time we are at 1300 and head back to the IP, and I fly a nice solid pattern and landing. My speed control is not too bad, but I am chastised for having got up to 65 instead of staying between 55 and 60 knots. I don't dare tell him that my approach speed record is approximately 75 knots... I had to land pretty darn gently that time... He's dead right though, it really is much easier to land a bit slower. I think that some discretion gets exercised by the instructors on speed control. A bit of extra speed on an approach is a much better thing than too little, and shouting at a student on final approach can't be a great idea. Too little speed is definitely a 'take the controls' situation though.

The second flight of the day, I fly a somewhat tidier takeoff. The tow is also fine and we do some more steep 720 turns. Then... more spins. I fly the glider slowly into a nice straight stall, holding the stick full aft, the nose drops and I continue to hold the stick. As the nose drops towards 70 degrees, again the glider shrugs, and spins. I enjoy it while it lasts and recover, maybe pushing the stick a little forward instead of just relaxing the backpressure. "Interestingly", the glider recovers **past vertical**. i.e. the nose points a few degrees behind what would be straight down. At this point, it's like a rope has been cut somewhere, and the airspeed needle shoots from about one o'clock (30 knots ish) to 11 o'clock (100 knots ish). A loud whoosh and gathering speeeeeeed accompanies the airspeed needle. By about 80 knots I am applying steady backpressure and the vertical dive shallows to 60, then 40 then normal attitude is resumed. I reacted pretty quick, and the speed increase was quick enough that we didn't really lose that much altitude. I really wish I could have that on video...

There is some more 'playing around' with the Blanik and I head back to the IP. Ooops. Wrong side. Left pattern today. The pattern and landing is good, with much better speed control, and a good touchdown and landing. All-in-all, probably the most fun ever in an airplane. What a brilliant airplane!!

Glider Lesson 6 (DG) - Saturday April 21 2001

New lesson, new instructor. It's a bit windy to solo so some practice soaring is suggested. I am happy to go with this idea and we tow to 2000 feet. Unfortunately, we miss what's around and have to track back to the IP, for an uneventful pattern and landing. The next flight is more successful, we release at 2500 and I am 'flown' by remote control instructions from the back seat, through a street of thermals. After a few, I get the hang of watching the vario and speeding up in sink to 60 kts, and slowing down in lift to 36 kts or so. This stop-go flying gets us to 3600' from a release at 2500'. Quite impressive for no cost, except some flying around. We take the opportunity to fly some turns whilst we have the altutde. After about 28 minutes, we cut the flight short and head back to the IP. Both patterns today feel a little rushed, but the landings and rollouts are definitely nice.

Glider Lesson 7 (FS) - Sunday April 22 2001

New lesson. New instructor. It's **REALLY** windy. 25-33 mph nearly straight down the runway. Out of five flights, 3 are practice rope beaks at 400', which I was warned of on the ground. Takeoffs are slightly different today. I have to hold the stick forward once rolling and keep it there until we have flying speed. At this point, **gentle** backpressure should allow the Blanik to fly. In practice, I manage to do this really nicely, a grand total of **once**. The rest of the takeoffs are serviceable, but it feels a bit awkward to me. I seem to make appropriate decisions for the patterns and we fly one pattern with base as the North end of the runway, and my instructor demonstrates that with full spoilers and 30mph wind, we could not make the TZ. With the spoilers retracted, we make a better glide angle and I make a 'firm' landing. Actually, because of the winds, and being required to just get it down, all my landings today are much firmer than usual. I look forward to a bit less wind, and being able to reinstate my little bit of 'hold-off', for gentler, smother landing.

Glider Lesson 8 (DG) - Saturday April 28 2001

It is crosswindy today, so I prepared for not soloing (again). First flight is to 2500 and we release and scratch around for some lift. Nothing much happens, and we fly back to the IP and set up for my first approach to 36. The first problem is that I don't have much of an idea of where the TZ should be so I arbitrarily select one about 2/3rds down the runway. It's a bit low at this point and I turn base about 400 AGL with the spoilers stowed. Unfortunately, I find myself a bit high on final and have to go full spoilers. Final is nailbitingly, head-explodingly scarey for me as there are planes ahead of me on the runway. Despite this, I pull off a perfect flare and landing from a high sink rate on final. The landing rollout finishes just behind the Lark. Phew!

Second flight, we find lift around 1800 and milk it all the way up to over 5000'. We easily make it over to Beasely, topping up along the way, never getting lower than 4500. The height allows us to turn back and fly 75 kts back to the field. At this speed, banging through thermals is great fun, and feels just like riding ramps on a bike, a brief kick up, then a fall back to normal flying. My approach is a bit ragged, but flare and landing are good. Again, obstructions, including a tractor, on the runway make the landing a bit nailbiting, but not as bad as the first one.

Lessons: well first I need to get the approach stuff back under control, secondly, I'm not sure my general flying was that great this weekend. I guess we all have off-days occasionally.

Glider Lesson 9 (PB) - Sunday April 29 2001

This lesson was 5 'pattern tows'. A variety of rope breaks including a couple at low altitude. First one, the rope broke just above 200'. However, I elected (wrongly) to maintain the turn I was in on tow. So, at not much over 200', I was flying a downwind turn. I called my mistake pretty quick, but too late to change my mind. At this point I had to stick with it, or out-land. Turn completed, we were quite low, but pointed back to the runway fighting a 10 kt crosswind. We made it over the phonelines at the end of the field and got lined up with the runway for a decent landing.

Next flight was the same, but I made the correct turn, and the crosswind had us perfectly lined up for the 'downwind' / crosswind landing.

A higher rope break this time, and I elected to fly a short pattern. My instructor requested a right pattern, but I requested and was allowed a left pattern, so I could make my base turn into the crosswind. I felt pretty good about this, as I flew best LD and allowed the crosswind to drift me nicely into position for left base. Base and final were uneventful.

I guess he really wanted to see that downwind base turn, as another rope break at 400 followed. This time be got to turn base downwind at about 300 AGL. About halfway into the turn, he took it, as flying the turn was beyond me. I had suggested landing downwind as I was already scared about making the turn, and that's what I would have done by myself. As it was, I could feel my instructor making doing some extremely fancy flying to make the turn, and we completed the turn right over the ops shack, which made for a few comments afterwards. Not to mention, my own approach over the wires, on the first flight.

Last flight of the day was finally a normal pattern tow. By this time I was pretty tired and my flying was pretty ragged. A/s control and coordination were just terrible. Bad flight, to end a not terribly good day.

I did learn a few things. 1) Be very afraid of downwind turns. 2) My instincts are usually pretty good. 3) I am now allowed to disagree within reason with a suggested course of action. 4) Everyone has off-days.

After this, I cancelled my scheduled afternoon lesson in the Citabria. I am expected to solo this pretty soon, and don't want to be in anything less than peak flying condition for any given lesson.

Glider Lesson 10 (PB) - Sunday May 6 2001

After last weeks 'through the wringer' experience, first flight was a nice tow to 2000' then a little 45 kt float-about in a cloud hole. A/s pegged at 45, and some gentle turns just to relax. Entered the pattern high, and used lots of spoilers to get down. Then a nice approach and landing.

Second flight, take off was a bit dicey. About 100', got a bit right of the towplane, and low enough to have the left wing in the propwash. Result was an almighty lunge/bank to the right, which I caught before anything really bad could happen. "Nice save." called from the back seat. Towed to 1000', then a decent pattern and landing.

After these flights, I soloed a couple of pattern tows. Both went well. Plane felt a bit strange on all the takeoffs, like the tail was too heavy, but I think this may have been due to the wet state of the runway, or run-bog. It definitely felt like the tail took a long time to start flying, and be responsive. Probably the tow plane had more wheel drag on t/o also, so that didn't help.

Both solo landings were nice. First pattern was a little slow, and second was faster, but turn to base was a bit late, and I had to push the spoilers in, then it all came together on final. Very satisfying.

Well, two more solo flights done for a total of three. Seven more required, and I will hopefully get signed off on the 1-26, "Chiquita Express" (Banana Yellow 1-26), for some serious time building and thermalling practice. It was definitely nice being up there by myself, and it was definitely to pull off a couple of nice approachs and landings all by myself.

Note to self: use checklist for preflight and remove all tape from aircraft...

Glider Lesson 11 (RM) - Saturday May 12 2001

Three pattern flights, with a longer one in the middle.

Glider Lesson 12 (PS) - Sunday May 13 2001

There was a long wait before I could fly, as we had tyre problems on the L-23. After one flight and a pause for a wheel change, I gained another couple of solo flights.

First flight was ok, but t/o was a bit dicey with some wing drop into the wind, which took a bit of fighting.

Second flight was even harder on t/o, and I thought I might have to release at one point, but by 100 feet it was ok. Both landings were badly long (especially the second) due to poor airspeed control on the base to final turn. I've duly noticed this and will work to fix this problem, otherwise I will be in trouble if I have a congested runway day. Also, the aircraft is very hard to fly in the pattern when too fast. The second flight needed most of my strength just to manhandle the L-23 onto final lined up in some semblance of a decent approach, and the flare went on forever. Not good.

Glider Lesson 13 (AH) - Sunday May 27 2001

Excellent day, but everything was delayed by plug/mag problems on the towplane, including an oil change. Eventually at about 3:30pm I got to fly and went up and practiced thermalling with Al coaching me from the back seat. It was an interesting flight as we spent a lot of time in the air (28 mins) and most of that up at 3000'. One interesting experience was my first accidental stall/spin. While thermalling, I let the speed fall a bit, and one wing dropped. I tried to pick it up, but the whole aircraft followed the errant wing downwards. Bit of forward pressure recovered from the incipient spin, with some loss of altitude and gain in airspeed. Pattern entry was interesting, as I couldn't get the spoilers back in after pulling them on the checklist. This was a bit perturbing to say the least, and I probably near deafened Al with a shout of what probably sounded like panic. However, spoilers back at half, I made a nice approach and landing. Cleared to solo. Note: this is in the newly repaired L-13 glider.

Well, if first solo was like getting to first base, then this flight was the gliding equivalent of near consumation. I released at 2000', and just flew around looking for thermals. I didn't have to wait long, and was soon up to 3500', cloudbase. After some more flying around and thermalling, I took another thermal under a big cloud. This topped out at about 3600', and I found out why you have to stay away from clouds. At 80 knots and having safely escaped the cloud, I had to try hard to lose altitude and it took a while, as I kept finding myself in thermals. In fact, I flew about 70 knots and had to resort to wide circles in sink to get down. Around 1500' MSL at the South end of the field I radioed and asked for my time in the air, figuring that over 30 mins had to be the next badge (Correct, on this occasion). Tom radioed that I had 24 mins, so I made a quick 180 back to the thermals just south of the field and loitered back up to 1900' or so using a couple of thermals. After this I figured I should return and let everyone get home, and I made a steep fast (cool) 180 turn and headed into the IP, radioing a nonchalent sounding call, despite the huge grin plastered across my face. I was pretty careful just to edge the spoilers open and check them, then verify I could get them back. I could, but not in a hurry, so I stayed being careful. I flew a slick approach with base right over the poles at the North end of the field, with good airspeed control letting the glider respond crisply and precisely, but had to fight a bit more turbulence on final than usual. Then, in the flare and at a couple of feet above ground it suddenly went quiet and a glance at the airspeed showed it retreating abnormally quickly... Bump, then bump and I was safely down, right on the numbers.

If the amount written corresponds to my enjoyment, then this must have been a cracker. And it was. 31 mins solo in the L-13, with 3600' max from a 2000' tow. Badge B if I am not very much mistaken. Thanks Al !! Gee, that L-13 is nice to fly !!

?? Couple of solo's Memorial day in L-13 one slow & one ok ?? Check log

Glider Lesson 14 (DL) - Sunday June 3rd 2001

Today was very windy and not everyone was being signed off solo. I was hopeful but wasn't going to be too disappointed if one checkflight was my lot for the day. Eventually, at about 3pm, I strapped in and DL acted as passenger/instructor for the flight. We got off at 2500' and cruised around. Thermals were present but broken up not giving much more than fairly nasty turbulence and I really struggled. We were up 20 mins or so, and I made a nicely speed controlled pattern and firmish landing, as usual in the L-13. The spoilers have freed off a bit which helped a lot in flying the pattern. DL asked if I wanted to go by myself, and I did.

Two solo flights, with the first one being a real handful due to all the turbulence. Probably the nastiest air I have flown in. Struggled to gain any height in thermals and downwind legs of pattern were a bit bumpy. Good control of a/s and a decently long crabbed baseleg let me judge the finals ok, though my proposed TZ marker (the 1-26) had moved to the other end of the field, which made me laugh, and I switched to using the end glider trailer.

Second solo landing must have had a gust, because I ballooned a little, but closed the spoilers and milked it down for the gentlest touchdown I've had in ages.

Not a bad day. Pushed the boundaries of what I thought I could fly in, a little, and I now have the 10 solo flights I need to allow me to be signed off for the 1-26. I will look forward to flying the little yellow banana.

June 24th 2001 Aboyne Scotland

53) Flew the famous FYL at Aboyne. 48 mins with a real Tornado pilot as instructor in the back. I was allowed the t/o which was cool. The a/c was nice to fly, and responsive on tow, easy to trim nicely, and I kept talking on my way up the tow. We scratched about trying to find lift, and managed to find a weak thermal in the nick of time. I stuck with it and made it up to 4800, before we drifted too close to the Aberdeen TMA, and had to head slightly West. NK spun it, than allowed me to have a go. I entered the spin, let it go a turn or two, then recovered. It was excellent. FYL is a bit faster in the spin and needs some real work on the recovery, but it was fine. Buffet prior to stall was very pronounced, unlike the L-13...

On return we made a nice circuit, and NK landed it, as I was just not up to it in the conditions of a REALLY nasty xwind and the beach towel sized Aboyne landing strip.

Going back, to fly in wave ... Absolutely!!

June 30th 2001 Wallis TE71

54,55,56) First 3 flights in the GHSA 1-26. 10,22 and 26 minutes respectively. First landing was perfect and the others were ok. The 1-26 is great fun, and is easy to fly, but lacks performance in both staying aloft and penetration against the wind. It is a bit like driving a mini on a freeway. Fun, but you could get in trouble. That said, I did enjoy it. I will try and keep my flying up to snuff... some sessions with an instructor in the Blaniks may be useful. Towing in the 1-26 is interesting, as it flies very nose-light and there is no trim. You just have to hold forward stick all the way up the tow, which gets a bit wearing on the arms. My solo time is starting to accelerate a little, now that I can stay up for longer than 10 minutes at a time.

July 8th 2001 Wallis TE71

57) RM signs me off for the 1-26 and I do a 41 minute flight. The tow is my worst ever, but everything else works out. It is a hot day and maybe I am suffering from the heat slightly. 3500' feet attained from a 2500' tow.

July 14th 2001 Wallis TE71

58) MZ and I strap into the L-13 for a pattern flight. 9 minutes duration. I flew well and landed nicely and he is happy to sign me off to fly the 1-26.

59) 1-26 flight of 1 hour and 10 mins. 3800' from a 2300' tow. Hard work in the little cockpit of the 1-26, but a good solid flight. Borderline C-badge flight. Might be stretching it a bit.

July 15th 2001 Wallis TE71

60) DL signs me off for the L-13 and I tow to 2000' only to come straight back after 15 minutes. Everyone laughs.

61) Blanik L-13 I tow well to 2500' and attain 4000' best altitude in an epic 1 hour and 21 minute flight. This is my best ever. Lots of gliders are around and I thermal near the L-23 for a while before wimping off southwards. This is my C-badge duration flight. I need to read the Soaring manual and pass the xcountry knowledge. My thermalling is way better, and I may start to imagine myself as a xcountry pilot... hee hee

62) 22 minutes in the L-13. Really nice t/o and tow. Best of 3200' from 2500'. I made a really nice pattern with this flight, even managing to roll to parking like a pro. I feel like the basic mechanics of flying, have sort of fallen into place, and are much more natural, though I am by no means a great pilot, I do think that I am getting somewhere. My tows, and landings have improved 200%, and I am not sure why. I think I have smoothed out a little, and am trying to be as smooth as possible. My landing flares in the L-13 have been just right. I think I can dial out the little a/s increases on final that I do, and that should get me a little further better.

This is where gliding got special to me. On the long flight, I felt like I blended with the plane, and suddenly I was feeling the aircurrents, the thermals like water fountains, and the turbulence where thermals break up. It's hard to explain, but suddenly I felt that I belong up here in a glider, and it's a love that I never ever want to lose.

... errr, long gap of not filling in website, bad wx, towplane fire etc etc

March 10th 2002 Wallis TE71

Check-ride!! Gary Gandy flies in to administer 3 checkrides. 2 for private glider and 1 for commercial glider. There is the usual chatting and ribbing, and I fly a couple of tows in order to demonstrate my ability and judgement as a pilot. The ride goes fine, aside from the last manouvre of slip to landing, which I get a little out of shape on, but recover and reestablish quite nicely. With the slip in, it's a bit of a wriggling around to line up, flare and touch, but it's all safely under control, and after a few minutes of discussion, the 120 temporary airman certificate is issued !!

First flight as private pilot

Back seat checkout

First flight carrying a pax -- you know who you are !!! ;-)

Gliding Links

Greater Houston Soaring Association
Soaring Society of America
USAF test of the L23 Blanik
Learning soaring at Aboyne, Scotland.
My solo pictures.