Oz Report

I completed 120 pages of documents just for the insurance part of the competitions that we have organized

CIVL|Larry Bunner|Midwest Championships 2017|video|weather

And we are forever grateful to be able to follow the original work done by Larry Bunner for the Midwest 2017 competition. Here is the required bid information for a Category 1 competition. You have until September 1^st to fill this out and submit your bid.:

https://www.fai.org/document-compression/24747

• The following information must be provided in support of your bid.
• A bid will be refused if some of the information is missing.
• This template has to be followed: same items in the same order.
• Additional information of the bidder’s choice may also be included at the end of the bid (see point 35)

• This document will form part of the FAI Organiser Agreement. It is binding. Key information (like the entry fee) cannot be changed later without CIVL Bureau and Plenary consent.
• Documentation required in support of the bid is noted in Annexe B.
• Outline of the budget must follow the template as per Annexe C.

…

See FAI document: Naming FAI Competitions available at: http://www.fai.org/fai-documents under Organising an Event.

…

…

…

State here which competition allows you to bid.

To be eligible, the NAC making the bid shall, as a minimum, have held a national championship or FAI Category 2 competition with a minimum entry of 50 pilots for Cross Country events or 30 pilots for Accuracy and Aerobatics events, on the proposed site(s) within the four years before the bid is received.

…

Party designated in the Organiser Agreement who will have contractual responsibility for organising the event, and will sign the Organiser Agreement.

The party has written approval and endorsement of the holder of the Sporting Powers (see point 6).

…

Party having the sporting power in your country.

• It can be the National Airsport Control (NAC).
• It can be another entity (a federation for instance) to which the NAC has delegated its sporting powers. If this is the case, a letter of information has to be sent by the entity to the NAC.

The Sporting Power will also have to sign the Organiser Agreement

• Free and official training days.
• Registration.
• Mandatory Safety Briefing.
• Opening ceremony.
• Mandatory training task.
• Championship flying days.
• Closing ceremony.

Include brief note on qualifications, experience, languages, etc.

For all events:

• Organisation/Event Director.
• Meet Director.
• Safety Director.
• Meteorologist.
• Launch (or drop) Marshal.

For Cross Country:

• Scorer.
• Live Tracking Manager.
• Goal Marshal.

• At the time of the bid, the CIVL Coordinator will be the CIVL President or the appropriate Committee Chairperson. If the bid is accepted, the Coordinator will be the CIVL Steward as soon as he is appointed.
• In Accuracy, the Chief Judge and Event Judges will be appointed by CIVL in consultation with the LOC. The Chief Judge will then appoint other Judges in consultation with the LOC. All Judges should be the same at the test event and at the event.
• In Aerobatic, the Chief Judge will be appointed by CIVL in consultation with the LOC. The Chief Judge will then appoint other Judges in consultation with the LOC. All Judges should be the same at the test event and at the event.
• The CIVL Jurors will be appointed in due time by the CIVL Bureau.

Specify the maximum number of pilots allowed overall.

You may want to justify this number in relation to the site and flying conditions.

Reminder:

The maximum number of pilots per nation and the team size will be defined in the championship Local Regulation, which is subject to CIVL approval.

Define the Entry Fee for the Championship:

• For Pilots.
• For Teams Leaders and Assistants.
• What is included in Entry Fee.

Reminder: See Section 7 Common 5.1.2 for the minimum expected to be included in the Entry Fee.

Define what will be optional or subject to additional charges, such as tow fees, retrieve, lunch packs, equipment hire, etc.

• Dates of Test Event.
• Pilot qualifications (open selection or specific criteria if any).
• Entry fee for Pilots, Teams Leaders and Assistants.
• What is included in Entry Fee. (see 11. above)

Reminder:

See Section 7 Common 2.4.5 and 12.1.1 for general requirements.

See Section 7 Common 12.3.1 for the minimum International Participation required.

Add general comments on suitability of sites for proposed event, competition history, accessibility, availability, permission for use.

For each site, list:

• Take-off direction(s).
• Height above valley.
• Configuration, surface, size of take-offs and rigging/preparation areas.
• Number of ramps.
• Hazards (cables, pylons, trees, etc.).
• Facilities (car park, shelter/shade, water, refreshments, toilets, etc.). 

For winch/aero tow sites:

• Airfield details, size, wind directions, facilities, etc.

For Accuracy:

• Height difference between take off and target area.

For Aerobatic:

• Height above water when reaching the flying ‘box’.

• Road access: for cars or only 4-wheel drive vehicles or organisers trucks?
• Cable car or mountain railway to take-off area?
• Parking available part way up?
• Organiser transport arrangements to sites.

For Accuracy and Aerobatic:

• Shuttle time from the landing area to take-off area.

• Type and suitability of terrain.
• Unlandable and built up areas difficult to avoid.
• Suitable goal landing fields and height AMSL.
• Suitable ‘bomb-out’ .
• Local road quality for retrieves, road traffic problems.
• Any prohibited flying or landing areas.
• Include a map or a link to an online map showing airspace, turnpoints, major features, typical tasks (see Annexe A).

For Accuracy and Aerobatics:

• Target location and specificities.

• Free to what height above take-off and task flying areas?
• What limitations? Restricted/prohibited areas?
• What permission or exclusions required? How likely to be granted?
• Frontier crossing arrangements?

• Details of any sites prone to low clouds, possibility of wave or foehn, best time of day for thermal upslope, possibility of residual lift late in the afternoon, known turbulence areas.
• Weather data and type of conditions to expect during the period selected for the event.
• Recommended maximum wind speed: on launch and for task flying.

• What arrangements will be in place for daily forecasts during the event and the relevant experience of the forecaster.
• Details of satellite weather monitoring, most reliable web resources for forecasts, automatic wind station monitoring, webcams, etc.

• Details of transport provided to launch, organisation vehicles, vehicles to be provided by competi­tors, etc.
• How retrieve/check-in will be organised.

In general:

• Local meteorological conditions (areas of rotor, strong valley winds, etc.) or local terrain features (pylons). 
• Task setting/task style/scoring ideas to compensate.
• Comments on pilot qualifications/skill levels required.
• Details of any fatalities or serious accidents on the site or in the task flying area in the past 5 years.

• Information on experience of on-site doctor/paramedic, first aid arrangements, medical first response in tasks area.
• Helicopter availability including response times.
• Helicopter landing space for each site.

States here what your safety management plan will be.

Reminder:

FAI has published ‘Guidelines in the event of a casualty or of a serious accident’. Please be aware of this document and its sections:

• Advise Regional ATC Centre and also local ATC organisation.
• Raise NOTAM.
• Insurance to cover liability, rescue charges, etc.
• Advise local police.
• Advise local ambulance, hospital and other medical services.
• Arrange medical doctor rota to cover the event also to cover any post-mortem
• examination and inquest.
• Arrange site facilities, including a control room and incident room.
• Appoint officials: Event Director and Deputy Director, Event Safety Officer, Public Relations Officer.
• Investigate laws, rules and procedures that apply at the event site or sites, for accidents, injuries, fatalities and air accidents.
• Make plans for dealing with accidents and incidents: release of names, control actions, incident log, official statements after the event, immediate actions, follow-up actions, dealing with press and media, witnesses, details of injured or deceased, National accident investigation procedures, continuance of event, facilities for victim’s team, report to FAI; Injury, illness or death of participants or spectators.

• Radio XE "Radios" s: details including any restriction on frequencies or types of radio, particularly 2m, and any licence requirements.
• Mobile/Cell ‘Phone Coverage: availability of local SIM cards. Details of best network coverage within the competition area.

• Their familiarity with this type of event. Past experience? Assistance expected?

• Insurance requirements pilots will be required to provide (third party, personal, repatriation…).
• Detail of what will be available to be purchased on site.
• Details of Organisers’ Liability cover for the event (including public liability and CIVL officials).

Reminder:

The LOC must arrange insurance coverage in an adequate amount in connection with the event including public liability insurance meeting the applicable legal specifications. This coverage must be presented to the FAI at the earliest opportunity.

The FAI, its respective directors, employees and assigned event Personnel must be designated as additional insured parties for liability claims.

• Location and size of rooms for briefings, registration, equipment checks.
• Office facilities: AV equipment, office equipment, communication systems (phones, wifi, etc.).
• Internet access available for Officials.
• Internet access available for competitors.

• General outline of availability and average prices of hotels, camping sites, apartments and other accommodation.
• Proximity from event HQ of: car hire, shops, restaurants/bars, repair facilities, etc.

• Outline of the anticipated website design/content, which should be the main means of disseminating information about the championship.
• Confirm that this will be in place prior to the test event, and updated prior to the main event, with all relevant information, at least 6 months before the start of the event.
• An interactive online registration and payment facility is desirable.

• Will any FAI member be refused entry to the country?
• Details of visas required for visitors from FAI member nations.
• Details of any vaccinations recom­mended for competitors (or provide web addresses for information).

• State any date before which competitors should not arrive.
• Give details of arrangements for pilots if early arrival is possible (access to launch, etc.).

• Information on custom arrangements for temporary importation of gliders and other competition equipment. If necessary, customs at main entry points for the event should be informed of the nature of equipment that will accompany pilots.
• List entry points that have already been contacted or notified.

Medals and diplomas will be provided for free by CIVL, but transportation and custom are paid by the organisers.

• State here if there are any other forms of recognition or prizes.

• Outline of plans to promote the event.
• Media coverage planned before, during and after the event.
• Facilities for spectators (virtual and physical).
• Filming/video opportunities.

Reminder:

Coverage produced by LOC or local partners may have to be provided to FAI for international use without any rights restrictions, limitations and costs. FAI retains the right to use any audiovisual coverage of the event without limitation in space or time.

Are also subject to FAI regulation as per Organiser Agreement (obtainable on request at FAI): international distribution; merchandising and hospitality rights; intellectual property, FAI marks and exposure, event logo, mascot…

• Secured or expected sponsors if any.

Reminder:

If the FAI requests exposure and the LOC has a specific possibility to secure event sponsors of the same products or services categories as the FAI main partners for a major sponsor position, FAI shall be contacted in order to agree on a solution.

FAI shall exercise its right up to 6 months prior to the event. Before this time limit, the LOC may ask the FAI to grant full release from this obligation or to specify which categories have to be reserved.

• Anticipated sources of finance (local, government, sports authorities, NAC, etc.) and percentage of budget expected from pilot entry fees.
• Provide an outline budget (see Annexe C)

…

Name:

Position in Organisation:

Date:

Signed:

1. Letter of support from the NAC or delegated entity.
2. Letter of information from the delegated entity to the NAC (if applicable).
3. Letter of support from the local authorities.
4. Map of the area.

See the Excel file. https://www.fai.org/sites/default/files/civl/documents/cat_1_budget_annexe_c_-_v2018.xls

June 16, 2017, 8:21:47 MST -0600

2017 Midwest, Vlog 3

After the first day of competition

Midwest Championships 2017|video

https://youtu.be/nv2tySnyPos

This video covers the winners of task 1 and pilot briefing for task 2 (which was canceled due to low/weak lift and high winds).

June 15, 2017, 7:57:13 MST -0600

2017 Midwest, Vlog 2

The first day of competition

Midwest Championships 2017|video

https://youtu.be/oNlYpOfHkc8

June 14, 2017, 7:06:53 MST -0600

2017 Midwest, Vlog 1

Wills Wing's turn to log it

Midwest Championships 2017|video

https://youtu.be/yZREHtibq0Y

June 13, 2017, 6:54:22 pm CST -0500

2017 Midwest, a video look

A look around

Midwest Championships 2017|video

https://youtu.be/32ko6enNiJ8

June 13, 2017, 8:48:59 CST -0500

2017 Midwest, my thoughts

Two weeks in Wisconsin

Midwest Championships 2017

We loved being and flying in Wisconsin. It was a wonderful week of competition flying. Eastern Wisconsin is so beautiful and there are landing areas everywhere so you are completely comfortable flying anywhere.

Flying started out a week before the competition on a very weak Saturday after a strong rain storm the previous day. I sure was hoping that we wouldn't have the situation of eighty pilots hanging together in a very weak thermal like the ones we experienced that day. Thankfully that didn't happen during the competition even when we had a weak day or two. There was plenty of room and numerous thermals so that everyone kept out of everyone else's space.

The area around Whitewater is dotted with lakes, small patches of forest and open farm lands. Because of the cold and wet Spring the corn fields were often not planted yet and if they were the corn was only two or three inches high. There were plenty of grass/hay fields with low growth also. One day I did land in a soybean field with the plants just sticking their leaves out of the ground.

Three days before the competition we again had good flying conditions and two days before the competition we had epic conditions which very robust lift and light winds. I had plenty of opportunities to try out various combinations of varios to see what I liked about each one. I'll be reporting more on that later.

With a high level of participation, far beyond what the organizers expected, there were plenty of skilled pilots and tough competition to liven up the meet. We flew in all directions and conditions from a day when almost everyone had to relight to cu filled skies with thermals wherever you went. I really loved the times that I got low and had to dig my way out of whatever I had managed to get myself into.

In my opinion there is no point in flying, if you are flying alone without a goal. I want to fly with others who are striving to do their best. The closer the better and the more helpful the better.

I'm hoping that we all come back to Whitewater next year.

June 12, 2017, 6:14:35 CST -0500

2017 Midwest, the organizers' thoughts

At least Greg Dinauer's

Dragonfly|Facebook|Greg Dinauer|Jamie Shelden|Midwest Championships 2017|weather

Greg Dinauer <<gdinauer>> writes:

Organizing a major sanctioned hang gliding competition is something that Larry, Kris and I have always talked about and, indeed have attempted in the past. Plagued by low turnouts, and of course, the always dubious weather up here in the Midwest, we just lost interest.

This year we finally decided to give it another go. With the lack of sanctioned competitions, due to the complexity of negotiating the minefield of insurance imperatives, and the huge gap in years of having any large scale events like this, we agreed it was a perfect storm of wide open doors.

In October we started drawing up plans. Since then every door has opened, even though the insurance hurtle almost discouraged us out of it. We always had the back-up plan that if only 20-25 pilots signed up and we skimped on everything, we could just pull it off without having to dig too deeply into our new glider funds.

So when after merely five days of the event registration being open, I received a late night call from Larry and Kris confirming that we had 60 registered pilots, I felt like the co-inventor of some unique product that just went nationwide overnight.

Of course we had to have another meeting at Larry’s home (the geographical midpoint) to access what to do about the monster we created. We wanted to limit it to 60, but before we knew it there were 80 pilots registered. So we had to draw a sharp line in the form of strict deadlines to control every ones flying sickness for this event. The glee we shared with the break in the really gloomy weather in the upper Midwest over the prior month well; it was just another of those open doors which seemed as inexplicable as Kris’s “need” to schedule during a full moon. If he is silently gloating, he deserves to be.

In as much as we considered every contingency, now that the competition is over, there were weak places; places that we could have better addressed, had we not also been competitors ourselves. Better communication with the launch process volunteer staff, management of civilities like: the portable bathrooms and waste containers, and the damp condition of the ground, particularly on the first day, are among them.

With all that, the pilots’ response was overwhelmingly positive, and while the soaring was not particularly epic, we did have one or two good days along with some challenging ones.

I really want to say that the three of us never scuffled with each other over decisions or ideas (often done over Larry’s favorite beer), in spite of the daunting insurance mitigation forms that Larry labored endlessly over. Our individual tasks in this came about more or less naturally; just three flying buddies cooperating to make a bigger dream happen.

We want to again thank everyone including the pilots, tug pilots, all the selfless volunteers, and the (more than patient) local pilot community for participating in what we feel was a bit more like what these events use to be. I, for one, while watching Rhett’s vivid green dragonfly depart this morning couldn’t help but feel a bit sad to see it end.

Will we do it again next year? We’ll see. A lot of the busy work is done and as with Jamie, Davis and other organizers in the past, we have learned a lot.

June 10, 2017, 4:11:31 pm CST -0500

2017 Midwest, day 7, the podiums

Simon and Myrkle win

competition|Midwest Championships 2017

https://airtribune.com/midwest-2017/results

June 10, 2017, 4:05:59 pm CST -0500

2017 Midwest, day 7

It blows

Facebook|Midwest Championships 2017

https://www.facebook.com/groups/456553944685782/permalink/472285089779334/

The forecast was correct (we knew three days in advance):

NWS forecast: Sunny, with a high near 89. Windy, with a southwest wind 10 to 15 mph increasing to 20 to 25 mph in the afternoon. Winds could gust as high as 40 mph.

Hourly shows southwest surface winds at 21 mph at noon gusting to 31 mph, rising to 24 mph gusting to 38 mph at 3 PM then slowly decreasing. Forecast for 8 AM – 10 mph.

NAM 3 forecast:

1 PM:

Lift: 500 fpm
TOL: 4,300’
Cloudbase: No cu’s
Surface winds: southwest 24 mph
TOL wind: southwest 40 mph

4 PM:

Lift: 500 fpm
TOL: 4,300’
Cloudbase: No cu’s
Surface winds: southwest 24 mph
TOL wind: southwest 42 mph

The day was cancelled because of the high winds.

June 9, 2017, 10:57:55 pm CST -0500

2017 Midwest, day 6, task 5

The luck can be good or bad

Bruce Barmakian|Facebook|Flytec 6030|Greg Dinauer|James Stinnett|John Simon|Midwest Championships 2017|Niki Longshore|Raul Guerra|video|Zac Majors

Zac Majors called a task to the east given the west winds.

Here is the forecast for the day:

NWS forecast: Mostly sunny, with a high near 81. Northwest wind 5 to 10 mph.

Hourly shows north northwest surface winds at 9 mph.

NAM 3 forecast:

1 PM:

Lift: 500 fpm
TOL: 3,600’ (RAP 13 – 5,000’)
Cloudbase: No cu’s
Surface winds: northwest 8 mph
TOL wind: northwest 16 mph

4 PM:

Lift: 600 fpm TOL: 5,000’
Cloudbase: No cu’s or cu’s at 5,600’
Surface winds: northwest 5 mph
TOL wind: west northwest 12 mph

Op40:

TOL: 5,000’
55 degrees
North northwest wind 6 – 10 mph
Reasonable chance of cu’s
Winds move to more westerly later in the day

The cu's were forming as we got pulled up into the air at 1:20 PM. The lift was weak under the cu's but we just held on and climbed slowly getting up to cloud base which was low at 5,000' as forecasted.

Up and down in the weak lift as we tried to stay near cloudbase. I lost track of the time for a few minutes and then realized I was out of place as the start window approached. Found 300 fpm and climbed back to over 5,000' but I was three kilometers from the edge of the start cylinder when the window opened.

Niki was right under me and I told her that I was going to take the first start clock despite being way behind. She decided to wait for the next start window.

I figured that I could use the pilots ahead to mark the thermals and if they slowed down I could catch them.

There was a cu-filled sky to the southeast but quite a ways off the course line to the north. I followed behind the lead gaggle until I lost most of them by the third thermal. The lift was still weak for me and I'd gain 1,000' before running off to the next one as I got near cloud base.

After climbing to 4,900' in the third thermal it was clear that I would have to venture out into the blue to the south to get near the course line and because basically there were no more cu's any where near the direction to the first turnpoint. Raul Guerra had joined me and we spread out looking for little forming wispies.

We found one but it provided only 129 fpm to 4,800'. We headed due south to the next forming wispies and down to 1,400' AGL and after searching around we connected. This thermal was almost 300 fpm and we hung on until 6,400'. The wind was perfect and we drifted right to the turnpoint as we climbed.

Greg Dinauer had come in under us. We heard later that he had lost his flight instrument and was relying on us to tell him where the lift was. He was circling right with us and climbing right with us even though we would have been very hard for him to see.

It was a short glide to the next turnpoint at Burlington airport and while there were little bits of lift we didn't stay but for a few turns before heading to the Bong turnpoint to the southeast. We probably should have worked the available lift a bit more and gained some altitude, but the cu's ahead looked good as did the dry fields below them.

Soon I was on search mode big time. I had lost track of Raul and needed any lift to keep me in the air. Heading over a series of drier fields I felt a little bump. I pushed back upwind into the 7 mph northwest wind and the lift improved. It was weak and broken at first but I was going up from 800' AGL.

I gained about 1,000' and then James Stinnett came in under me at 350' AGL. He was very happy to see me going up. We climbed to 5,100' at almost 300 fpm on average and again drifted toward the turnpoint to the east.

I noticed that a number of pilots who were ahead of us had landed out. As James and I topped out I saw Raul about a 1,000' below us heading for the goal. My 6030 said we had goal by over 1,000' so James and I went on glide.

It's 20 kilometers to the goal but there is a 2km goal cylinder to keep us away from the airfield as it is a drop zone.

There were no clouds a little past the turnpoint at Bong so I was a little cautious at first. Then sped up as I saw that my glide ratio greatly exceeded the required glide ratio and I was not hitting any big sink. It was a breeze making it into goal.

As I worked my way down from 1,000' AGL I noticed that the pilot before me landed going east. The wind had been out of the west or northwest the whole flight. I wondered what's going on.

I had not looked out to the east to see Lake Michigan. There was a sea breeze and that is why all the guys in the first gaggle other than John Simon and Bruce Barmakian are on the ground (or so it appears). James and I got high at the turnpoint, higher than most pilots so we had no problem dealing with the sea breeze.

Zac talks about his flight here: https://www.facebook.com/zacmajors/videos/vb.584324602/10155349211799603/?type=2&theater

June 9, 2017, 8:09:29 pm CST -0500

2017 Midwest, day 6, task 5

Looks like five competition days

Bart Weghorst|Bill Soderquist|Bruce Barmakian|competition|Davis Straub|Fabiano Nahoum|James Stinnett|John Simon|Kevin Carter|Konrad Heilmann|Lawrence "Pete" Lehmann|Midwest Championships 2017|Mike Degtoff|Moyes Litespeed RX|Niki Longshore|Pete Lehmann|Phill Bloom|Roger Irby

With Saturday predicted to be too windy it looks like Friday is the last competition day.

Niki on launch:

Photo by Mike Degtoff.

https://airtribune.com/midwest-2017/results

Task 5:

June 8, 2017, 7:56:05 pm CST -0500

2017 Midwest, day 5, task 4

Many Brazilian pilots here

Bruce Barmakian|cart|Derrick Turner|Fabiano Nahoum|Glen Volk|John Simon|Jon "Jonny" Durand jnr|Krzysztof "Krys/Kris" Grzyb|Lawrence "Pete" Lehmann|Mark Dowsett|Midwest Championships 2017|Mike Degtoff|Moyes Litespeed RX|Niki Longshore|Pete Lehmann|Robin Hamilton|Rohan Taylor|Sara Weaver|Steve Rewolinski|Zac Majors

Photo by Mike Degtoff.

The forecast for the day:

NWS forecast: Increasing clouds, with a high near 79. Light west wind becoming southwest 5 to 10 mph in the morning.

Hourly forecast is for a 9 mph west southwest wind

There is a front to our west.

NAM 3 forecast:

1 PM:

Lift: 600 fpm
TOL: 6,000’
Cloudbase: No cu’s
Surface wind: southwest 10 mph
TOL wind: southwest 12 mph

4 PM:

Lift: 300 fpm
TOL: 5,000’
Cloudbase: No cu’s
Surface wind: southwest 11 mph
TOL wind: southwest 15 mph

With the approaching front, cirrus clouds could shut down the lift early.

OP40:

1 PM:

TOL: 5,000’
53 degrees
Southwest wind 7 - 8 mph
No cu’s

Four models show no lift at 5 PM, 2 (RAP 3 and HRRR 3) show good lift then.

The major feature is an approaching front. I have the task committee move the task up an hour so that we can have a better chance of flying before the front gets here. That proves to be an important change.

The cloud from the front are already encroaching upon us as we start launching at 12:20. I get towed up into no lift and only find a little before landing. A few pilots find the lift and a few more land for reflights.

Despite the nearby mid level clouds associated with the front pilots find lift and get up over 6,000'. Niki and I launch again and climb up to 3,000' AGL. Our thermal stops there and I go west to find more lift. Just as I leave the pilots upo wind of us circling low find lift and Niki heads for them Her radio doesn't work so she can't tell me what's up. I land soon. She gets up and goes on to take the second clock.

With the weak lift the pilots who take the second clock are able to quickly catch the pilots who took the first clock twenty minutes before them. Pilots are just working hard to stay up and drift to the northeast toward the turnpoint 39 kilometers away.

Only David Brito Filho is able to make goal at the East Troy airfield.

Task 4:

Cumulative:

Task 4:

The pilots at the Sport Class goal:

Your editor coming out of the cart:

Photo by Mike Degtoff

Derrick Turner coming out of the cart:

Photo by Mike Degtoff.

June 7, 2017, 11:18:56 pm CST -0500

2017 Midwest, day 4, task 3

Light winds

John Simon|Midwest Championships 2017

The task is a triangle with a 14 km start cylinder centered around Palmyra:

I was the first pilot to get towed up. Jim Prahl took me to the north and just barely inside the 14 km cylinder whose edge is just upwind of the launch. The wind was out of the east at about 10 mph, but I was able to stay near the start cylinder as I drifted west in each weak thermal.

I was alone and getting high slowly as other pilots struggled below me. Bart joined me and we climbed to 5,000'. Finally I found a good thermal and climbed to over 7,000'.

The launch was going well and other pilots were now in the air and climbing. I'd been been circling  for half an hour and now the cold was getting to me at 7,000'. I had the feeling that my hands (covered by thin gloves) were getting frostbit. I had half an hour to go.

Finally the window opened and half the field was ready to go from on high and at the edge. Ollie and Zac were a bit higher and out in front the rest of us were chasing.

Majors, Chitty, Bunner, Straub, Simon, Weghorst, Guerra, Volk and Dinauer were in the lead as we go on an 11 km glide into the blue. There had been a few wispies near the launch and the edge of the start cylinder which provided us the visual clues to the thermal that got us high at the start. Now there were no cu's ahead.

We were heading for a good sized lake which would kill the lift if we were on the downwind side of it. We were heading for a turnpoint at the south end of the lake. Half way there we found a thermal in the blue. It averaged over 400 fpm and that got us back over 6,500' before we raced ahead to the west.

No lift on the way to the turnpoint. We turned around at 2,900' AGL and headed into the wind with Majors, Simon, Chitty and Bunner out in front. They weren't hitting anything. It did not look good. Zac was just flying straight.

We were heading for three small lakes, not some nice open brown baking fields. Zac went right over the northern most lake and kept on going. Chitty, a few hundred meters behind Zac turned over a brown field and Zac immediately turned around to come back.

Raul and I found lift a little further back as we were down to 1,100'. Bunner was turning a little further south down to about 600' AGL. We all came together except Larry who had to stay in what he had. Chitty, Majors, Guerra, Volk, Simon, and Straub all climbed up together and then headed out at 5,000' with Chitty in the lead.

It's only 6 km when we find 400+ fpm to 6,500'. All six of us plus Bart get up, then Chitty headed out in front.

I followed Majors to the northeast while every else followed Chitty to the east. Unfortunately I missed the thermal that he found and had to go searching on my own which slowed me down a bit.

It got slow for every one as we approached the turnpoint at Lakeland.  I hooked up with John Simon. Majors and Chitty jumped ahead and got around the turnpoint first with Chitty in the lead.

Once we made the turnpoint it was an easy flight back to the flight park.

June 6, 2017, 10:32:59 pm CST -0500

2017 Midwest, day 3, task 2

The results

André Wolfe|competition|James Stinnett|John Simon|Jon "Jonny" Durand jnr|Kevin Carter|Krzysztof "Krys/Kris" Grzyb|Larry Bunner|Mark Dowsett|Midwest Championships 2017|Moyes Litespeed RX|Robin Hamilton|Rohan Taylor|Sara Weaver|Steve Rewolinski|Zac Majors

https://airtribune.com/midwest-2017/results

Task 2:

Cumulative:

Task 2:

Cumulative:

June 6, 2017, 10:00:27 pm CST -0500

2017 Midwest, day 3, task 2

A sky full of cu's

Greg Dinauer|Jeff Chipman|Krzysztof "Krys/Kris" Grzyb|Larry Bunner|Midwest Championships 2017|Niki Longshore|Raul Guerra|Robin Hamilton

The forecast for the day:

NWS forecast: Sunny, with a high near 74. Northeast wind 5 to 15 mph.

North northeast surface wind, 13 – 15 mph noon through 3 PM, 11 mph after that.

NAM3 forecast:

1 PM:

Lift: 597 fpm (other models similar)
TOL: 5,632’ (other models similar)
Cloudbase: No cu’s (All other models show no cu’s except NAM 12, which shows TOL 1,000’ higher)
Surface wind: north northeast 11 mph (other models show 9 – 15 mph)
TOL wind: north northeast 19 mph (other models vary between 15 and 23 mph)

4 PM:

Lift: 577 fpm (other models vary between 398 and 736 fpm)
TOL: 5,964’ (other models vary between 5,301’ and 7,289’)
Cloudbase: No cu’s or 6,000’
Surface wind: north northeast 12 mph (other models vary between 9 and 12 mph)
TOL wind: north northeast 14 mph (other models vary between 14 and 19 mph)

SkySight (between 1 PM and 4 PM):

Lift: 400 – 450 fpm
TOL: 4,000’ – 6,000’ (6,000’ – 7,000’ to the south later)
Cloudbase: No cu’s
Surface wind: north northeast 8 – 12 mph
TOL wind: north northeast early at 20 – 22 mph calming to 14 – 16 mph later

OP40:

1 PM:

TOL: 6,700’
42 degrees
North northeast wind 11 mph at surface level and 18 mph at TOL
Thin cu’s possible

4 PM:

TOL: 7,700’
39 degrees
North northeast wind 11 mph at surface level to 14 mph at TOL
Thin cu’s possible

Actually the cu's formed early and they were maybe 1,000' thick and very plentiful.

Niki Longshore, Larry Bunner, Raul Guerra, Greg Dinauer, Kip Stone and I along with a few others took off in early bird. The lift was weak but we managed to climb to 4,700'. We had to go searching after that and hung in zero or less for a good while until Larry showed us the lift to our west, downwind. We all got under him and all climbed to 6,700'.

The wind was blowing 11 to 13 mph out of the northeast so that we were drifting rather quickly to the edge of the 15 km start cylinder so we headed back upwind to the inviting cu's. I found 180+ fpm under an expansive cu and slowly climbed up from 4,700' to 6,900' as I drifted at about the right speed downwind toward the edge of the start cylinder in time for the second clock. Larry took the first one.

Hitting the edge of the start cylinder high ten seconds after it opened was reassuring. Greg and Niki were just behind me. About twelve gliders were below. Jeff Chipman pushed out in front about 1,000' lower and I was just behind him.

The next two thermals came in quick succession at 350+ fpm to 7,000' so I was flying at first at 80 km/h downwind then 85 km/h speed over the ground with an 11 to 18 mph tail wind. We were all pushing it just leaving good lift just before cloud base.

Four kilometers before the first turnpoint we turned in 280+ fpm and I left at 6,500'. Perhaps I should have stayed longer. There were good looking cu's ahead.

On the glide from that last thermal around the turnpoint and off toward the west southwest I lost 4,000' in 16 km, down to 2,500' (1,700' AGL). Niki was nearby also low and Krzys was just above us. Robin Hamilton had gone out in front and stayed higher. He was to our north over Beloit.

Niki and I spent the next fourteen minutes working lift that at best averaged 60 fpm to 3,000', but slowly died out as we searched and searched in the 11 mph wind. Krzys got even lower just a kilometer away down to 1,000' AGL. Robin worked weak lift over the town of Beloit from 2,500' AGL. Everyone else was behind us working whatever they found from higher altitudes.

Back down to 2,500' MSL Niki and I went searching but didn't find anything. Bart Weghorst landed with us.

The whole area was very weak and pilots worked and worked to get any lift. Krzys was able to finally get up as was Robin and the rest of the pilots around us.

Looking over the flight in detail I see that I should have stayed in the lift four kilometers from the turnpoint for another 500 feet at least. I would have had thermal markers out in front if I had done so. Also there was just a bit of bad luck finding weak lift to stay in that didn't pan out.

Many pilots made goal. Some very quick. The replay is great.

https://airtribune.com/play/2518/2d

June 5, 2017, 8:17:24 pm CST -0500

2017 Midwest, day 2

A bit too windy

Midwest Championships 2017|weather

NWS forecast: Mostly sunny, with a high near 71. Northeast wind 5 to 10 mph increasing to 10 to 15 mph in the afternoon. Winds could gust as high as 25 mph.

The 25 mph gust is forecasted only for 11 AM. Launch wind speed forecasted to be 16 mph northeast.

NAM3 forecast:

1 PM:

Lift: 477 fpm (other models vary between 0 and 517 fpm. But most basically agree with NAM3)
TOL: 3,313’ (other models vary between 2,651’ and 4,307’)
Cloudbase: No cu’s (All models show no cu’s)
Surface wind: northeast 13 mph (other models basically agree)
TOL wind: northeast 18 mph (other models vary between 17 and 24 mph northeast)

4 PM:

Lift: 477 fpm (other models vary between 0 and 537 fpm)
TOL: 3,644’ (other models vary between 3,313’ and 4,638’)
Cloudbase: No cu’s
Surface wind: northeast 14 mph (other models vary between 12 and 16 mph northeast)
TOL wind: northeast 25 mph (other models vary between 18 and 25 mph northeast)

SkySight (between 1 PM and 4 PM):

Lift: 350 – 400 fpm
TOL: 3,000’ – 4,000’ (2000’ – 3000’ at 1 PM)
Cloudbase: 3,000’ – 4,000’ (2000’ – 3000’ at 1 PM)
Surface wind: northeast 10 – 12 mph
TOL wind: east northeast 16– 20 mph

The models more closely match each other than yesterday giving greater confidence in the forecast. For sure strong northeast winds at TOL. Low TOL at under 5,000’ likely between 3,000’ and 4,000’. Strong inversion between 3,000’ and 4,000’ rising during the day. There is a chance for thin cu’s.

I’d say a more difficult day than Sunday and also a later day like Sunday with lower TOL, low climb rates, and stronger winds aloft.

Temperature at TOL: 53°. Five degrees warmer than yesterday at a much lower altitude.

Better conditions on Tuesday.

The meet officials determined that overall conditions were not conducive to safe tasks. Local readings were 18 mph gusting to 24 mph, http://w1.weather.gov/data/obhistory/KJVL.html, and the winds didn't quite down until 7 PM.

We organized a big group to go ride single track at Cam-Rock Park https://www.mtbproject.com/trail/577682 and we loved the park.

The Results

Midwest Championships 2017

(Twin Oaks Airport, Whitewater, WI, USA)

Most pilots got minimum distance:

https://airtribune.com/midwest-2017/results

Jonny is flying the Moyes Gecko for the first two days as he gave Andre his glider. Andre's was damaged in shipping. Art's should arrive today.

Mitch Shipley is also towing, flying a Dragonfly. Linda Salamone did well.

There were five start times. All the pilots who made goal got the last start time which was very likely long before they actually made their start.

Jonny landing back at launch.

Zac helping Majo with her glider.

Sara Weaver ready to launch.

Discuss "2017 Midwest, day 1" at the Oz Report forum   link»   »

The heavy penalty for success, it's my own damn fault

(Twin Oaks airport, Whitewater, WI, USA)

Blue Sky|Midwest Championships 2017|Niki Longshore|weather|World Pilot Ranking Scheme

Here's the forecast for the day:

NWS forecast: Mostly sunny, with a high near 87. Southwest wind 5 to 15 mph becoming northwest in the afternoon.

NAM3 forecast:

1 PM:

Lift: 477 fpm (other models vary between 0 and 756 fpm)
TOL: 4,307’ (other models vary between 994’ and 8,945’)
Cloudbase: No cu’s (one other model shows cu’s at 8,283’)
Surface wind: northwest 10 mph (other models vary between 8 and 14 mph west northwest to northwest)
TOL wind: northwest 15 mph (other models vary between 14 and 20 mph west northwest to northwest)

4 PM:

Lift: 338 fpm (other models vary between 0 and 577 fpm)
TOL: 5,632’ (other models vary between 994’ and 8,283’)
Cloudbase: No cu’s Surface wind: northwest 13 mph (other models vary between 8 and 14 mph west northwest to northwest)
TOL wind: northwest 18 mph (other models vary between 12 and 18 mph west northwest to northwest)

SkySight (between 1 PM and 4 PM):

Lift: 350 – 450 fpm
TOL: 6,000’ – 7,000’
Cloudbase: 5,000’ – 7000’ disappears after 4 PM
Surface wind: northwest 8 – 12 mph
TOL wind: west 18 – 20 mph
Convergence: west northwest to east southeast Palmyra to Burlington and Richmond to Lake Geneva forming later in the day

With all the rain yesterday I would expect the the climbing conditions to be less like Friday and more like last Thursday. But in addition we will have stronger wind conditions than either day which should increase the difficulty.

The task:

https://airtribune.com/midwest-2017/blog__day_1

I'm doing the weather and I am on the task committee also. I wanted a 15 km start cylinder to deal with the wind and weak lift, but we compromised at 12 km. That didn't turn out well for me.

We trekked over to the Palmyra Municipal airport for its east-west runway to go with the forecast of an west northwest day with winds up to 20 mph at top of lift. Nice big grass runway 250 feet wide, plenty of room for two launch lines.

The launch wasn't until 1 PM. When we got there at 9:45 AM cirrus covered most of the sky. As the day progressed cu's formed to the northwest in an east west line. By around 12:30 PM this thin line of cu's were over the airport but rapidly moving to the south. Other cu's were way way to the southeast.

With the cu's rapidly disappearing as we started launch, things did not look good. Basically a blue sky with some remnants of the cirrus moving away to the south.

I was nineteenth to launch and pinned off at 2,200' AGL. I had felt a tiny bit of lift after a tow through sinking air. All the pilots ranked higher than me in WPRS points were below me having not found much lift after getting off tow.

I started working the weak stuff at 54 fpm just trying to stay up. I saw two Litespeeds turning near me and way below me so it seemed like a few of us were out there trying to get up. One of them may have been Niki Longshore. The rest of the pilots disappeared back to the launch. We were 2 km south of launch and starting out at 2,200' AGL.

Let me just say that again. All the higher ranked pilots other than these two didn't get up and went back and landed to get another tow up later.

I kept turning and found 214 fpm while Niki and the other Moyes pilot kept turning close by but way lower. I was hoping that they would hang in there with me and that we would be able to get together and fly the course together.

I had taken off at 1:17 PM. The start window on the 12 km start cylinder opened at 2 PM. I was facing a 14 mph west northwest wind. This presents a very tricky problem that I was most concerned about. Could I get high and also stay inside the start cylinder?

I climbed to 5,000' at 1:35 PM. I was way higher than anyone else. Unfortunately I was also alone as Niki and the other Moyes pilot went back to the launch as they weren't able to climb with me. Drat.

Then I spotted two other pilots near me but again way way low. Would they find some lift? I was only 5 km from the start but I didn't think that I would be able to make it back to the launch into a 14 mph headwind even from 4,200' AGL.

I watched these lower pilots as I searched around under wispy cu's for some more lift to keep me up or get me higher. The inversion looked to be about 5,000'. Soon at least one of the pilots landed and I lost track of the other. They were both very low.

I had succeeded in getting high. I wasn't forced to go back to the airport to re-launch. unlike most other higher ranked pilots (if not all of them). I felt that it would be stupid to even try to do so since I had just succeeded where no one else had and where all the best pilots in the meet were on the ground or soon to be. It felt like it would be nuts to give up all my gains and go back and start again. Even though the day might be better later. It did not look good over launch with no cu's around.

I went searching for lift near nearby wispies. I found 22 fpm. Then 20 fpm near the next wispies. And that was it. I was able to stop going down but not stop being pushed by the wind to the east. I needed a strong thermal to make it possible to stay upwind of the start cylinder edge or to go upwind for a few moments.

It was now a struggle to find better lift, not just zero sink because if I started too early I would be very heavily penalized. I had to serve two masters, the need for lift and the need to stop going east. I was not able to fight them successfully. I left the start cylinder racing to get under a cu two minutes too early.

There was plenty of buoyancy as I got closer to the ground but with the strong wind there was not a thermal. After I landed in a nice grass field I spotted the vultures ridge soaring the barn. They sure weren't thermaling.

More news on how the relaunchers did later. Some were doing very well.

Too easy for some

(Twin Oaks airport, Whitewater, WI, USA)

Glen Volk|Midwest Championships 2017|Risk Retention Group

https://airtribune.com/davisstraub/tracks__122221

The open task today was to the south southeast. An easy task for some, a mere 31 km out and then return. The sky was full of cu's and cloudbase was super high.

I took off at 2:05 PM and waited on the line in sinking air until 2,100' AGL. It looked to me like there would be lift ahead under a wispy tiny cu. I was also watching a king posted glider south low over the town of Whitewater turning.

Indeed there was lift and I climbed out to 5,200' at over 300 fpm. This was way below cloudbase but with plenty of cu's ahead I wasn't concerned about getting too high. It was already cold.

I headed west southwest to get upwind of the course line which allowed me to drift with the thermals in the 6 mph west northwest winds. I was soon at 7,600' under just forming cu's. It was cold up there. The forecast was for 40°.

I was the first pilot to take on the task so I knew that I would be alone, but given the conditions I was confident that I would have no problem with the task that now looked very short.

I just ignored lift and glided for 15 km until I got down to my lower limit at 3,000' AGL (3,800' MSL). I took the next thermal at 360 fpm to 8,000' just to see how high I could get. I still wasn't at cloudbase.

It was a 9 km glide to the turnpoint with lift near it which again I ignored. Turning back I found two thermals in the blue at 400+ fpm to 7,500'.

Two more thermals, one at 480 fpm average and it was easy to take the last 16 km glide into goal as fast as possible even with 900 fpm sink before goal.

There were plenty of reflights and pilots who started later came in later.

The flight park is filling up even more. Zac and Majo made it. Glen Volk arrived as did Nene. Mitch is here which should prove interesting regarding the RRRG.

June 1, 2017, 11:11:48 pm CST -0500

2017 Midwest, getting ready

Tasks completed

Krzysztof "Krys/Kris" Grzyb|Midwest Championships 2017|Sara Weaver

The pace of the Midwest 2017 is picking up with lots of pilots here doing tasks. Sara Weaver completed out and return sport class task by landing in the backyard of the neighbor across the street from the airport as her flight instrument beeps when she was 3 feet off the ground.

https://airtribune.com/sweaverflies/tracks__121950

Krzys and Larry completed the 85 km triangle.

The forecast and task for the day was:

Twin Oaks, 3km
East Troy, 1km
Lake Lawn, 400m
Twin Oaks, 400m

NWS: Sunny, with a high near 77. Calm wind becoming west around 5 mph in the afternoon.

NAM 3 forecast:

Noon

500-600 fpm lift
5000’ – 6000’ TOL
No cu’s
3 mph southwest surface wind
6 mph west wind at TOL

TOL raises 1000’ during the day. Climb rate increases to 600-700 fpm to the east Winds stay similar

Lift stops after 4 PM

Sport Class task was Palmyra and back, 28 km.

The wind turned out to be 12 mph west.

May 30, 2017, 8:42:20 CST -0500

2017 Midwest, getting ready

Forecasts improving

(Janesville-Rock County (KJVL), WI)

Midwest Championships 2017|weather

Tuesday (NAM 3, 1 PM): 600-700 fpm, west 37 mph at TOL.

http://forecast.weather.gov/MapClick.php?lat=42.8336&lon=-88.7323#.WS10VMa1uM9

A 50 percent chance of showers and thunderstorms, mainly after 2pm. Partly sunny, with a high near 66. West wind around 15 mph, with gusts as high as 25 mph.

Currently surface winds at 13 mph.

Wednesday (NAM 3, 1 PM):  600-700 fpm, west northwest 23 mph at TOL.

Thursday (NAM 3, 1 PM): 500-600 fpm, west northwest 7 mph at TOL.

May 29, 2017, 4:51:12 pm CST -0500

2017 Midwest, getting ready

Bruce, Greg and I did a nice 30 mile road ride

Greg Dinauer|Midwest Championships 2017

Greg Dinauer sends this sky picture from the airfield:

The winds were predicted to be west 40 mph at the top of lift. We took our ride on Monday early in the day and the surface winds weren't that bad. Later I road back and forth to town and it was much stronger.

https://www.strava.com/activities/1011453786

Larry says that the forecast for next week is super good. The forecast for this week is not.

May 28, 2017, 6:04:05 pm CST -0500

2017 Midwest, getting ready

Larry kept flying

Larry Bunner|Midwest Championships 2017

Larry Bunner wrote:

I did manage a three hour flight yesterday and just when it got good decided to land to spend time with Sue on my birthday. Conditions were still good two hours later so in spite of the saturated ground the soaring was good.

This place is a lot like Florida in that if the sun is shining we will be soaring.

Also we have three bands playing during the week, one special guest guitarist on another night, open jam sessions around the campfire each night, a 5km run on one of the mornings, catered breakfast at the airport every morning, wood fired pizzas most evenings and a couple super meals during the event.

Plenty of cool things to do in the area as well, like mountain bike riding on kettle moraine trails, canoeing and kayaking on the numerous lakes and rivers and even a bowling alley in town.

As I mentioned above, on such days launch later in the day. We are far north with later sunsets here.

May 27, 2017, 9:09:55 pm CST -0500

2017 Midwest, getting ready

A typical day with light lift

Midwest Championships 2017

https://airtribune.com/davisstraub/tracks__120937

It's hard to imagine what we are going to do with eighty pilots in the air in conditions like we saw today (Saturday the 27^th of May). It's been raining for two months here. We came through four hours of rain on Friday driving from the south. Neither corn nor soybeans have been planted yet in Wisconsin (although they were in Illinois). The fields are soaking wet.

Conditions much improved much later in the day. Maybe launch at 3 PM.

http://www.midwest2017.com/

Supposed to rain tonight and on Sunday and on Memorial Day.

May 22, 2017, 8:53:45 EST -0400

2017 Midwest

Looks like rain this coming week

Midwest Championships 2017|Quest Air|weather

http://forecast.weather.gov/MapClick.php?lat=42.8336&lon=-88.7323#.WSJPNsa1uM9

We head out from Quest Air on Tuesday taking four days to get there.

2017 Midwest

More pilots signed up than can be accommodated

Midwest Championships 2017

https://airtribune.com/midwest-2017/pilots

Eighty six have registered. Fifty six have paid. Eighty pilots is the maximum.

The entry fee goes from $350 to $650 after February 28^th.

June 4^th through 10^th

CIVL|Jamie Shelden|Midwest Championships 2017|USHPA

Jamie Shelden at the USHPA BOD meeting tells me that only two US USHPA and CIVL sanctioned hang gliding competitions are scheduled for 2017, both in June. I'm assuming the their meet organizers will apply for CIVL sanctioning. This isn't automatic any more. The USHPA office has handled this for the past few years.

2014 pre-Worlds

Jamie finds her voice - does Twitter through SMS

(Valle de Bravo, Mexico)

Chris Zimmerman|Corinna Schwiegershausen|David Glover|Greg Dinauer|James Stinnett|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Pre-Worlds 2014

https://twitter.com/naughtylawyer

http://www.faihgworldmex.com/results.php

SPOT:  http://tinyurl.com/lbunner

Jamie couldn't get internet in the Piano goal field, but David Glover told her how to use SMS to twitter so she got back on-line again. You can see her minute by minute updates at the link above.

Zac hasn't configured his SPOT yet, so Larry's is the only SPOT track log I have. No one else sent me their URL.

The results get loaded up about 9 PM. I'll publish ASAP.

I was the meet director today and the task committee called a task that we modified after the first pilot briefing on launch. Pilots felt that they would have to fly too far into the west wind.

The forecast was for no clouds and that's what we got. Also weaker lift and that's what we got. And low top of lift by the launch (11,000'-12,000') and we got that also.

Pilots were off in 45 minutes except for the purposeful stranglers. We were getting reports that the air was level 2 turbulence, but not at level 3. Efren, the Safety Director, and I were continually in communication with various pilots, task and safety committee members. It looked for a while that we might stop the task, but assessing widely we decided that it wasn't that bad.

Again the turbulence was in the vicinity of the launch. Hoping to reduce the incidents of turbulent flying the task committee called a 20 km entry start cylinder but apparently that wasn't enough to keep pilots away from the scary areas.

Hearing from Zac, Mario an Jonny that the air wasn't so bad we let the task continue. According to Jonny the turbulence was much less after getting away from the launch area and was the least of the first five days.

Christian was first into goal followed quickly by Antoine and  Gianpietro Zin, all on Laminars. Zippy and Pedro came in later but took the second clock which was a half hour behind the first one.

Many other pilots made it into goal. Most with respectable landings. Gordon wasn't paying any attention and almost hit a cow. A few took out aluminum.

Chris Zimmerman didn't fly the course. Mitch landed by the first turnpoint. Matt Barker bombed out near the Piano. James Stinnett is apparently not flying the rest of the meet after the first two day (according to his team mates). Larry Bunner made goal. Kip Stone, I haven't heard from. Greg Dinauer hasn't shown up. Paris made goal, don't know when he started.

About fifteen pilots have abandoned the meet either through injury or other reasons, many with no desire to fly in the turbulence. Today, despite the turbulence in the vicinity of the launch, pilots generally enjoyed the day an for the most part rated it safe.

Jonny Durand writes:

Day 5 of the comp takes us around a 92km task with 4 turn points. Some pilots wanted to stop the task before the start as apparently someone tumbled but flew away. I isn't spend long in the tumble zone and went to the next ridge with Paris and hung out there until the start. I did the first start and was blazing ahead alone then got low and watched everyone fly over me. I caught back up after two good thermals and took over the lead again most of the way to the 3^rd turn point. Christian came over me high and slipped away. The rest of the gaggle caught up to Jonas Lobitz and I at the turnpoint. Antoine Boisselier and a couple others including me went more direct to the last turnpoint. Jonas and I didn't quite get the climb and the rest of the gaggle came in above and beat us into goal! Top 10 for the day and I think Pedro will take the day win from the second start!

Tweets by @naughtylawyer

Tweets by @flyingzippy

Tweets by @corinnaflies

Tue, Mar 4 2014, 8:15:48 pm EST

2014 pre-Worlds

Reports from before Tuesday

(Valle de Bravo, Mexico)

James Stinnett|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Pre-Worlds 2014|Raul Guerra|Rich Lovelace|weather

http://naughtylawyertravels.blogspot.mx/2014/03/day-3.html

There were several others that came and landed at the goal field without having made the last turnpoint. Some said it was just too rough and landings were too scarce to go for the last one. Funny thing is that when we download tracklogs at goal, we're asking pilots to rate the safety for the day a 1, 2, or 3 (the same system the PG's use) - 1 being safe, 2 being iffy and 3 being totally unsafe. Yesterday at goal, out of about 20 forms, there were only three 3's. It seems that most people are finding it very turbulent, but not necessarily unsafe. I suppose those pilots that crashed yesterday would probably have a different opinion. There was one broken hand by a Brit pilot and one broken jaw by a Korean pilot...apparently also many broken uprights. Like Day 1 (the only other day was at goal for the landings), most landings there were just fine. The only bad one we saw was Franz Herman who had a bit of a rough one, but I'm not even sure he broke an upright.

Jochen Zeischka did not fly on Tuesday. He reported on Tuesday morning:

What bothers me most is the potential for outlandings above 2500 m. Our gliders are not made for that. Christian is a very fine pilot and he crashed his glider. Yesterday, 2 more pilots badly damaged their gliders at the airport (where a few days before 8 downtubes were bent). Another 2 ended up in hospital. One of those admitting that it was 100% pilot error, indicating that pilots are taking too much risk themselves too. But I don't like flying when I have to worry too much about landing. And in the current circumstances, I just had the feeling that the chance was too high I was going to regret flying here.

Rich Lovelace wrote:

So, yesterday. A very interesting task that would have been great if the weather was ok but with high cirrus from the start and pilots not able to climb early on this made things difficult. I saw a few stupid and i mean stupid glides to no landing! It would seem some rely on luck. It will run out one day and for some it might have done:-( I tried safely to get to the 3^rd tp 3 times and bottled out 3 times along with a few more pilots. A big field 10km back to tp 2 and low at 8200'. No kids just farmers and a working horse. The people here are so incredibly friendly. They say less is more and the more i see it the more i believe. Wishing all those injured a speedy recovery.

Raul Guerra abandoned during the first day due to turbulence. James Stinnett hasn't flown the last two days. Jonny Durand has complained vociferously about the turbulence and being put in the worst turbulence by the choice of start location by the task and safety committees.

The Korean pilot who crashed on Monday did not break anything (in his body at any rate). I don't have an update or clarification on the UK pilot's injuries.

Before the Americus Cup, May 10 - 15, 2014

FLYTEC Competition Camp

Dr. John "Jack" Glendening|Dustin Martin|Flytec Competition Camp 2014|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Mitchell "Mitch" Shipley|Paris Williams|record|USHPA|video|weather|World Pilot Ranking Scheme|Zac Majors

(Souther field)

Jamie Shelden «Jamie Shelden» writes:

Never competed before? Started competing but want to really understand the in’s and out’s of competition flying - what is the “start clock” game anyway? What is a leading bonus and how can I get one? What does this Flytec instrument do, other than beep at me? Should I lower my sprogs? Who is Dr. Jack and what is a RASP? How do I choose which comps to go to?.

Get the answers to these questions and many more along with personalized in-flight instruction from the worlds best. From May 10 - 15, 2014 Flytec USA will be hosting the first ever Camp Flytec. We’ll be inviting no more than 25 pilots to join us the week before the Flytec Americus Cup at Souther Field in Americus, Georgia for the best and most personalized competition training available.

Camp Flytec includes:

• Six days of specially tailored, scored competition tasks (weather permitting);
• daily ground school courses on instrument setup and use, landing approaches, thermaling techniques, micrometeorology, racing techniques, competition rules, equipment tuning and overall competition strategy;
• small group (no more than three to four pilots per instructor) in air, on task instruction via radio with a different top ranked, world class instructor each day - every participant will get an opportunity to fly with every instructor;
• “Cross Country Racing” course book written by Paris Williams and other written course materials to take home and study after the clinic;
• retrieve and lunches provided daily;
• nightly informal “roundtable” debriefing of day’s task with instructors and other teammates;
• optional Elektro Tow landing clinics for all interested (extra fee for this supplement);
• closing dinner and awards;
• Flytec speed sleeves;

INSTRUCTORS:

PARIS WILLIAMS - PhD, professional advanced instructor and multiple time US national champion and team pilot has created a comprehensive cross country and competition curriculum focused on the skills and knowledge you need to be one of those guys that’s always in the lead gaggle and always racing into goal tip to tip with the likes of Jonny Durand.

MITCH SHIPLEY - PhD, USHPA Instructor of the Year 2013, Master Pilot and US national team pilot will bring his unique perspective with emphasis on utilizing all of the amazing features the Flytec instruments have to offer, weather and soaring analysis, as well as expert landing advice using the ET (Electra Tow) ground based towing system with video review of landings.

JONNY DURAND JR. - Red Bull team pilot, Moyes test pilot and top dog, world record holder and top ten WPRS ranked pilot, Jonny brings 12+ years of top level competition, long distance record flying and glider setup and tuning experience.

DUSTIN MARTIN - World open distance record holder flying 761km from Zapata, Texas with more 10+ hour flights than most anyone on the planet makes Dustin the king of endurance flying. He’ll teach us all what it takes to stay in the air for 12 hours.

ZAC MAJORS - Multiple time US national team pilot, current number 1 US pilot in the WPRS rankings and professional hang gliding instructor, Zac is known worldwide for his “balls to the wall” flying style, blazing into goal miles ahead of the entire field on a regular basis.

GLEN MCFARLANE - Australia’s newest up and comer with two recent international podium finishes this past summer in Europe, quickly moving up the WPRS rankings and snatching the National Champion title from Jonny at the Forbes Flatlands 2014, Glen brings a fresh, newcomer perspective.

CARL WALLBANK - Top ten WPRS ranked UK pilot , Carl can share his vast team flying experience on the multi-time, ultra organized multiple medal winning British team. Carl’s consistency over many years of international competition makes him a valuable source of information on effective team flying and general competition strategy.

If you’re interested in joining us for Camp Flytec, contact Jamie at «Jamie Shelden». Space is limited. Cost will depend on the number of participants.

Discuss "2014 Flytec Competition Camp" at the Oz Report forum   link»

Thanks so much to my Australian friends

My trip would not have been possible without them

(Moyes factory in Botany, Australia)

Belinda Boulter|Cameron Tunbridge|Jon "Jonny" Durand jnr|Jon Durand jnr|Judy Durand|record|Rohan Taylor|Steve Blenkinsop|Vicki Cain|weather

I traveled in December, January and February with the help of many wonderful people. My wife, Belinda stayed home in the US to help care for her mother and step father, so I really needed the support of others. Without their help I wouldn't have been able to come to Australia and fly in the 2014 Australian Nationals/Forbes Flatlands. Here's the list:

Vicki Cain: I stayed with her and Greg for a few days at their house when I first got to Australia. She also appointed me as the unofficial assistant meet director and weatherman for the Forbes Flatlands, and among much else provided a place to stay with good folks (Bruce, Alan, and Bobby) in Forbes. Thanks to Alan and Bruce for help with the bike.

Jonny Durand, Jnr.: He brought me on as the Official Observer for his World Record attempts, which made it so I could come to Australia. Shuttled my gear and bike to Eucla and back to Sydney (1000's of kilometers).

Steve Blenkinsop: Got me another place to stay in Forbes for a couple of days. He shuttled me to the Victorian Alps and rode with me over the mountains then shuttled me to Port Elliot so that I could continue push bike riding south of Adelaide (the first day with him). I also stayed at his house in Adelaide after riding until heading to Eucla. A great riding companion around Adelaide and to the Tour Down Under also.

Scott and Virpi Barrett: They let me stay at their house over Christmas and before I headed back to the US. I store my Australian bicycle there. Scott took me mountain biking (on his best bike) through the Wallarah National Park.

Curt and Louise Warren: I had a lovely stay at their home with their kids Wiley and Gala and got to fly Curt's Moyes Malibu.

Phil Shroder: Steve and I got to stay at his house in Beechmont before the three of us tackled the ride up to Falls Creek.

Paul Kelley: Long time Oz Report reader. Stayed with him when riding on the Fleurieu peninsula.

Cameron Tunbridge : He gave Paris and I a ride to Forbes.

Hadewych Van Kempen: She gave Paris and I a ride from Newcastle to Cameron's house.

Michelle Taylor and Judy Durand: Retrieving me from the outback north of Eucla when I took out a tire and a tube.

Discuss "Thanks so much to my Australian friends" at the Oz Report forum   link»

Tue, Feb 4 2014, 4:06:23 pm EST

Conquering the Bight

The day by day story of how Jonny set his world records

(Nullarbor National Park)

Dragonfly|Jon "Jonny" Durand jnr|Jon Durand jnr|record|Steve Blenkinsop

The full story here.

January 17, 2014

Late on Friday night, Jonny Durand Jnr and Brenden Sadgrove showed up at Steve Blenkinsop's house in Adelaide, South Australia, in the Red Bull Land Rover Defender pulling the trailer which contains a Moyes Bailey Dragonfly. They had driven for fourteen hours from Forbes, NSW, Australia, where they picked up the trailer, on their way to Eucla, Western Australia. The great adventure to set new world records for out and return speed (and perhaps distance) had begun.

January 18, 2104

Jonny and Brenden drove 700+ km to Penong just west of Ceduna to stop for a visit with old time hang glider pilot, Drew Cooper.

January 19, 2014

Jonny and Brenden arrived in Eucla, about seven kilometers into Western Australia on the Eyre Highway (A1). Eucla, population maybe now about 40, is 500 km west of Ceduna and 700 km east of Norseman, the closest places with any population along the highway. They quickly got to know most of the folks in town (who all seemed to work for the hotel).

This is our headquarters for the next two weeks as we help Jonny set the new 100 km, 200 km, 300 km, 400 km (no record yet) speed records for out and return flights, distance record for declared and free out and return.

Read more here.

Discuss "Conquering the Bight" at the Oz Report forum   link»

Red Bull releases the announcement of Jonny's world records

(Nullarbor National Park, SA, Australia)

Jon "Jonny" Durand jnr|Jon Durand jnr|photo|record|Rohan Holtkamp|Rohan Taylor|Tomas Suchanek|video

http://au.tv.yahoo.com/sunrise/video/watch/21273287/hang-glider-sets-two-records-in-a-day/

FAI announces it also:

100 km out and return record:

Performance: 90.41 km/h
Date: 2014-01-28
Course/Location: Nullarbor National Park (Australia)
Claimant: Jonny Durand Jr (AUS)
Hang glider: Moyes Delta Gliders Litespeed RX 3.5

300 km out and return record:

Performance: 71.28 km/h
Date: 2014-01-28
Course/Location: Nullarbor National Park (Australia)
Claimant: Jonny Durand Jr (AUS)
Hang glider: Moyes Delta Gliders Litespeed RX 3.5

Previous 100 km out and return speed record: http://www.fai.org/fai-record-file/?recordId=5264

Performance: 75.73 km/h
Date: 1998-01-09
Course/Location: Eucla (Australia)
Claimant Tomas Suchanek (CZE)
Hang glider: Moyes Delta Gliders CSX-5

Previous 300 km out and return record: http://www.fai.org/fai-record-file/?recordId=5288

Performance: 56.59 km/h
Date: 1998-02-12
Course/Location: Eucla (Australia)
Claimant Rohan Holtkamp (AUS)
Hang glider: Moyes Delta Gliders CSX-5

The Red Bull story and video here.

Additional video here.

Photos from Red Bull. Photographed by Mark.

Discuss "Jonny, boomeranging" at the Oz Report forum   link»  

Mon, Feb 3 2014, 8:13:55 pm EST

Jonny on Sunrise Wednesday

In Sydney

(Nullarbor National Park)

Jon "Jonny" Durand jnr|Jon Durand jnr|record

http://au.tv.yahoo.com/sunrise/

Jonny Durand Jr will be on morning television talking about his recent world records at 7:40 AM Sydney time.

http://ozreport.com/18.020#5

Discuss "Jonny on Sunrise Wednesday" at the Oz Report forum   link»

Two new world records

Jonny goes fast here at the Nullarbor National Park

Jon "Jonny" Durand jnr|Jon Durand jnr|record|Rohan Holtkamp|Rohan Taylor|Tomas Suchanek

I've been under embargo for a couple of months on this story and I'm still not able to release the whole story until next week, working in conjunction with communications at Red Bull, the sponsors. But I'll be sending in the record claims today to the HGFA and the FAI.

Here's the nub of it:

100 km out and return record:

Performance: 90.41 km/h
Date: 2014-01-28
Course/Location: Nullarbor National Park (Australia)
Claimant: Jonny Durand Jr (AUS)
Hang glider: Moyes Delta Gliders Litespeed RX 3.5

 300 km out and return record:

Performance: 71.28 km/h
Date: 2014-01-28
Course/Location: Nullarbor National Park (Australia)
Claimant: Jonny Durand Jr (AUS)
Hang glider: Moyes Delta Gliders Litespeed RX 3.5

Previous 100 km out and return speed record: http://www.fai.org/fai-record-file/?recordId=5264

Performance: 75.73 km/h
Date: 1998-01-09
Course/Location: Eucla (Australia)
Claimant Tomas Suchanek (CZE)
Hang glider: Moyes Delta Gliders CSX-5

Previous 300 km out and return record: http://www.fai.org/fai-record-file/?recordId=5288

Performance: 56.59 km/h
Date: 1998-02-12
Course/Location: Eucla (Australia)
Claimant Rohan Holtkamp (AUS)
Hang glider: Moyes Delta Gliders CSX-5

Discuss "Two new world records" at the Oz Report forum   link»

Forbes Flatlands, day 8, Task 7

Paris catches Mike and holds onto first place

(Forbes airfield, Australia)

Attila Bertok|Davis Straub|Filippo Oppici|Forbes Flatlands 2014|Jon "Jonny" Durand jnr|Jon Durand jnr|Paris Williams|Trent Brown|Wills Wing|Wills Wing T2C

http://www.forbesflatlands.com/results.html

The forecast was for 16 knots southwest winds, strong lift, but a low top of lift at between 6,000' and 7,000'. Quite cool on the ground at 28 degrees Celsius and six to eight degrees at the top of the lift. I told everyone to bundle up as it would be the coldest yet.

With the strong winds there was nervousness from some pilots and crew on launch as the thermal gusts came through. Numerous pilots chose not to fly. I was on the safety committee and said it was a go, just don't launch in the gusts.

I launched early and climbed to 5,500'. After flying around for almost an hour I headed west with a gaggle and just fell out of the sky and landed. Took a tow to 1,000' and pinned off and it didn't turn out to be lift. Did it again and pinned off at 1,500', this time in real lift.

It was ten minutes before the first clock at 2 PM and the second and last clock was at 2:30. It looked to me like I was lost and completely alone. I was circling up well but wondering if I should just take the first clock by myself behind the rest of the field. Then Paris came in way below me.

I looked to the northeast and there were nine or ten pilots racing toward my thermal with three landing downwind of the tow paddock. It was Lucas and Mike Bilyk, Conrad, and Flocky, Carl, and a few others.

Together we were able to stay inside the ten kilometer start cylinder despite the high winds and scattered semi weak lift. At 2:30 we all left together and hung together for the next almost 100 km of the 204 km task. With the strong tail wind we were moving very fast averaging 70 km/h.

The lift was strong and rowdy at about 350 fpm with some thermals averaging almost 600 fpm as we approached the diving range between Parkes and Yeoval. I lead out a couple of times just trying to stay out of the gaggles and not hit any one. We got to 6,500', the highest all day for me at least. There was a feast of rowdy thermals and we had to be sure to stay 2 km away from the Parkes radio telescope.

There was good lift over the range and I kept heading out as much in front as I could to try to get ahead of Lenny, who was pulling like crazy. The lift significantly slowed down on the leeward side and at about 90 kilometers out most of us scattered and got low with only a few hanging higher.

I was along down to 900' AGl in a 21 mph wind unzipped and looking at safe landing fields when I found a weak bit of lift. I figured everyone else was high and happy and couldn't see where they were. I was quickly passing Yeoval on its western side.

That lift averaged 44 fpm at first then turned on to 250 fpm. I stayed in it for 10 km and 20 minutes climbing to 5,900'. Paris, Mike, Lucas, and Lenny were gaggled up east of me. Conrad and Flocky would soon be landing.

The lift was much smoother after the low save and varied between 180 to 350 fpm. I wasn't getting high any more, not above 6,000'. I also didn't get too low. The lift was strongly streeted, so whenever I found 600 or 700 fpm down I turned north, cross wind to get to the next lift line. I almost always found the line again and then turned to go downwind. I went north to try to stay upwind of the course line.

I could see a large patch of forest ahead and had been watching it for a while. There was a finger of cleared pasture land through the forest, but not all the way. It was on the course line and I was heading for it to give me the best chance of getting back up.

I didn't find any lift on this fifteen kilometer glide and came to the end of the finger over a 250' cliff. I was 700 feet above the ground and 450' above the cliff. I didn't feel that I had enough altitude to go over the back and make it to the next clearing.

I started soaring and gained 500' hitting bits of 400 fpm but was too scared to got back over the trees with the thermal worried about not being able to get back out if I fell over the back and then not sure I could make it to the clear area to the north. I went back upwind over the cliff to look for more thermals, but only got ridge lift and I was getting lower.

I could see kangaroos hopping into the woods below me. Then there were two guys riding motorbikes below me as I finally descended and landed. Turned out the wind was along the cliff face and not directly into it.

The two motorbike guys helped me pack up and gave me a ride back to the farmer's house to the north. The road I had flown along to the south was behind a locked gate on the 10,000 acre parcel. It was open from the north past the farmer's house.

Brett the driver already had the car to my southeast and missed the locked gate, but the farmer took me out to it and we waited on the bitumen road for Brett to find us.

Meanwhile Mike and Paris were flying near each other back and forth in the lead but no one gaining any advantage on the other. At twenty five kilometers from goal Mike found 600 fpm and started coring out. Paris came in under him and didn't seem to be able to find the lift. Mike left from about 6,000' with Paris below still in search mode.

Closer to goal he had to stop for 350 fpm and get high enough to make it in and as soon as he got up there was Paris right above him. They came into goal together with Paris just ahead. Mike found out that Paris's search had paid off and he found 800 fpm.

Jonny won the day taking the first start time, but pilots who took the one half an hour later were faster. I never saw any pilots from the first clock and none at all after Yeoval. 

Forbes Flatlands, Task 6, day 7

A 194 km task with fortunate conditions

(Forbes airfield, Australia)

Attila Bertok|Conrad Loten|Davis Straub|Facebook|Filippo Oppici|Forbes Flatlands 2014|Jon "Jonny" Durand jnr|Jon Durand jnr|Paris Williams|Steve Blenkinsop|Trent Brown|Wills Wing|Wills Wing T2C

Five hours and twenty minutes in the air. Atilla and Lukas set a 194.5 km slight dogleg task to the southeast. The forecast was for the strongest lift of the competition up to 10,000' (our height limit), with cu's after 3 PM and a seventeen knot west southwest wind at 5 PM. Fortunately the wind turned out to be west with a touch of north in it until around 6 PM.

I pinned off and immediately climbed to 5,500'. It looked like it will be an easy day in the start cylinder. Then it all fell part as lift was hard to find and we had to scratch around low for an hour and a half before we finally got back up to 5,500'. I had searched in a wide area for lift and others had also and not found much. I don't think that any pilot was able to make it to the edge of the ten kilometer start cylinder in time for the first start at 2 PM.

I had gone out about seven kilometers in the start cylinder to find lift and a half a dozen pilots had joined me. Paris and Conrad were far below, and Christian nearby. We moved west to get under a small gaggle of pilots high above us a minute before the second start window at 2:30. We could see the more fortunate pilots high above us but it was time to go.

I lead out for the lower twenty pilots and within three kilometers found lift that averaged 500 fpm but showed 800+ fpm on the twenty second averager to 8,400'. A much different situation than we had just faced no matter where we went inside the start cylinder.

The next thermal thirteen kilometers to the south was even stronger at an average of 570 fpm to 8,300'. It was under a cu at 2:55 PM and we had left the blue and now there were scattered cu's in front of us. It looked to be a great day. We has an 8 mph cross, slightly head wind.

As we ran south east we were averaging 400 to 700 fpm thermals under cumulus clouds. I could just see the first group of pilots, those half dozen or so that had been so much higher than us at the start, just over my head as I went from cu to cu. It was like they had taken an earlier clock. Jonny, Paris, and many others were scattered much lower than this group.

As we approached Boorowa at 140 kilometers out and the turnpoint on this slight dog leg it was clear that we were in for the big change in our situation. The wind had picked up as forecast to 18 mph, but unlike the forecast for 5 PM it was west not west south west. This was very fortunate as we were heading south west. Our course would change to west southwest at Boorowa.

The big change was the could cover. The cu's had diffused as they sometimes do and the ground was about 90% shaded all the rest of the 50 kilometers to go. Unlike the two days previous when we had a high thin overcast, these diffuse clouds were thicker and the sun reaching the ground weaker. It looked like we would have difficulties.

There were four or five pilots in the area near the turnpoint and we plowed into the dark and found 300 fpm to just over 7000'. Things were looking not so bad. The lift continued to be between 200 and 300 fpm, and the strong wind didn't seem to make it too turbulent. We were headed over rough terrain with limited retrieval so it was nice to be able to stay up although after fifteen kilometers of the fifty kilometer leg we weren't getting much over 5,500'.
 
Twenty five kilometers from the goal Rod Flockhart and I were working 300 fpm. He saw a pilot turning well seven kilometers ahead and went for him, I didn't see the pilot, hated to leave the thermal, but figured that we had a better chance to find lift together. It was a 300 fpm thermal also but a lot closer to goal. In fact it was the last thermal required to get to goal.

I took off with 17:1 and an eighteen mph tail wind even though the wind had finally turned west southwest. Plenty of speed getting to goal. About twenty pilots in all made it in. Half my crew landed out for the first time. I got a ride home in the goal car. Carl was left there at goal waiting for retrieve as he hadn't taken an earlier proffered ride home with Jonny.

Paris arrived into goal five minutes before Mike but in about ninth place so Paris may be leading.

Task 5:

Cumulative:

Thu, Jan 2 2014, 2:56:21 pm EST

Forbes Flatlands, by the numbers

Something seems to be missing from the latest results

(Forbes airfield, Australia)

Akiko Suzuki|Attila Bertok|Cameron Tunbridge|Conrad Loten|Davis Straub|Enda Murphy|Filippo Oppici|Forbes Flatlands 2014|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Jon Durand snr|Kathryn O'Riordan|Nick Purcell|Paris Williams|Phil Schroder|Rohan Taylor|Steve Blenkinsop|Trent Brown|Wills Wing|Wills Wing T2C

http://www.forbesflatlands.com/results.html

Wed, Jan 1 2014, 7:05:22 am EST

Forbes Flatlands, Task 5, day 5

Flying under an overcast sky

(Forbes airfield, Australia)

Attila Bertok|Conrad Loten|Davis Straub|Filippo Oppici|Forbes Flatlands 2014|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Paris Williams|Rohan Taylor|Steve Blenkinsop|Trent Brown|weather|Wills Wing|Wills Wing T2C

Attila, Lukas, and Glen (with input from Steve Blenkisop) formed the task committee today. After changing their task based on my weather forecast they called a dogleg to Stockinbingal with the turnpoint a thirteen kilometer cylinder centered at Crow:

Unfortunately my forecast included this:

The cyclone in Western Australia sent out a long tail that covered the sky today (with a few minor breaks). It was gray, gray, gray whenever you looked up. But we've flown in Australia in these conditions before and had great soaring.

The wind was out of the north northwest at 13 mph on launch and we were all looking up at the sky which had turned from blue overhead to gray every where within an hour. Some were wondering if it was worth towing up.

I was the second one off in my line and it turned out the lift was a little less than 200 fpm, sometimes more. Jonny launched early got up and went on course early, which you can do under the Oz GAP 2005 scoring system. Steve Blenkisop, and others also went early.

I stayed around with many others and climbed to 6,700' a couple of times before the start window opened at 2 PM. It was nothing but shade down the course line.

A bunch of us left together and spread out to find the lift. It turned out to be quite robust. After a couple of thermals I was happy to lead out and stumbled into 550 fpm. We kept getting higher (and colder) with each thermal getting to 8,100' before Grenfell. We were running into a quartering head wind at eleven mph.

Just before the hills north of Grenfell the highest eight guys took off over the rest of us. I decided it was pointless to go under them in the next thermal as that would just keep me behind and below them. Of course, using them to spot the next thermal is always useful, but I wanted to go out ahead.

I just kept on flying past the lead gaggle trying to get out in the lead (what, are you nuts on a overcast day?) and find the next thermal before they caught on. Unfortunately, things got quite weak not just for me apparently right at this point in the flight.

I found 200 fpm on the hills sides east of Grenfell and that got me high enough to go searching again on my own. It looked quite bleak ahead. No obvious sources of lift.

I went to a small hillside with a line of trees and worked 60 fpm from 1,500' AGL. Moving around I found better, 170 fpm and a drift from the west. After I got up a bit Filippo and Attila joined me and we climbed to 5,200'. I left when it got too weak for me to feel good about staying in the gaggle.

After a thirteen kilometer glide it looked like I was going to be landing. I saw a pilot on the ground by a main road. I noticed that there was a small break on the clouds and there were shadows from the trees on the ground. When I came over the field that the pilot landed in I felt a little bit of lift.

It was only 100 fpm but that got me high enough to get to the 200 fpm thermal a little closer to the turnpoint. I twirling into the turnpoint cylinder and then found 300 fpm as Conrad flew by and out into the shade as the sun had quickly gone away. Climbing to 5,500' I went on glide when the thermal gave out.

It was a thirteen kilometer glide to the ground.

It doesn't look like anyone got close to the goal.

http://www.forbesflatlands.com/results.html

Task 5:

Cumulative:

Tue, Dec 31 2013, 8:14:20 am EST

Forbes Flatlands, Task 4, day 4

A cross wind leg in the middle of the task

(Forbes airfield, Australia)

Attila Bertok|Cameron Tunbridge|Conrad Loten|Davis Straub|Filippo Oppici|Forbes Flatlands 2013|Glen McFarland|Jon "Jonny" Durand jnr|Jon Durand jnr|Nick Purcell|Paris Williams|Phil Schroder|Steve Blenkinsop|Trent Brown|weather|Wills Wing|Wills Wing T2C

Conrad Loten, Glen McFarland and Trent Brown were the task committee today. I've been asking various pilots to be on the task committee one day at a time so as not to over burden any three pilots for the whole meet. Many pilots will not serve on the task committee (it is a lot of work and you get little or no reward). So it comes down to having the same people calling the same type of tasks, which may or may not be appropriate for the long term success of the competition. Also I noted that some pilots were concerned that certain tasks were called by certain pilots to match their skills as opposed to what was best for the competition. I'm sure that they had good reasons for this.

My input to the task committee consists of the weather. I have little or no influence on the actual task, other than to find skilled and opinioned pilots who are willing to be on the task committee. On the second day I proposed a possible task as I had a few minutes extra before the task committee meets (I get there to the bowling club an hour early to go over the weather), and it was rejected immediately. I didn't propose any before and have not since.

The forecast was for 15 knot southwestern wind, lift to 9,000' to 10,000' and better lift than the day before. A good day it appeared. No cu's, of course.

The task committee called a task to the northeast given the winds, but there are limited options (waypoints) in that direction. One possibility was to go straight line 200 kilometers to Dunedoo, but that seemed too easy and a long ways back, especially on New Years night. Glen or Conrad (I don't remember which) proposed a zig zag in the middle of the course to make it more difficult and sent us back to Wellington airfield.

The task guidelines are to set the most difficult part of the task as the last leg, not the second or middle leg, but as I said they felt that there were limited options in that direction. We could have gone straight to Gulgong airfield, as another possibility which was discussed by the task committee.

Here is that task they decided on:

As you can see it goes right through Parkes airspace, which we can do with our VHF AM (airband) radios. The first turnpoint at Yeoval and the second at Cumnoc have five kilometer radii to reduce the cross wind leg. The task is 158 kilometers long.

The wind was out of the southeast when we got to Bill's tow paddock next to the airfield. This would have made it quite difficult to accomplish the task. But just as we started launching it swung around.

I was twelfth in the right line and pinned off at 1,000' AGL in light lift. I finally found the core and the lift was as forecast. I was soon over 7,000' and cold because I didn't listen to my own weather forecast calling for eight degrees Celsius at the top of lift and hadn't worn enough clothes.

Almost all pilots headed northwest toward the edge of the ten kilometer start circle like we did yesterday, but I didn't think that that was a great idea. The first leg of the task today was much further to the east and I wanted to leave the start cylinder closer to the course line. I got near the northeast extent of the start cylinder but didn't find any good lift along the way so had to drift three kilometers outside it before I got up, back over 7,000'. I then headed back inside the start cylinder into a 21 mph head wind to take the second clock, not high (5,200'), but high enough.

Running down the course line I found some nice lift and looking ahead saw Paris was five other gliders very low racing way down below and just in front of me. I checked their progress until I saw Paris turning and then went over to them to find strong lift to 7,000'. Instead of leaving them when I was high above, I waited until they caught up so that I could fly with them. Paris, Conrad and I took off together toward the town of Parkes.

Sixteen kilometers later we were down to below 3,500'. I kept shading to the east (right) toward the airfield (no commercial jets would be landing on this day). They got lower and lower again as I found good lift and watched half a dozen pilots work their way back up again. When they found a good core I joined up with them high.

The next thermal was much better and a dozen of us climbed to 7,800' before the range that we needed to cross to head toward Yeoval. We were just six kilometers south of the Parkes dish (radio antenna).

 I didn't think much of the lift just on the west edge of the range so went to the left of Jonny out in front to see what was on the other side. I found 400+ and then 500 fpm in much better thermals. I was freezing now and shivering at 8,800'.

Getting the turnpoint at Yeoval was easy and then the big turn into the 17 mph direct cross wind went well as I stayed high and found 450+ fpm to 8,100'. I could see Conrad way below.

Racing out of that thermal Rod Flockhart caught me and flying at 55 mph he pulled ahead (I was doing 45 mph) as we quickly made the Cumnoc turnpoint and headed to the northeast.

There was a 350 fpm thermal waiting for us and a bunch of us got up right away to 7,900'. It was beginning to feel warm. There was a range right along our course line just ahead and I went for it. The wind would be flowing along the ridge line.

I glided for sixteen kilometers right over the ridge and didn't find any lift. I had to turn out to the valley to the west as Jonas Lobitz came scooting by and Paris Williams came 500' over us. With the sixteen mph tail wind Jonas was going fast but getting awfully low as was I. Finally at 1,100' AGL he found something and I joined him. We were in survival mode and drifting very quickly down the course line.

We worked 100 to 200 fpm for eight kilometers climbing 2,500' in seventeen minutes. This saved us but really slowed us down. We then found 600 fpm eighteen kilometers from goal and that got us in.

Task 4:

Cumulative:

Mon, Dec 30 2013, 8:03:21 am EST

Forbes Flatlands, Task 1, day 1

Attila suggests a change that makes the task easier

(Forbes airfield, Australia)

Attila Bertok|Cameron Tunbridge|Conrad Loten|Davis Straub|Enda Murphy|Filippo Oppici|Forbes Flatlands 2013|Jon "Jonny" Durand jnr|Jon Durand jnr|Jon Durand snr|Kathryn O'Riordan|Nick Purcell|Paris Williams|Phil Schroder|Rohan Taylor|Steve Blenkinsop|Trent Brown|Wills Wing|Wills Wing T2C

The forecast was for lift better than the day before but not quite as good as the first day. We would be able to get to 8,000'. The winds would start light but build to 11 knots south west. Again no cu's.

The task committee called a dogleg to Tomingley (with a eleven kilometer cylinder) just to keep us on the mountain range and then to Yeoval, but there was some kind of hubbub about that so after a discussion with the Task Committee and input from Attila, they changed the goal to Wellington airfield. The course line would have taken us through Parkes airspace which is okay with our air band radios. (The Sport Class goal was straight o Yeoval right smack dab through the Parkes airspace and one pilot made it.)

Unlike day 2 there was plenty of lift right away and I climbed to 5,000' and a little later to almost 6,000'. The winds varied between four and twelve mph out of the south west.

We moved quickly to the northwest to get upwind of the course line and to the edge of the ten kilometer start cylinder. There were plenty of pilots around. The wind pushed us back toward the course line and Jonny, Attila, and Jon Snr took the 2:30 PM first start clock (which turned out not to do them any good at all). The rest of us waited for the 2:50 clock and a big gaggle took off then.

The lift varied between 400 and 500 fpm on average. Good cores that allowed one to put the glider up on a tip if there wasn't any interference from other gliders. There was a eleven mph tail wind, so the going was easy.

I was a bit lower than the top guys in the lead gaggle. Paris, Steve Blenkisop, Jonas and another pilot jumped ahead of the gaggle. Later I took off from lower down the gaggle following one higher pilot while the rest stayed behind. This got me into better lift quicker and when the gaggle caught me I was now relatively much higher.

We came to the ridge south of the Tomingley turnpoint plenty high and found good lift. Paris, etc. were high above us but we were climbing fast. We found good lift going over the ridge to the east and on the other side. Paris, Steve, and Jonas got flushed on the other side and watched us as we flew other them as they dug their way out of a small valley.

We continued to find good lift going east although I had to stop for 250 fpm before I went further into the next set of hills to get 500 fpm to 7,500'. There were pilots all around in various thermals getting up.

It was a nineteen kilometer glide to the ridge west of Wellington and the last obstacle before goal at the airfield. We were down to 1,700' AGL before four of us got into 200 fpm which was the last thermal needed to get to goal thirteen kilometers away. We had no problem making it in.

Plenty of pilots at goal, thirty five to be exact.

http://www.forbesflatlands.com/results.html

Task 3:

Cumulative:

No Australians among the top five.

Sun, Dec 29 2013, 2:40:25 pm EST

Results from Task 2

Mike Bylik and Paris tied for first place

(Forbes airfield, Australia)

Attila Bertok|Conrad Loten|Davis Straub|Filippo Oppici|Forbes Flatlands 2013|Jon "Jonny" Durand jnr|Jon Durand jnr|Paris Williams|Phil Schroder|Rohan Taylor|Steve Blenkinsop|Trent Brown|Wills Wing|Wills Wing T2C

http://www.forbesflatlands.com/results.html

Task 2:

Cumulative:

Sat, Dec 28 2013, 7:00:44 am EST

Forbes Flatlands, Task 1, day 1

A race task with lots in goal

(Forbes airfield, Australia)

Conrad Loten|Davis Straub|Filippo Oppici|Forbes Flatlands|Jon "Jonny" Durand jnr|Jon Durand jnr|Moyes Litespeed RX|Paris Williams|Steve Blenkinsop|Trent Brown|weather|Wesley "Wes" Hill|Wills Wing|Wills Wing T2C

I’ve shaken up the task committee to bring in new pilots and new thinking. Steve Blenkisop, Trent Brown, and Bruce Wynn formed the task committee on the first day. I’ll rotate in other pilots as the week goes on. They called a great task today, a zig zag in a strong cross wind, first south southeast to Grenfell, then north northeast to Gooloogong, then east northeast to Canowindra, then south east to a field near Woodstock. It was named the Child of God task. About 150 kilometers.

The pilots were launched in random order with a small open launch for those who found themselves at the back and were willing to go first. I was off sixth in my line and barely got there in time after handling the unofficial team director duties, weather forecasting, and task committee wrangling. I pinned off early as the tug just kept climbing.

It was my first time on a Moyes Litespeed RX 3.5 in thermal conditions and it was just fine. I climbed right up and waited for the first start window with at first a dozen other pilots. The wind was 10+ mph out of the west northwest. The wind was breaking up the thermals.

We tried heading up wind to get a better start position, but that didn’t work as we didn’t find good lift. Most of the pilots drifted downwind and climbed to 7,000’. I decided to head up wind again and did get to work some lift with only a few pilots as the tugs pulled up the rest of them from Bill’s field below. Those pilots who drifted downwind took the first start clock.

I wasn’t in a great spot for the 2 PM start window so worked to get higher and further south for the 2:20 start and hooked up with Filippo and Jonny as well as a dozen other pilots. I was able to get much higher than the others and took the second clock at 8,600’, 1000’ over Filippo and 500’ over Jonny.

Filippo was charging ahead on his Wills Wing T2C with the extra winglets. He had a great glide and he, Jonny and I came into the first thermal twelve kilometers outside the start cylinder at about the same altitude. The thermal was not that strong, 300+ fpm and that would be the story as we worked our way south southeast. Out on the flats the thermals were broken, we didn’t get to 8,000’ often less than 6,000’, and the thermals varied between 200 and 300 fpm on average. Filippo continued to out race us all.

The wind was blowing us sideways and it took an hour and twenty minutes to go the fifty three kilometers to the Grenfell turnpoint. There is a nice little mountain range (not very high) before the Grenfell turnpoint and unlike the flats it was pumping. I lost Jonny just before the range but found good lift, especially on the southern end just before the turnpoint, averaging 700 fpm to 8,700'.

The conditions had scattered our gaggle and I was mostly on my own now with a few pilots lower than me. The hills past the turnpoint also were pumping and I worked 600 fpm to 9,500' before heading out into the flats. I didn't work any lift until I got to the small hills south of Gooloogong that faced into the west wind (and the sun) and climbed back to 8,600'. The race had picked up significantly with the wind now a tail wind at about 10 mph.

The next turnpoint at Canowindra was almost downwind and I found 355 fpm at a little west facing ridge five kilometers before it. I could see a few pilots down below me and then suddenly there was Filippo also below. Seems he got low and had to slow down. Attila, who thought that the task was wimpy, also got low and was lucky to make it into goal.

I took the thermal to almost 8,000' before the turnpoint and after the turnpoint headed southeast for the last 25 kilometer leg. Now the lift got weak and I was down to 3,500', 2000' AGL. We had thought that this last leg would be a cross wind leg, but in fact it was down wind as the wind still had a north component. I worked 100 fpm and then after getting up a little moved to 260 fpm, which was enough to get me to 5,300' and into goal.

Paris was first in on the first clock with Mike Bilyk and Steven Blenkisop. Jonny came in twelve minutes later. The goal quickly filled up. It was a real race to goal day. Not an endurance day. Still I was in the air for four and a half hours.

Task 1:

http://www.forbesflatlands.com/results-show.html?id_results=3&db=results2014&class=results_open

There is a sport class competition also and you'll find the results here.

Thanks to Wesley Hill, the scorekeeper and the pilots for getting their flight in so fast.

Mon, Dec 23 2013, 4:07:15 am EST

Going to Mexico soon

Jonny Durand

(Valle de Bravo, Mexico)

Jon "Jonny" Durand jnr|Jon Durand jnr|video

The local news here.

Fri, Dec 20 2013, 2:30:44 pm EST

Dustin and Jonny

Video stars

(Francisco Grande, Casa Grande, Arizona, USA)

Dustin Martin|Facebook|Jon "Jonny" Durand jnr|Jon Durand jnr|video

Dustin writes:

Filming today in Arizona for a potential joint project with Jonny Durand. A Canadian production company is pitching to some networks up there and we're hoping they're successful. If so, we'll be flying and filming in some pretty incredible locations around the world to get it done!

https://www.facebook.com/flydustin?fref=ts

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2013 Gulgong Classic

Day 6 canceled

(Gulgong, NSW, Australia)

Gulgong Classic 2013|Jon "Jonny" Durand jnr|Jon Durand jnr

Jonny Durand writes:

No flying for day six of the Gulgong classic. Overcast skies, lack of lift and patchy light rain keep us from setting a task. Last day tomorrow with the top three all so close it should be a fun last day.

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Jonny Durand's Coaching Competition Clinic

Has to run fast from Forbes to Corryong on the 4^th

(Forbes airfield, Australia)

Jon "Jonny" Durand jnr|Jon Durand jnr

Vicki writes:

Order your Litespeed today and be one of only four pilots to be personally coached by Jonny Durand for the duration of the competition. Open to the first 4 pilots to order gliders for Gulgong, Forbes and Corryong. Call Vicki at Moyes to reserve your place 02 9316 4644.

http://www.gulgongclassic.com/

http://www.forbesflatlands.com/

http://www.corryongcup.com/

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Three Brazilians break hill-side-launch World distance record

Breaking Jonny Durand's Beechmont record

(+Brazil)

Erick Vils|Fabiano Nahoum|Jon "Jonny" Durand jnr|Jon Durand jnr|Konrad Heilmann|record

Previous record: http://ozreport.com/10.246#0

Erick Vils<<erick>> sends:

http://www.flytrace.com/tracker/map.aspx?group=97

http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0vKSb3n2p53NhzZyhqq4oU1gLrhktctJg

576 Km.

Dudu Fernandes (pilot from Brasilia/DF).

Takeoff from Tacima, Paraiba, Brazil ( -6.498116 , -35.658128) Land: (-4.23326 , -40.34201)

Fabiano Nahoum<<marusco>> sends:

http://share.findmespot.com/shared/faces/viewspots.jsp?glId=098ul1kTggWcqWil7HvC02uJpxUJg9qeX
 http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0nSTZk9pfxfaSqjntbunKSx231OI8YIMA
 http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0vKSb3n2p53NhzZyhqq4oU1gLrhktctJg

Konrad Heilmann writes:

New South American record set today, Glauco Pinto, Eduardo Oliveira and Eduardo Fernandes just landed about 578km from the Tacima launch site in NE of Brazil. Take off was about 8am and landing a bit after 5pm.

David Brito Filho writes:

Brazilian Record this distance being broken now.

Discuss "Three Brazilians break hill-side-launch World distance record" at the Oz Report forum   link»

2013 Canungra Classic

Last day, only Adam Stevens in goal

(Beechmont, QLD, Australia)

Adam Parer|Canungra Classic 2013|John Smith|Jon "Jonny" Durand jnr|Jon Durand jnr|Nick Purcell|Steve Blenkinsop

Results: http://www.triptera.com.au/canungra/classic2013/

Photo by Jonny Durand (trying for 3D?).

Last day:

http://www.triptera.com.au/canungra/classic2013/task5_final.html

Cumulative:

http://www.triptera.com.au/canungra/classic2013/comp_result_T5.html

Discuss "2013 Canungra Classic" at the Oz Report forum   link»

2013 Canungra Classic

Flying from Beechmont

(Beechmont, QLD, Australia)

Canungra Classic 2013|Jon "Jonny" Durand jnr|Jon Durand jnr

Results: http://www.triptera.com.au/canungra/classic2013/

Jonny Durand writes:

Day 7 task was a challenging day but Beechmont turned it on again. Some pilots got 6,500' above takeoff before starting and then up to 7,500' on course. I think close to 15 pilots in goal with a few of the top 10 missing out today. Adam will probably win the day doing the 1^st start. I did well probably having the fastest time from the 4^th start.

Jonny won the day and is in the overall lead.

Photo by Zuppy.

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2013 Canungra Classic

Folks at goal, Jonny in the lead

(Beechmont, QLD, Australia)

Adam Parer|Canungra Classic 2013|Conrad Loten|Corinna Schwiegershausen|Enda Murphy|John Smith|Jon "Jonny" Durand jnr|Jon Durand jnr|Nick Purcell|Steve Blenkinsop|Tim Osborn

Panorama at goal: http://t.co/Mo3mpJCFaj from Jonny Durand.

Results: http://www.triptera.com.au/canungra/classic2013/

Task 3:

Cumulative:

http://t.co/Q5Gj7Ezv0D

http://corinnaflies.blogspot.com.au/2013/10/task-4-74km-around-2-turnpoints-goal.html

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2013 Canungra Classic

Jonny first on the first day

(Beechmont, QLD, Australia)

Adam Parer|Canungra Classic 2013|Conrad Loten|Corinna Schwiegershausen|Jon "Jonny" Durand jnr|Jon Durand jnr

The Beechmont launch. Photo by Jonny Durand.

Adam Parer after coming to second on the second day.

Results: http://www.triptera.com.au/canungra/classic2013/

Jonny writes:

Another challenging flight today from Flying Fox to Woodenbong via 2 turn points. Glen Mcfarlene wins the day ahead of Adam Parer and Conrad Loten. Jonas Lobitz and I got stuck low before crossing the scenic Mt Lyndsey. Many pilots including myself had some very interesting glides over trees but everyone seemed to survive.

http://corinnaflies.blogspot.com.au/

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2013 Santa Cruz Flats Race

Day seven

(Francisco Grande, Casa Grande, Arizona, USA)

Bruce Barmakian|Chris Zimmerman|Joe Bostik|Jon "Jonny" Durand jnr|Jon Durand jnr|Krzysztof "Krys/Kris" Grzyb|Santa Cruz Flats Race 2013|Steven "Steve" Pearson

Steve Pearson, the fastest pilot to goal on the last day. He gets within the 1 km goal cylinder by 2 meters.

The forecast on Saturday morning was better than the previous day where we had an extreme inversion. On this day the inversion was there but not nearly as strong. It still didn't look like there would be much in the way of cumulus clouds like there were on the first three days.

The winds were supposed to be light so we could come back to the Francisco Grande. The task committee wanted a little longer task than the day before:

I was off third a few minutes after 1:30 PM and the lift was somewhat weak but not as bad as the day before, very much in line with the forecast. By 2:10 I was at 6,100' over the hotel with Joe Bostik, Bruce Barmakian, Jonny Durand, Krzysztof Grzyb, and Kip Stone. We all headed south up against the 8 mph wind to get to the southern edge of the 5 kilometer start cylinder.

This really didn't work out that well. We couldn't get up over 5,300' and there were just the five of us out there as Jonny got low and had to head back. Finally at 4,600' Joe headed east toward the gravel pit, the same pit that let me down on the previous day.

Down to 2,900' (1,600') Joe and I found the 100 fpm and started working it. Six minute later I spotted Steve Pearson climbing at 600 fpm just to my north. I joined him and climbed fast. By three minutes before the third clock at 3:10 there were half a dozen of us at 8,300'. A number of pilots who were over us when we started to climb out, including Steve and Jonny, had already taken the 2:50 clock and were already out on the course line.

We took the 3:10 clock and I was on top, which felt great. Joe was off to the left. We found 200+ fpm 13 km down the course line and we all took advantage of it to get back to 7,800'. This made it easy to get another bit of lift and make the first turnpoint at 5,500', hit a nice thermal to get us back to 6,100', and then head northwest back toward I 10 and the Highway 87 intersection.

As we flew along the course line we went over the guys from the previous start clock. Unfortunately, they weren't marking much lift. I found 50 fpm and 14 fpm over them and continued on to the turnpoint.

Down to 3,200' at the turnpoint I spent 6 minutes searching around in zero sink watching three guys below me land. Heading north I finally spotted guys circling to the south west and headed for them. Down to 1000' AGL I found 200+ fpm at the edge of an orchard and before I got to where I saw the other pilots. I saw Jonny just over me and hung on to the best looking lift around.

I was able to climb up and back to 5,700' and was debating when to leave to go up the course line. I spotted three pilots, including Jonny, circling ahead and went for them. The sun was low in the sky and there were clouds moving in causing a large shadow on the course line. When I got to the pilots they were leaving and there wasn't any lift.

I headed to the northwest to get around the shadow but there was still no lift and I found a nice open field to land in next to a road.

Only Zac, Steve and Joe made it in. Zac won the competition with Chris Zimmerman next and Joe third.

Results here: http://soaringspot.com/2013scfr.

Ecuador cross country record

Something to sink your teeth into

(Guayaquil,+Guayas,+Ecuador)

Davis Straub|Dustin Martin|Jon "Jonny" Durand jnr|Jon Durand jnr|Kraig Coomber|Mike Glennon|Raul Guerra|record|video

Raul Guerra <<dr.raulguerra>> writes:

Here is the history and video link at national TV interviews of cross country Ecuador.

http://youtu.be/jU2QTDYIhmI

After extensive work in the smile of our friend Jonny Durand, we went to fly at Bototillo Ecuador, my place of flight. Jonny with his experience realizes the convergence line and we went together for this new route with few landing places. Jonny flies 90.8 Km breaking the record for distance in Ecuador.

Jonny departed to Arizona USA to the SCFR, and I kept the memories of this magnificent flight, eager for more. So I decided to try to break Jonny's record, just nine days after we flew. For this purpose I prepared and decided to travel the route by car one day before my flight.

I discover a new pavement road that takes me to find amazing LZ with old trees and beautiful scenarios, this encourages me to tell myself “tomorrow I will land between these centenary trees as the place is magical”.

That's how the day Saturday September 14^th, I decided my goal is to land at this WP “The Trees” and it's like after 3 hours of flight I pass by the place where Jonny landed, area very uneven and hilly with few or no places to land.

Since I had already recognized this area the day before I knew I had to go up a bit more to cross the next ridge into the next valley.

At this moment my GPS indicated me that I could reach at WP The Trees, but to go to this WP I had to cross a hill that was in the middle of my way.

Once I crossed that hill I discovered the last thermal smooth, that gave me the height enough to reach my Goal.

Thanks to all my friends and pilots who have flown this route with me since 2004, helping and showing me a better way to do it: Betinho Smith, Dustin Martin, Kraig Coomber, Mike Glennon, 2 Jeff's, Davis Straub, Jonny Durand, are some of my cross country friends who have flown in the area.

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2013 Santa Cruz Flats Race

Chris Zimmerman in the lead

(Francisco Grande, Casa Grande, Arizona, USA)

Bruce Barmakian|Chris Zimmerman|Davis Straub|James Stinnett|Jon "Jonny" Durand jnr|Jon Durand jnr|Krzysztof "Krys/Kris" Grzyb|Larry Bunner|Mitchell "Mitch" Shipley|Moyes Litespeed RX|Robin Hamilton|Santa Cruz Flats Race 2013|Wills Wing|Wills Wing T2C|Zac Majors

By convincingly winning two days and placing well on the second day Chris has taken a substantial lead in the SCFR ahead of Zac Majors and Jonny Durand. Zac has placed second twice. Jonny's best placing has been third on the third day.

The results after three days: http://soaringspot.com/2013scfr/results/flex/total/day3.html

Ecuador Distance Record

Jonny and Raul

(Guayaquil,+Guayas,+Ecuador)

Jon "Jonny" Durand jnr|Jon Durand jnr|PG|record

Jonny Durand <<jonnyjnr80>> writes:

After a week of dental work it was finally time to go flying at Raul's local site that he cleared here in Bototilla, Ecuador. The takeoff stands only 300m high but if you time it right it works like a treat. I was first to takeoff with Raul right behind me as I went right I was rewarded with a 600fpm climb to 1200m. I was told we needed 900m to make the 5km crossing over the back of the mountain to the next landings.

It was clear to me there was a convergence set up and it was taking us well to the west of our chosen flight path for the day. Raul started to head towards our declared goal and I quickly wound down to escort him a different way. We had no radio today so I had to improvise. Once I got Raul under my wing he followed me along the convergence line stopping for only the best lift.

We went a way that no one else normally goes apparently because there is not lots of landing but still sufficient. I flew the whole way with Raul topping out to around 1700m maximum for the day. I went on one glide and Raul turned around cause he did not feel comfortable with the landings and soon after I hit a 400 fpm climb back to cloudbase which gave me enough height to break the record and then fly back to the closest town so I could call for my retrieve.

When I landed I was surrounded by kids and other fellow natives who were all super friendly. They lent me a telephone brought me cold water and even posed for some pictures. They watched closely how I packed up my glider and then help me carry it to the main road which was only 100 meters away. One kid even had a hang gliding shirt on which is pretty amazing considering where I had landed they had never seen a hang glider before.

I was surprised on how good the flying was here and it really reminded me of the convergence days I get back home at my local site. This seems to be the key factor in flying this place is knowing how to pick the convergence line. I have two more days here so lets see if we can go further again.

I flew a straight line distance of 90.8kms and a total distance today of 106.9km with some turnpoints. For the full flight details check out the flight here http://www.paraglidingforum.com/leonardo/flight/821874.

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The FS implementation

(Brasilia, DF, Brazil)

CIVL|Joerg Ewald|Jon "Jonny" Durand jnr|Jon Durand jnr|PG

I wrote to Joerg Ewald:

At the recent Brazilian Nationals they used Jump the Gun in scoring for the first time. They used a factor of 4.

On the sixth task (http://www.abvl.com.br/images/brasilia2013/brasilia2013prova6elite.pdf), Eduardo Fernandes, started 38 seconds early. But he received only a penalty of 10 points.

I read in the FS documentation for “The GAP, Scoring formula explained”:

3. 6 Jump the Gun option

“Jump the gun” option is to allow pilots to start before the startgate. This option is normally only used in HG competitions. By setting this option, a pilot can start before the first start time or Startgate time and will get time points for the task. But by starting earlier (if that is allowed) the pilot is penalized for his early start in relation to start time.

A setting of 2 in “Jump the Gun” option will give a pilot starting before the first startgate additional time in the SpeedSection of X 2 the time he started earlier. For example if the Jump The Gun factor is set to 2 and a pilot starts 20 seconds earlier than the first startgate he will get 40 seconds added to his speed section time.

To make this work the “Jump the Gun” factor has to be set. Also, the StartOfSpeed Section (SS) start time must be set to be before the first startgate time. The SS time can be set to define how early a pilot can start before the startgate.

For example if the SS start time is set to 2 minutes prior to the first start gate time, then this limits the pilot to a maximum of 2mins early start.

Ten points seems a bit low.

The full scoring should be found here: http://www.abvl.com.br/images/brasilia2013/brasilia2013prova6open.pdf, but it seems to be missing. http://www.abvl.com.br/

Jonny Durand asks, how does Jump the Gun deal with leading points and arrival position points?

In my SeeYou-based scoring system I just move the pilot’s flight interval from the amount of time before the first start time to that amount of time after the first start time and score him/her normally with the new start time.

I believe that Claudio can make the Brazilian Nationals FS database available to you.

I don’t have much documentation of the formulas for Jump the Gun.

Joerg Ewald «Joerg Ewald» writes:

The Jump-the-gun rule put in place by CIVL two years ago and implemented in FS works slightly differently from the way you do it in SeeYou. The exact definition can be found here:

http://www.fai.org/component/phocadownload/category/?download=7122:2012-civl-scoring-system

(Section 10.2, page 28)

With a Jump-the-gun factor of 4, one penalty point is applied for every four seconds of starting early. 38 seconds give 9.5 penalty points, which are rounded to 10. So I believe the calculation is correct and according to CIVL’s current rules.

Note that section 7A of the FAI Sporting code (the rules that apply to World- and Continental championships and can be used as guidelines for other comps) states that a factor of 3 should be used:

http://www.fai.org/downloads/civl/SC_7A_2013

(Section 15.5.7.3 on page 66)

This would result in a penalty of 13 points. Still not all that much.

In paragliding, he’d only score for the distance up to the start, or minimum distance, whichever is greater. Harsh, but I prefer this from a sportive perspective. Our competitors learn from very early on to pay good attention at the start, and rather start a few seconds late than a single second too early. Even with our limited and now pretty much standardized top speeds, the start does hardly ever play a decisive role in a task’s results.

Claudio Velloso «Claudio Velloso» writes:

This was not the first time we have used "Jump to Gun". We used it about two years ago with the version 1.3.1 of FS. In this version, it calculated the time that the pilot did start before the first start time and multiplies by the factor (4x) and adds this to the pilot's time. Now the calculation is different in this version (FS2013).

I did a test and used version 1.3.1 of FS in the same league and it gave the penalty time to the pilot. Probably in Australia they are still using the old version of the program.

Knowing now how it works, I'll ask the organizers to make a change in the rules of the championship. I think that one should always use the latest version of FS available.

Long ago I implemented the "Jump the Gun" (early start) differently. It looks to me that my SeeYou-based scoring program gives a greater penalty for starting early.

Jonny: Yes it does seem so it really is not much of a penalty. How about for a stopped task situation?

Davis: FS doesn't give much of a penalty, but my program does. Especially in a stopped task situation. Really severe, so you do not want to start early if the task is stopped.

Jonny: I know your system does but I was just curious if FS does the same thing or if you get your actual start time and distance along course line without penalty since time is not involved?

Davis: http://www.fai.org/component/phocadownload/category/?download=7122:2012-civl-scoring-system

Check the top of page 29.

Looks like with FS you just get their little penalty without moving your track log and scoring it based on the new times. You appear to get your actual start time in FS. You get your actual distance along the course line apparently.

Joerg Ewald «Joerg Ewald» writes:

Yes, Davis‘ analysis is correct, a pilot will always get their regular score, as if he’d started at the correct time, minus the Jump-the-gun penalty. This may of course have an impact on the leading points for other pilots. I’m afraid whoever came up with this rule did not take leading points into account.

I think it’s important to notice that this is not “FS” that does it this way. FS merely implements the GAP scoring formula as requested by CIVL. In this particular case, it implements something that was decided at the 2012 CIVL Plenary, proposed by the Hang Gliding Sub-Committee. I have no idea who was involved there, and what their motivation may have been. If things need to be changed, you should take it up with the current HG SC.

Discuss "Jumping the Gun" at the Oz Report forum   link»  

Jonny slips to fourth

(Brasilia, DF, Brazil)

Brasilia 2013|Jon "Jonny" Durand jnr|Jon Durand jnr

Glauco Pinto wins the fifth task: http://www.abvl.com.br/images/brasilia2013/brasilia2013prova5open.pdf goes back on top: http://www.abvl.com.br/images/brasilia2013/brasilia2013geralopen.pdf

http://www.abvl.com.br/

Jonny Durand writes:

A long 144km task today with five turnpoints and many in goal. I did the second start with the top guys and was doing well until I got low before the 2^nd turnpoint which cost me big time. I was unable to get to the good climb and had to scratch whilst watching the others disappear into the distance. I flew the rest of the task by myself and unfortunately did not get the good run the others had with the clouds. I finished about 18 minutes behind the winner Glauco Pinto who will now move into 1^st place. Andre will hold onto second place and I will move into fourth with Eduardo from Brasilia in 3^rd. Tomorrow should be the best day of the comp so lets hope the tables turn for the last two days.

Discuss "2013 Brasilia - Glauco Pinto regains the lead" at the Oz Report forum   link»  

Persistence pays off

(Brasilia, DF, Brazil)

André Wolfe|Corinna Schwiegershausen|Jon "Jonny" Durand jnr|Jon Durand jnr|Vicki Cain|weather

Vicki Cain«vicki» writes:

Brasilia is on again! Three days from three so far. Jonny Durand RX 3.5 jumps into the lead with Andre Wolf 2^nd RX3.5 and Glauco Pinto Laminar Z9 3^rd.

http://www.abvl.com.br/images/brasilia2013/brasilia2013prova1open.pdf

http://www.abvl.com.br/images/brasilia2013/brasilia2013prova2open.pdf

http://www.abvl.com.br/images/brasilia2013/brasilia2013prova3open.pdf

http://www.abvl.com.br/images/brasilia2013/brasilia2013geralopen.pdf

Jonny writes:

Day 1 of the Brazilian Nationals started with a 90km zig zag task. I ended up doing the last start with many others and was blazing the early stages but then I got low on the Plateau and scratched and watched many fly over. I ended up making goal and should place top 10 for the day. The weather seems to be improving everyday with climbs already 6-800fpm to 9,000ft. Its good to be back here in Brasilia for one of the last years.

Task 2 Brasilia proved to be a difficult 111kms with the 2^nd last leg into a 25kph headwind. I was with the lead gaggle most of the day and we even managed to get past the 2^nd start gate guys. Unfortunately, the lead gaggle got low before the last turnpoint and played a yoyo game for the next hour as we watched the later guys flying high over heads. I was the only one to survive the lead gaggle and was last into goal just as the sun was going down. Looks like Glauco Pinto will win another day but only 7 of us made goal. 5 hrs of hard work today lets hope tomorrow is a better day.

Another Hard day here in Brasilia with only 6 pilots making goal. Andre will win the day and I should move into 1^st overall. I was out in front for the first half of the course alone but played the yoyo game again on the 3^rd leg into a 30kph headwind. I was down to 100m on my 2^nd attempt at the turnpoint and managed to back up but finished well after the others as they flew over my head high. Many pilots landed on this section so I'm just happy to be in goal. Go the Fly Moyes Team

http://corinnaflies.blogspot.com.br/

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2013 US Nationals

Matt at the hangar

(Big Spring, Texas, USA)

Ben Dunn|Jon "Jonny" Durand jnr|Jon Durand jnr|US Nationals 2013

SPOT Tracker for the meet here.

The results and SPOTS and teams will be up here: http://ozreport.com/2013USNationals.php

Matt Barker at the Big Spring airport on Tuesday afternoon.

Photo by Ben Dunn.

Relaxing before the flight in the air conditioned pilot lounge. Photo by Jonny Durand.

2013 US Nationals

The dry line, trough from the west, day 3, task 3, August 6h

(Big Spring, Texas, USA)

Belinda Boulter|Ben Dunn|Jon "Jonny" Durand jnr|Jon Durand jnr|Lawrence "Pete" Lehmann|Mitchell "Mitch" Shipley|Pete Lehmann|US Nationals 2013|video

SPOT Tracker for the meet here.

The results and SPOTS and teams will be up here: http://ozreport.com/2013USNationals.php

Today's flight here.

Jonny's video coming soon.

With lighter winds in the forecast (11 knots south west) the task committee called a zig zag task:

The Sport Class task skips the zag off to the northeast to Tbar.

Larry was seeing the likelihood of clouds off to the west so he wanted us to go in that direction. Turned out he didn't see the forecast that showed a trough over there.

Pete Lehmann noted during the pilot meeting that the dry line to our west was already beginning to over develop. He had him go talk to the task committee. They didn't change the task.

As we prepared to fly, there were a line of cu's twenty miles or maybe more to our west. They were already over developing. The local cu's were just beginning to pop at 1:30 PM.

We are all being towed to the west of the airfield to keep away from the main runway and any traffic that might be there.

I pinned off at 1,800' in weak lift not near any cu's and just tried to stay up and slowly climb as I waited for conditions to improve. I was keeping an eye on the cu's getting thicker and thicker to the west and northwest.

It was a slow climb but I was happy to have it. I drifted north with a dozen other pilots but then three pilots peeled off and headed south including Mike Bilyk and Ben Dunn. I started to go with them then said to myself that that is nuts as we had only only twenty minutes to go before the first start time and with the chance of the task being stopped I wanted to take the first start time.

I headed north a few kilometers but still well inside the start cylinder to get under some nice forming clouds and Mitch Shipley went with me. The lift was still weak even under these cu's, so after a few turns we headed out to the better looking cu's at the edge of the start cylinder.

Mitch headed due north and tended from my perspective to be heading a bit east of the clouds. The cloud shadows were moving quickly from the west like the line of cu's to the west were coming toward us, but the winds at our level five thousand feet below the clouds were out of the south.

I went further west and found 200+ fpm, which was the best so far, half a kilometer inside the ten kilometer radius start cylinder. Mitch was turning in very slightly better lift a kilometer outside the start cylinder so I knew that he would have to come back to me. Jonny Durand had been hanging out under these clouds for a while and was a bit higher than us.

We hit the edge of the start cylinder at the 14:40 start time still climbing at 7,500' with cloud base at ten to eleven thousand feet, and then after a bit more climbing headed  northwest, west of the course line, toward the thicker cu's and the developing over development. We found 400+ fpm to 8,600' as Jonny held back.

We headed out again with Mitch a bit below me and again he headed more northerly while I wanted to get on the "upwind" side of the cu's forming west of us an he went to their northern end. I kept pushing to get under a westerly cu and then when I was far enough away from Mitch to not want to go back he found good lift.

I didn't find the lift under the cloud but there were plenty of wispies developing ahead to the northwest and thick cu's beyond the wispies so I plowed ahead getting under one after another and not finding any lift. I must have gone under half a dozen wispies.

Finally I was down to five hundred feet and no longer looking up but just feeling for lift over sun baked fields. I headed west southwest just feeling out something and found a broken 180 fpm. I was following the wind as it was being sucked into the lift and was southeast at 12 mph. It just carried me to the lift. The wind had gone from southwest to southeast the further I moved to the west and the lower I got.

I climbed out all alone after screwing myself, moved over further west to find 250 fpm then further north under thicker cu's to find 450 fpm to 9,800'. I could see rain to my west, just pockets of it and the massive shading to the northwest right along the course line from the cu-nimb west of La Mesa. The sky was full of fluffy cu's to the east of La Mesa and I was just southwest of Ackerly.

I headed northwest again along the course line toward La Mesa but I was getting nervous about all the development nearby. Before long I was getting rained on, but not hard. I was on the radio with Belinda to have her check with the drivers for the safety committee members to see if they were aware of the situation with the cu-nimb on the course line.

Finally I decided to head around La Mesa to the northeast to get over to the non shaded area and under the sky full of puffy cu's away from the cu-nimb. I kept watching the cu-nimb and talking with Belinda who could not raise any of the safety committee member's drivers on the phone. At 3:56 as I watched the gust front form about ten miles to my west lightning flashed right next to me. I told Belinda to stop the task.

Immediately after I did so Belinda was deluged by phone calls from other drivers with messages from their pilots that they were scared and wanted the task stopped. She told them that it already was. I headed further east and landed just a few miles east of La Mesa in the sun shine and as far away from the gust front as I could manage.

The task lasted 1:17, long enough to count slightly. The task scored time was 57 minutes reducing the task time by one start window interval (20 minutes). Pilots were scored manually by their distance at 3:37 PM. The day is worth a little more than 100 points.

2013 US Nationals

First into goal, day 2, task 2, August 5^th

(Big Spring, Texas, USA)

Belinda Boulter|dust devil|Flytec 6030|Jon "Jonny" Durand jnr|Jon Durand jnr|Larry Bunner|US Nationals 2013|video|Zac Majors

SPOT Tracker for the meet here.

The results and SPOTS and teams will be up here: http://ozreport.com/2013USNationals.php

Today's flight here.

Jonny's video here.

The Open Task was 198.4 km straight north to the airfield at Floydata. The Sport Task was 110 Km north to Tbar. Eleven Open Class pilots made goal and one Sport Class Pilot made goal. I was first into goal at Floydata with Attila three minutes behind me.

The wind was a little lighter than the first day and there were no cu's. There was an obvious strong inversion at 7,500' going up to over 9,000' later in the day.

I pinned off early at 1000' AGL in 300+ fpm.  I climbed out by myself to 7,200'.

The other pilots were milling about back at the airfield as I drifted a few kilometers to the north during my climb and as it was a bit early yet for the first start clock at 2:40 (there are four, twenty minutes apart), I decided to join them. The lift was pretty weak and we just drifted again back to about where I can climbed out to originally.

We had a gaggle of about ten pilots with Mike Bilyk, Zac Majors, Larry Bunner and others slowly climbing to 7,800'. At 3.5 minutes before the first window opened and five kilometers from the edge of the 10 kilometer radius start cylinder I decided to head north to take the first clock on my own. I knew that most of the rest of them would hold back and wait for a later clock but I saw no reason not to go. Others were waiting for the day to get better before starting, as they hadn't experienced the good lift that I pinned off in.

Seven kilometers outside the start cylinder I found 340 fpm and saw Olaf come into the thermal well below me. This was the last pilot I would see for a long time. While there were no cu's ahead to guide to me to the lift and no pilots around to help, I was happy to be on my own and not worrying about the decision making of other pilots.

The route took us off the cultivated lands and over the rougher areas with fewer roads and many locked gates but I was plenty high and didn't get low over these areas. I found strong lift with one thermal averaging 550+ fpm. Most thermals averaged 350+ fpm and some were over 400 or 500 fpm. I was soon climbing to over 9,000'. The country was climbing to 3,000' elevation.

I passed over some cultivated flat land areas and found bits of lift on the cliffs rising from the canyons up to them but nothing spectacular. On the first patch of flatlands about half way up the course line I found a couple of dust devils that provided some nice smooth lift. In fact the lift had been smooth all along and I was really appreciating how great it is to fly here in north Texas even on a high pressure day.

As I topped out at over 8,000' I saw Attila come in about 4,000' below me searching in the area to the east of where the dust devils had been. This was the first pilot I had seen and I assumed that he had taken the second clock. I didn't see another pilot the rest of the day.

As the day got later I started looking for west facing formations in the canyons and found a bright looking cliff area that really turned on and got me back to 9,000', after a slow and low patch, and up onto the flats south of Ralls.

After that nice climb the going got tough as the fields turned circular and green filled with irrigated cotton. I snaked my way through them concentrating on the dry patches but I was not getting high and I had to work 100+ fpm thermals. I was being very careful after falling down on the first day, recognizing when I was out of an area with the strong lift and realizing that I had to stay with much weaker stuff.

I got lower and lower as I moved west of Ralls to stay over dried areas and they were getting fewer and fewer. I was looking for any buoyant area and moving east or west to get out of any line of sink. The wind was about 13 mph out of the south southwest so there were definitely lift and sink streets.

My left shoulder had been acting up and I was doing my best to ignore the pain, but I began to notice that it had gone away. I was quite grateful that I could keep my mind on flying and not have to multi-task dealing with suppressing the pain.

Finding myself between circular cotton fields and down to 700' AGL, I moved back and forth from west to east searching desperately for any sign of lift and checking out possible landing areas. Finally I felt a trickle just to my west and started turning. It was mostly sink but less sink than I had been experiencing, with a hint of lift.

I searched for the core and finally found 100+ fpm. Belinda was in the truck on the highway next to me watching as I slowly climbed out an drifted north. I was 30 kilometers from goal.

I stayed in the weak lift for 35 minutes climbing to 7,500'. I was checking out the Flytec 6030 to see how I high I needed to be to get to goal. Then I remembered that I still had the instrument set with the Falcon polar. Yikes, time to pull in and go to goal. I arrived first into goal with 2,500' of extra unneeded altitude.

Three minutes later Attila came in at a proper altitude trimming the trees over the town on the way to goal at the airfield north of town. Olav who also took the first clock was in next twelve minutes after Attila, followed by additional pilots making eleven at goal. Jonny Durand went down early as did other pilots who did well on the first day.

The team scoring is up for the first day here: http://ozreport.com/2013USNationals.php. Click on Team Scoring and then click on the Totals tab for the second page.

Dan Jones was the only Sport Class Pilot to make goal and of course he won the day. The Sport Class goals have been quite a distance but a Sport Class pilot meets with the Task Committee every day.

Mike's landing.

The hangar.

2013 US Nationals

Day 1, Task 1, Sunday, August 4^th

(Big Spring, Texas, USA)

Belinda Boulter|dust devil|Gregg "Kim" Ludwig|Jon "Jonny" Durand jnr|Jon Durand jnr|Larry Bunner|US Nationals 2013|weather|Wills Wing

SPOT Tracker for the meet here.

I've had Larry Bunner take over for me as the Task Committee Wrangler and Weatherman while I concentrated on my position as ex-officio meet director. The Task Committee (Larry, Zippy, and Jonny) called a 172 km task dogleg to Brownfield airfield and then to Town and Country airfield.

Photo by Belinda Boulter.

My short flight here.

The launch started at 1:30 PM with 49 pilots and four tugs (three dragonflies and Gregg Ludwig's trike, which I got towed up behind and found to be fast climbing). The task first start time was 3 PM (a little later than normal around here), with two twenty minute later starts.

I was towed up at 2:30 PM and Gregg waved me off at 2,000' AGL in a 400 fpm thermal. It was quick to climb to 9.600'. The drift was 26 mph at cloud base from the southeast, right down the course line, although only 13 mph at lower altitudes. I was thermaling with Jonny Durand and one other pilot and didn't see any other pilots nearby.

Jonny headed out and I followed a little below him as we made the 3 PM first start gate high. We were alone and flying together toward La Mesa. Jonny led out twice and I led out twice. I was able to climb on him pushing him out of the thermals when he was over me.

There were nice cu's over the Big Spring airfield and a few all the way to Ackerly, but it was blue after that with a very perceptible inversion to the north.

With the strong tail wind up high we were very quickly to a point just south of La Mesa. I headed out when the lift we were in got mixed and found much better lift. Jonny headed for a big dust devil on a line to the east of me but didn't get up. I climbed to 9,500' and then saw him a couple of thousand feet below gliding just ahead of me as I glided toward La mesa. I went over to him when he started turning but didn't find much of anything there.

I continued on while Jonny climbed behind me. I found 300 fpm, but missed it on the second turn and instead of going back for it as I was high at 7,500' continued on. That was a very bad decision, as I didn't find good lift after that and soon landed north of La Mesa.

Jonny came over me and then at less than 2000' AGL had to drift in weak lift not getting high again until the Brownfield airfield turnpoint. He said that there was an inversion at 2,000' AGL, which we could see when we were heading north.

Mike Bilyk was first into goal.

Jonny and Zippy made it as did other pilots.

Big Spring is on and we are having a great time.

The results and SPOTS and teams will be up here: http://ozreport.com/2013USNationals.php.

Jonny Thompson towed along with Russell, Bobby and Gregg all the pilots up, then got on his Wills Wing Ultra Sport, which has the highest handicap factor in the Sport Class, started after 4 PM and was the only Sport class glider pilot in goal to win the day.

2013 Santa Cruz Flats Race

Time to get a hotel room and register now

(Francisco Grande, Casa Grande, Arizona, USA)

Chris Zimmerman|Davis Straub|Dustin Martin|Greg Dinauer|Greg Kendall|Jamie Shelden|Jim Yocom|Jon "Jonny" Durand jnr|Jon Durand jnr|Larry Bunner|Patrick Kruse|Santa Cruz Flats Race 2013|Terry Reynolds

http://SantaCruzFlatsRace.blogspot.com/

Jamie Shelden <<naughtylawyer>> writes:

The Francisco Grande Golf Resort will be putting our reserved rooms back into general circulation on August 1^st. So, if you're coming to the Santa Cruz Flats Race this year (September 15-22) hurry up and reserve your room now. You don't need to pay for the room in advance - but you have to call and reserve it. While you're at it, hop on the website and register for the comp as well - SantaCruzFlatsRace.blogspot.com.

Pilot list:

• Davis Straub
• Greg Kendall
• Joakim Hindemith
• Ricker Goldsborough
• Jim Yocom
• Glen McFarlane
• Chris Zimmerman
• Markus Venturini
• Dustin Martin
• Terry Reynolds
• Greg Dinauer
• Rudy Gotes
• Jonny Durand
• Olav Olsen
• Larry Bunner
• Patrick Kruse
• Dave May

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Tennessee Tree Toppers Team Challenge 2013

Registration reminder

(Henson's Gap ramp, TN, USA)

Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|weather

James Dean <<kreebog>> writes:

September 1^st - 7^th - plenty of spots remaining!

http://TennesseeTreeToppers.com

Jamie Shelden writes:

Hey everyone! Glen and I just registered for the Team Challenge at Henson's Gap. They're holding it a bit earlier this year and the weather is likely to be perfect! I had an amazing time last year even in the less-than-perfect weather. This is an awesome event and I would encourage you sign up while there are still spots - how about you Jonny Durand? Won't you be in the states then? It runs September 1 - 7 - perfect timing two weeks before the SCFR!

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2013 World Record Encampment

Attila

(Zapata, Texas)

Attila Bertok|Dustin Martin|Gary Osoba|Glen Volk|Jon "Jonny" Durand jnr|Jon Durand jnr|Kraig Coomber|Lawrence "Pete" Lehmann|Mike Barber|Pete Lehmann|record|Robin Hamilton|sailplane|Wills Wing|World Record Encampment 2013

Gary Osoba<<wosoba>> writes:

WRE 2013- Who's Flying What?

When the World Championships were held at Big Spring, TX, USA in 2007, Attila Bertok proved to be the very best Flex Wing pilot in crankin' Texas conditions. He'll be picking up the latest Moyes racer from Kraig Coomber and traveling directly to the WRE. Word is he'll also be carrying a second hotly tuned racer for Glen Volk, former US National Champion. Glen flew very impressively at last year's WRE and is an outstanding distance pilot. Will he or Attila be the first to shatter the 500 mile barrier? Another Moyes pilot, current US National Champion Robin Hamilton plans to join the effort during key days. Robin's healing up from a recent shoulder surgery and it's not known yet whether he'll be flying in his Moyes or will bring his Swift.

Former World Record holders for Distance to Goal out of Zapata, Pete Lehmann and Mike Barber, both fly Wills Wing Talons. Of course, Dustin Martin raised the bar last year when he flew the new World Record distance of 475 miles in his T2C. Pete will be swinging for the fence after graciously coaching Jonny Durand on FAI record filings last year, helping him to submit the paperwork detailing the eclipse of his own long-standing record. Mike is trying to make this year's WRE but has had a tight schedule since recently returning from the UK. Up and coming comp pilot Mike Bilyk (11^th at the recent Flytec Americus meet) will also be on a T2C for his first WRE. Engineer and pilot OK Price is another Wills pilot, coming fresh off flying trips to the Owens and southern Utah. He'll be "flying for personal bests", but who knows? Records are made to broken and with WRE conditions, anything is possible.

We're especially happy to see current World Record holder BJ Herring, US AIR importer, returning to the WRE to fly In the Rigid Class. He'll be joined by his mentor and current US National Champion, Jim Yokom. We understand that BJ and Jim will be flying the hottest Atos's, in BJ's case the high performance big one that's fast and flat- whether solo or tandem.

A couple of the pilots have asked what I'll be flying this year? I'm on the road and will pick up a fascinating new electrically powered sailplane- the Silent 2 Electro- tomorrow. Then trailer it to the WRE for a Friday arrival.

This auxiliary powered sailplane is the first of it's kind and the first in the US. After electric launch, the motor is switched off and flight as a pure glider begins, Specially approved loggers monitor any further motor use to preclude record filings. Of course in the case of poor pilot judgment and task abandonment, the convenience of a flip switch and the resultant "save" or cruise back home is a real luxury.

What makes the Electro unique is the integral folding prop, which is designed for max simplicity and reliability. It's cleverly engineered so as to contribute negligible drag to the high performing Silent 2 platform.

The original Silent 2 WR was built specially to meet the mass criteria and set World Records in the FAI DU light sailplane category. The prototype was debuted at a prior WRE, after Alisport engineers worked diligently to meet mass requirements including my flying weight- even employing special titanium fittings to trim the final few pounds. It was a great privilege to conduct the flight test program on this glider, then coach US importer Leo Benneti-Lhongini to his first World Records- flown in the prototype from the WRE. This platform has flown very impressively, as noted from the manufacturer's website:

We have an opening for one more pilot at this year's WRE. We keep it small and focused so that participants can max out their effort. Contact me if you'd like to come fly personal best distances, rub shoulders with some of the top pilots in the world, or attempt your own World Record: <wosoba>. There's still time.

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Jonny Durand is coming to the 2013 US Nationals

I got word last night from Jonny that he is coming to compete

(Big Spring, Texas, USA)

Belinda Boulter|Jon "Jonny" Durand jnr|Jon Durand jnr|US Nationals

The new 2013 US Nationals web site: http://ozreport.com/2013USNationals.php

I wrote to many of the top pilots in the US and many of the ones that aren't already signed up yet are coming. More details soon.

Belinda is working on hotel arrangements and I'm working on arranging tugs and tug pilots.

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2013 Flytec Race of Champions

Who cares about cu's?

(Souther field)

André Wolfe|André Wolfe|Christian Ciech|Davide Guiducci|Davis Straub|dust devil|Flytec Race of Champions 2013|Greg Dinauer|James Stinnett|Jon "Jonny" Durand jnr|Jon Durand jnr|Larry Bunner|Richard Lovelace|sailplane|Tullio Gervasoni|weather

http://flytecraceandrally.wordpress.com/2013/03/10/race-of-champions/

Saturday was a day that the weather guy could feel pretty confident about predicting the day's future. There was a high pressure centered just to the west. The air was very dry over 5,000' and there was a very strong inversion, therefore no cu's. There were scattered cirrus clouds that could reduce the projected lift but they were widely spaced. The wind was out of the east at 7 mph, supposed to rise to 9 mph, then back off (as the high moved east) to 2 mph by 6 PM, and stay that way through all of Sunday.

It looked like we could get to a little over 5,000' with the inversion starting just below that. The surface temperature was supposed to be quite a bit cooler than the 90 degrees from the two days before, down to 82. All and all a day with light winds, low top of the lift, no cu's. And that's how it turned out.

There are twenty two or so of us here for the competition pilot's competition. We were ready to fly after a day of rest after a long flight. We are paired up (me with Richard Lovelace) for the race for the money (only the slowest pilot counts for the team score), so the idea is to help your teammate (if your radio continued to work) if you want the bucks. There is $5,000 on the line.

The task was an out return of only 75 kilometers to the south. There was a move to shorten the 97 kilometer task to this one as there was a concern (misplaced) because of the lack of clouds, which was adopted. The task was cross wind on both legs, but the winds were supposed to die down.

The launch started at 1:30 PM to get us flying in the heart of the day on a short task. The race start was set for 2:30 PM and everyone was in the air by 2:05 PM. Plenty of time for everyone to make the race start at the edge of the 5 km start cylinder. I pinned off at 1,200' AGL in light lift and waited for others to come around to show me the good stuff.

We were soon all bunched up near the top of the lift at about 4,000' AGL. The inversion layer was obvious when you looked out at the horizon. It looked like almost everyone would start together. The wind was four mph out of the east southeast.

Just before we started I spotted a sail plane way below us heading south along our course line. This plane would soon mark our first thermal. It's Saturday and the boys are out to play.

We hung together using each other to find the lift. It was a race start and as we were climbing in the start cylinder so there was no need to rush out in front as all our competitors were right there with us. We started four minutes after the window opened.

Pilots had to be concerned both about their teammate and about how they were doing. Our radios failed right away with someone's radio going on continuous transmit. We were sharing our frequency with Larry Bunner and Matt Barker. Richard had been up near me but I lost track of him right away. He turned off his radio when there was a continuous transmission of static.

Coming over the sailplane we found almost 300 fpm on average and the day was on. We were above 2,000' AGL and climbing well. The next thermal was nearby and I was at the top just below Christian when we made a couple of useless turns as no one else was willing to go out in front. So I did, which usually causes me problems but didn't in this case.

The next thermal was over 300 fpm and we climbed to over 4,600' AGL. There were ten to fifteen pilots nearby or in the same thermal. The pilots were showing each other were to find the best lift.

We went on glide with Zippy off to east, in front and getting low. I was out in front with Christian with Larry and Matt nearby. We found a little something but Zippy hooked better lift and we went over to him to find 300+ fpm to 4,300' AGL.

Zippy headed out in front again and got lower and lower as he headed for the turnpoint. I spotted the dust devil that he was heading for but it didn't produce any lift. I was soon high above where the dust devil had been as he kept going getting very low near the turnpoint and having to hang in zero sink. It took him forever to climb out of there.

The rest of us stayed over 2,000' and found 300+ fpm as we took the turn and headed back toward the airfield. The lift kept improving and there were still at least ten of us hanging together and trading the lead. A third of the way back we found 500 fpm.

We were cooking at that point and the race speed increased. We stayed over 4000' AGL and kept finding lift together. We were a bit fewer than ten by this point but Larry and Matt were right with me. I hadn't seen Richard.

At eighteen kilometers out we went on what looked like it might be final glide at 13:1. We had a quartering tail wind of six mph which we hadn't expected. We were flipping back and forth between the various pilots as we found lines working or not.

I stopped for 500' to 2,500' at 10 kilometers out wanting to make sure I came over the trees before the airfield high enough. I came into goal at 275' AGL. 

I got on the radio to Richard after I landed and he was not too far out and soon came in.

The flight here.

Live Track here.

Spot here.

Results here.

Team results here.

2013 Flytec Americus Cup

Day 5, the real task 2

(Souther field)

André Wolfe|André Wolfe|Christian Ciech|Davide Guiducci|Dustin Martin|Flytec Americus Cup 2013|Greg Dinauer|Jon "Jonny" Durand jnr|Jon Durand jnr|Larry Bunner|weather

Finally we get a chance to have a weather forecast that has some connection with reality. It looked like a good day with light winds, moderate lift, and a reasonably high cloud base. The cu's started early so it was a bit worrying with the chance of OD.

Larry Bunner wanted a 150 km task, but I felt that was too long for the Georgia conditions. Fine for Texas in August, but not Georgia in May. The task distance was 160 km, but I extended the first turnpoint radius to 15 km which brought it down to a nice compromise at 132 km. A triangular task to the southwest.

We started launching at 12:40 with a 2 PM start time with two additional clocks 20 minutes apart. Larry was reporting 4,200' MSL with two lift at the end of the runway. There were clouds every where and the lift was plentiful. I was soon climbing up the sides of the cu's to 4,700', three hundred over cloud base as we waited for the first start.

There was numerous spots for lift around Americus and near the edge of the 5 km start cylinder and pilots were spread out and not getting in each other's way. It took a while for the start to open and the lift got a bit spottier so we weren't quite as high when it opened but headed out anyway.

We hadn't gone 1 km before we hit 500 fpm to cloudbase. I was with Jonny, Christian, Davide, Matt Barker and others. What I didn't realize is that Christian and Davide headed back for the next clock. Jonny and the rest of us ploughed ahead toward all the great looking cu's ahead.

We raced from cloud to cloud but the lift wasn't nearly as great as it was on that first thermal. Finally we got over a set of small smoldering fires and found 400 fpm back to cloud base.

The next thermal was only 146 fpm and after a few turns I headed out in front even though I was a bit lower than the four or five other pilots. I found broken 113 fpm and made the mistake of not staying with it. Leaving at 2,200' proved to be a big mistake and though there were plenty of cu's ahead I wasn't able to find the lift under them.

Christian and Davide took the next clock at 2:20 PM and instead of following the cu's that we followed to the left of course line went along the course line or a little to the right. Jonny was the first pilot into goal but the Italian came in five minutes behind after starting twenty minutes later. Zac and Dustin also came in early. Then a good number of pilots dribbled in.

Live Track here.

Spot here.

Results here. Overall here.

Photo by Amy Whitfield.

2013 Flytec Americus Cup

The super great first day and task

(Souther field)

André Wolfe|André Wolfe|Belinda Boulter|Christian Ciech|Davide Guiducci|Davis Straub|Dustin Martin|Filippo Oppici|Flytec Americus Cup 2013|Greg Dinauer|Jon "Jonny" Durand jnr|Jon Durand jnr|sailplane|weather

The task committee (this morning Jonny and Zac with me as the task committee wrangler and weather prognosticator) called a great dogleg task of 111 km to the north northeast to the south edge of the Atlanta airspace (bottom was 10,000' there, so no way would we break it). The goal was a farm house and field with no visible grass runway despite its designation on the sailplane lists that I used to create our waypoints. Zac left a message with the land owner, which turned out to be a great idea as he called the local Barnsville newspaper and there was a reporter there to greet us.

There was a stray north south ridge of clouds over the field just before we were to open the launch for the Sport Class (who had a 50 km task to Beckley, paralleling our first leg) so we pushed back everything half an hour so they opened launch at 1 PM (for Sport, 1:15 for open) with a 2:30 PM task start time (Sport Class have open start times). I rechecked the satellite loop and it showed the ridge dissipating and cu's forming behind it, which we could also see from the ground.

Launch was ordered launch by luck of the draw on this first day, and, of course, we didn't know just how efficient the launch procedures would be, so eight pilots, including myself, with higher numbers, volunteered for the ten spaces in the early bird launch. Before it opened I moved back to my 44^th launch spot. I just felt that there was no need to wear myself out before the start window opened.

So to wear myself out I jumped in with the launch crew that included Belinda and Kendrick, both drivers, with a self interest in making sure things went smoothly and quickly. The launch crew was fabulous and the tugs were zipping right along. The hang glider pilots weren't as prepared as we would like when they got to the front of the line, but the crew started hustling them along getting them ready back a few slots. We only had a few planes waiting every now and then. I hustled carts with Kendrick and we got pilots on them quickly and in line on the main runway of the airport.

I ran over to my glider just in time to get suited up and in line. I was pulled into the air at 2:00 PM, half an hour before the first start window and I had Bobby drag me to 2,100' AGL as we hadn't really hit any lift above 100 fpm until then. I pinned off in lift that averaged 77 fpm as I climbed slowly out to 4,400' AGL and drifted downwind toward the edge of the start cylinder 10 km out.

The wind speed was perfect, not too strong. The lift was perfect, not too strong or turbulent. Lots of pilots came and joined me and we all just hung in zero lift near cloud base drifting at just the right speed toward the edge of the cylinder, toward the bottom of the clouds and toward the start window open time. I crossed the 10 km radius thirty seconds after the window opened at cloud base at 4,600' AGL. There were twenty pilots in the vicinity.

The sky was full of cu's and there were plenty on the course line to the north northeast to the turnpoint 60 km from the edge of the start cylinder. I was high and racing, staying with a couple of other nearby pilots and heading for the darkness cloud ahead. When I got there I found 800 fpm and it was smooth and what a difference from the day before. Thursday the lift averaged well below 200 fpm and there were no cu's. This lift averaged 500 fpm and it gave me a big jump on a lot of other pilots leaving most of the crew behind.

I raced to the west side of the course line toward the better looking cu's and was soon on my own. I wasn't sure that being almost 3 km off the course line was the best idea when no one came with me, but the streets looked a lot thicker in that area.

It seemed to have been the right move as I found good lift (but never again as good as that first thermal) and a bunch of pilots came in under me from the direction of the course line 15 km out from the turnpoint. I left them behind as Dustin way below me continued forging ahead and I followed from a few thousand feet over his head. I had seen him earlier in his new green glider stay along the course line.

I found lift to his right as I saw that he was not getting anything and he came back to join me and a few other pilots from behind that came into the good area. He was way low and the lift was much better higher up.

The next jump to the turnpoint proved to be a bit of a mixed bag but Larry Bunner and I with another pilot (Ricker?) found good lift (300 fpm) to the southeast of it and got back to 4,400' with Larry four or five hundred feet below me. I was out leading once again and wondering if there was anyone in front of me. Very early on I had spotted someone who looked like they had jumped the gun, but since then other than Dustin way down low I hadn't spotted any one.

Seven kilometers to the north I found 410 fpm on average and that got me to 5,300' while Larry was working it way below me. At this point I hooked up with Matt Barker and Jonny Durand and we went on glide 31 kilometers from the two kilometer goal cylinder. It wasn't a final glide but there were plenty of cu's ahead.

I was taking the middle just behind Matt on my right and Jonny on my left. A little above them and using them to bird dog the lift ahead. Jonny took a big turn to the left and I hung with Matt staying on the course line. At 15 kilometers out I was down to 2,300' AGL and it looked like Matt getting nothing ahead of me. I felt a bit of lift to my left and came under Jonny who had had a better line.

Larry had pushed ahead but was low and went for the tree line three kilometers ahead. Matt and Jonny found it there but I didn't see them and stuck with the 200 fpm I was in. I saw three gliders fly over me coming from behind, oh well. Larry didn't get the lift under Matt and Jonny.

I climbed up and got way too high after seeing Larry land. I came upon Ricker and we had a few turns up high before going on glide. I realized I was way too high and stuffed the bar getting up to 72 mph over the ground to goal.

There was way more lift in the last fifteen kilometers than we had hit all along the course line. In spite of stuffing the bar it was hard to get down. We had planned to have pilots land in a big field two kilometers away from the goal point as we hadn't been able to contact the land owner directly, but pilots were landing there anyway.

It was a nice field but a little cross to the wind. There was really no wind on the ground after we saw 13 mph out of the south up high.

The land owner came out and was happy to see us and took lots of pictures. Unfortunately later he collapsed and we had to call in the medics. I haven't heard how he was doing. Too much excitement I guess.

Forty pilots must have made goal, which is a great thing on the first day. Gets everyone excited. Larry landed fourteen kilometers from goal and I didn't see Zac, but maybe I missed him. Dustin was way late after getting low.

I did the task in an hour and fifty minutes, about the same time it took to do the 70 kilometer task on Thursday. The conditions (lift) were obviously much better. We had a little stronger wind also.

Thirty percent chance of rain after 2 PM on Saturday.

The flight here.

Live Track here.

Spot here.

Results here.

Valadares

Results of part 1 of the 2013 Brazilian Nationals

(Tacima - Paraíba, Brazilia)

Jon "Jonny" Durand jnr|Jon Durand jnr|Wills Wing

A total of two days:

http://www.avli.com.br/eventos/1/ibiturunaopen2013geralOpenElite.html

http://www.avli.com.br/?p=evento&id=1

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Valadares

2013 Brazilian Nationals (part 1)

(Tacima - Paraíba, Brazilia)

Jon "Jonny" Durand jnr|Jon Durand jnr

Jonny Durand writes:

Another day of no flying here in Valadares cloudbase is below launch and it seems tomorrow will be much of the same. It seems the last two days of the comp might be flyable so until then we wait.

From Jonny.

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Flytec Race of Champions

After the Flytec Americus Cup

(Souther field)

CIVL|Dustin Martin|Jon "Jonny" Durand jnr|Jon Durand jnr|Kraig Coomber|Quest Air

http://flytecraceandrally.wordpress.com/2013/03/10/race-of-champions/

Anyone that has been around since the good ole’ days of the Flytec Championship at Quest Air will remember our first Race of Champions in 2007. Back then we invited the top 30 pilots from the Flytec Championship to compete in a 3-day elimination race. Day 1 we eliminated the bottom 10, leaving just 20. Day 2 we eliminated the bottom ten again and of course, the final day it was just the top ten best of the best! We had great fun and thanks to Flytec USA awarded $10,000 in prize money.

Every year since then we’ve wanted to do it again but because we’ve been Rallying, it just wasn’t possible.

Well, now that we’re hanging out in one place this year, we’re really excited to do another 3-day Flytec Race of Champions following the regular 7 day competition at Americus!! Things will be a little different than last time, but at least as much fun. We will invite 30 top pilots from around the world to compete for another very big dollar prize. We don’t have the exact figure yet. We’re working on, and shooting for $10,000 again, but Flytec USA is committed with us to have at least $7,500. If we don’t fill the Race with invited pilots, any remaining spots will be offered to the top 30 pilots at the Flytec Championship – so bring your competitive spirit to that comp to get yourself a spot if you haven’t already been invited.

This year, the Race will be a team event (teams of 2 pilots). But, unlike CIVL Cat 1 comps, YOU get to choose your teammate. You don’t have to pair up with some dork just because he happens to come from the same country – you can team up with your best buddy from the other side of the planet (think Jonny Durand and Kraig Coomber), your fellow factory pilot (Dustin & Zippy) or your bromance (the Jeffs!). The important thing to remember is that, like certain cycling competitions, only the slowest pilot on the team is scored. This will encourage everyone to stick with their teammates – to help dig them out of a hole or just drag their asses along the course. We got this idea from the Brasilians at the last Race of Champions who decided amongst themselves that they would help each other out and split the winnings – on the final day, two of them crossed the finish line wingtip to wingtip and it made for a great show for the spectators.

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The world record keeps getting recognized

Dustin and Jonny

(Zapata, Texas)

Dustin Martin|Jon "Jonny" Durand jnr|Jon Durand jnr|record|Wills Wing|Wills Wing T2C

http://www.jetwhine.com/2013/03/adventure-dominates-memorable-records/

Flying a straight-line distance of 474 miles seems unremarkable, unless you do it like Dustin Martin did, with a Wills Wing T2C hang glider, in 11 hours. What most don’t know is that Martin was competing with another pilot, Jonny Durand, on what was essentially a flight of two. (The New York Times did a riveting piece on their flight.)

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Scoring the Worlds

Does it matter what scoring system we use there?

(Forbes airfield, Australia)

Alessandro "Alex" Ploner|Attila Bertok|Christian Ciech|Filippo Oppici|Gary Wirdnam|Gordon Rigg|Jon "Jonny" Durand jnr|Jon Durand jnr|Manfred Ruhmer|Paris Williams|Primoz Gricar|Robin Hamilton|Rob Kells|Scott Barrett|Wesley "Wes" Hill

I can choose among a wide variety of scoring formulas in FS to score a given competition. At the Worlds in 2013 Wesley Hill used the GAP 2002 version of GAP 2011 which provides for 'leading' points and arrival position points and well as speed and distance points. Presumably the pilots were fooled into thinking that leading actually gave them valuable points seeing that GAP 2002 was being used as the scoring system. This is in contrast to the previous case (2012 Rob Kells) where I chose a competition that was originally scored using arrival time points.

Here are the results:

The first four positions are the same and then we get into some swapping.

The full results are found here, here and here.

Setting the nominal distance

Going big

(Lausanne,+Switzerland)

Alessandro "Alex" Ploner|Attila Bertok|Christian Ciech|Filippo Oppici|Gary Wirdnam|Gordon Rigg|Jon "Jonny" Durand jnr|Jon Durand jnr|Manfred Ruhmer|Paris Williams|Primoz Gricar|Robin Hamilton|Rohan Holtkamp|Rohan Taylor|scoring|Scott Barrett

If you expect to set tasks at about 200 km, what should you set the Nominal Distance at?

Given the Dmax = 200 km, Dmin = 5 km, Gnom = 20 the line above gives the relationship between the meet director's choice of nominal distance and the average distance required for full validity.

Given the Dmax = 200 km, Dmin = 5 km, Dnom = 120 km, the chart below gives the relationship between the meet director's choice of percentage of pilots at goal and the required average distance flown for full validity:

Full Distance Validity also depends on what percentage of the pilots fly further than the minimum distance. Given the Dmax = 200 km, Dmin = 5 km, Dnom = 120 km, and Gnom = 20, we get the following relationship:

Looking at the 2013 Worlds:

If the nominal distance had instead of being set to 80 km had been set to 120 km, the Distance Validity would have still been at least equal to 1 each day, despite the fact that day five and six were stopped. So nether of us would have set the Nominal Distance long enough to differentiate between days where we went below average and those where we were above average.

If we had set the nominal distance to 180 km, we would have had an average flown distance of those flying further than the minimum distance of 130 km for the Distance validity to equal 1. We would have noted before the first task that we were probably setting the first task (and task 2, 3, and 5) at too short a distance. In addition, the second, third, fifth and sixth days would have been devalued. The fifth and sixth days because the task was stopped. The second and third because the tasks were called too short.

It was only after the fifth task that we started calling tasks long enough to get pilots to fly far enough to be completely valid assuming that pilots could in fact on average fly 180 km on an average day.

If we had set the nominal distance value equal to 180 km then these would be the Distance Validity values for each of the days:

The two days that were stopped are devalued the most, which is what we would hope for.

This would have been the results if we had chosen that 180 km as the Nominal Distance:

You can find the actual results here or here.

Stopped tasks and more

If you don't like what happens to the scoring when tasks are stopped

(Lausanne,+Switzerland)

Alessandro "Alex" Ploner|Attila Bertok|Christian Ciech|Filippo Oppici|Gary Wirdnam|Gordon Rigg|Jon "Jonny" Durand jnr|Jon Durand jnr|Kraig Coomber|Manfred Ruhmer|Moyes Litespeed RX|Paris Williams|Primoz Gricar|Robin Hamilton|Rohan Holtkamp|Rohan Taylor|Scott Barrett|Wills Wing|Wills Wing T2C

Proposals for scoring stopped tasks here and lots more proposed scoring software changes.

Does it matter? Let's do a little comparison.

http://www.forbesflatlands.com/results.html

Top twenty all days counting:

Not counting day 5, the day that Pedro protested:

You can see my earlier comparison here.

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The 2013 Worlds imagined

Without the stopped days and CTAF violations

(Forbes airfield, Australia)

Alessandro "Alex" Ploner|Attila Bertok|Christian Ciech|Filippo Oppici|Gary Wirdnam|Gordon Rigg|Jon "Jonny" Durand jnr|Jon Durand jnr|Manfred Ruhmer|Moyes Litespeed RX|Paris Williams|Primoz Gricar|Robin Hamilton|Rohan Holtkamp|Rohan Taylor|Scott Barrett|Tullio Gervasoni|Wills Wing|Wills Wing T2C

http://www.forbesflatlands.com/results.html

Top twenty all days counting:

What if we didn't count Task 6 which was stopped due to high winds and where CTAF violations occurred:

Without Task 5 and Task 6 (both of which were stopped):

Primoz was a complete gentleman in all my interactions with him and I told him repeatedly how much I appreciated it. Obviously he suffered greatly from any errors that I made as the meet director calling tasks on days that later became too windy. Paris also would have done well without those days counting. Ironically, Pedro, who filed a complaint about Task 5, faired better when all the days were counted.

2013 Worlds

Final results

(Forbes airfield, Australia)

Alessandro "Alex" Ploner|Attila Bertok|Christian Ciech|Corinna Schwiegershausen|Filippo Oppici|Gary Wirdnam|Gordon Rigg|Jon "Jonny" Durand jnr|Jon Durand jnr|Kathleen Rigg|Manfred Ruhmer|Moyes Litespeed RX|Paris Williams|Robin Hamilton|Scott Barrett|Tove Heaney|Wills Wing|Wills Wing T2C|Worlds 2013

http://www.forbesflatlands.com/results.html

Total:

Teams:

Women:

2013 Worlds

Results from the last day

(Forbes airfield, Australia)

Alessandro "Alex" Ploner|Attila Bertok|Christian Ciech|Filippo Oppici|Gary Wirdnam|Gordon Rigg|Jon "Jonny" Durand jnr|Jon Durand jnr|Manfred Ruhmer|Mitchell "Mitch" Shipley|Moyes Litespeed RX|Paris Williams|Primoz Gricar|Robin Hamilton|Rohan Holtkamp|Rohan Taylor|Scott Barrett|Steve Blenkinsop|Trent Brown|Tullio Gervasoni|Wills Wing|Wills Wing T2C|Worlds 2013|Zac Majors

The last day: