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topic: Ken Ward (15 articles)

2015 Santa Cruz Flats Race - day 7 »

September 20, 2015, 7:27:20 MST

2015 Santa Cruz Flats Race - day 7

It turned out to be a super day

Flytec 6030|Ken Ward|Larry Bunner|Patrick Kruse|Santa Cruz Flats Race 2015|Steven "Steve" Pearson

It is always a treat when we get to fly out of the flatlands and into the hills and mountains. The flats are often quite weak here and we only have maybe three hours of lift to fly in, so to get to the ridges and foothills where the lift improves greatly is something to be hoped for.

With a forecast of light winds and better conditions to the west the task committee called for us to do an essentially out and return to the mountains north of Estrella, north west of Maricopa.

The lift was quite weak in the start cylinder and it was a struggle to get up to 6,000'. We hung around in zero average sink before heading northwest to get into the 25 km entry start cylinder. That was an altitude losing proposition as we headed for Maricopa.

Down to 3,000' I found 350 fpm and starting drifting to the northeast back out of the entry start cylinder and climbing fast. By the time I got over 7,000' I was about a kilometer from the edge of the start cylinder and it was time for the second start window. With a few pilots around I headed east took the new start time and raced forward with Larry Bunner.

We were quickly down to 3,000' again after a 9 km glide into the wind. We  drifted back again at 300 fpm climbing to 6,000' before pushing against the 5 mph west wind finding weaker lift in survival mode east of Maricopa.

Down to 1,500' AGL I veered to the north a bit over a large parking area and to find 125 fpm just to be able to get high enough to fly over Maricopa and get to the turnpoint on the west side. Larry had reported 200 fpm there.

Steve Pearson was turning just before the turnpoint and I found better lift further west, first 200 fpm then 300 fpm. There was even better lift further west over a small golf course and with a few other pilots we all climbed to over 7,000' Things were definitely improving.

We were now headed for the south side of mountain over open desert. Seven kilometers short of the edge of the 50 km turnpoint cylinder and five kilometers short of the mountain I found 400 fpm and that made it easy to get to the hills sides high.

I expected to find really strong lift at the hills but at first it was not the case. I drove north to get the turnpoint then came back to the southeast corner. I could see a pilot climbing there and found 300+ fpm to 8,700'. Larry and Patrick Kruse were just over me and headed out before I got back to their altitude. At this point I should have stayed longer as it was pretty clear at almost 5 PM that there wouldn't be another thermal on the way back.

Larry's 6030 stopped working so he was hoping for Patrick to provide him some guidance as to where there might be a thermal but Patrick's radio went out.

I glided along just south of the highway north of the course line and found 100 fpm for a 500' gain at 1,300' AGL ten kilometers from goal at 5:20 PM. That got me to within 5 km of the goal and at the last cultivated field. Larry landed just to the north of me.

Due to a bunch of errors we weren't able to find him until much later.

Certainly a very pleasant final glide and pleasant flying in weak conditions. Always nerve wracking to fly over a town when you're low and the lift is weak. Adds to the excitement.

Another very enjoyable week of flying in Casa Grande. Nice to have five classes. The only accident was Ken Ward hitting a tree at the golf course in his Swift when flying in the early morning long before the star of the competition on that day. I believe e that he had landed out and was hauled and and flying back to the launching area. There are not trees near the launch area so it was hard to understand why he was where he was when he hit a tree.

Fort Funston shooting

August 24, 2006, 9:09:39 CDT

Fort Funston

Two hang glider pilots shot

Ken Ward|video

The news has been linked to on the Oz Report web site for a few days now. Ken Ward sends:

Local thread on the shooting: http://www.flyfunston.org/bbs/viewtopic.php?t=333 and YouTube video showing Dan "airthugg1": http://www.youtube.com/watch?v=-qA6pN1aeZ4

Discuss Fort Funston at the Oz Report forum

Cross country first in Kansas?

Mon, Jul 18 2005, 10:00:02 am EDT

More on the history of hang gliding.

Gary Osoba|Ken de Russy|Ken Ward

Ken Ward «kenward1000» writes:

From the 1975 2nd Printing of "Manned Kiting - The basic handbook of tow launched hang gliding" by Dan Poynter (copyright 1974):

Staying up longer - Soaring

"A word of caution on thermaling: it requires flying over land and should not be attempted by the novice. Gary Osoba reports successful thermaling in Kansas, where they use larger kites."

Kiting in the Future

"Joe Faust, Editor of Low and Slow Magazine envisions cross country gliding trips without any power other than the wind."

Perhaps we need Ken DeRussy to look in one of his 1974 1st Printing copies.

Aviation Frequencies

Thu, Jul 15 2004, 2:00:02 am EDT

Some cautions.

Ken Ward|Stewart Midwinter|USHGA

Ken Ward «kenward1000» writes:

In my 2003 AIM (Aeronautical Information Manual), in section 4-1-11 (Designated UNICOM/MULTICOM Frequencies) is a note that 122.750 and 122. 850 are available for air-to-air communications and private airports. They are a great alternative to using 123.300 or 123.500 for "where are you, what is your altitude, any lift over there, etc", and you can learn a lot about soaring conditions by just monitoring the latter frequencies. Pilots should avoid using frequencies designated for other purposes (ex: 123.025 for helicopters), or non-approved frequencies like 123.45.

Stewart Midwinter « stewart» writes:

You've pointed out the benefits of PG/HG pilots using an aircraft VHF radio, and that in the US apparently you don't need any licence to operate these radios. Also you mentioned that 123.3 and 123.5 can be used for gliding purposes.

I'd be very cautious about promoting unlicenced use of these radios, even if that is indeed the current situation in the US. While I'm not a US resident, I'd be looking to USHGA to provide leadership or info to pilots on how to use these radios and frequencies. There is an enormous burden of responsibility that goes along with operating these radios: one can only cringe in imaging the repercussions of, say, two HG pilots chatting about how great the lift is while inadvertently using the tower frequency for LAX.

In Canada, and likely many other countries, you must have a radiotelephone operator's certificate in order to operate these radios. That means you have to learn your alpha-bravo-charlies, and know something about general communications procedures. Thanks to an agreement negotiated with Transport Canada over a decade ago, we have permission to use 123.4 MHz for hang gliding, soaring, and ballooning use, but that use shouldn't extend to idle chatter (some countries in Europe allow the use 123.425). We also have permission to contact air traffic control facilities where required to obtain permission to enter airspace. And lastly, we have both the permission and the obligation to call up local Flight Services to let them know we will transiting low-level airways every time we make XC flights.

Aircraft VHF radios seem to be favoured by HG pilots, while amateur 2m band handhelds seem to be favoured by PG pilots. It's a hassle to carry two radios, so which to choose? Vertex (formerly Yaesu) now has the VXA-700 handheld, which provides both aircraft and 2m band functionality! So now you can chat away all you like on some obscure 2m band frequency, while monitoring air traffic on an aircraft frequency. I'll provide a user's report on this radio in the near future.

(editor's note: You'll find his previous report and responses here.)

Discuss aviation radios at the Oz Report forum

The old Tin Cup »

Thu, Mar 4 2004, 2:00:00 pm EST

Flytec responds to the issues with flight evaluation software. The PDA series continues, and I look at the drug testing issue.

Ken Ward|Kevin Grey|Vaughn Entwistle

Scroll down to near the bottom of this issue to see how to support the Oz Report or click here.

Thanks to: Kevin Grey, Vaughn Entwistle, Tom Lyon, John Berger, Ken Ward, Topher McGarry

I have asked Flytec in Switzerland to address the problems that they have seen with the files downloaded from the Flytec 5030 (and presumably from the Brauniger IQ-Compeo) using various third party flight evaluation software. They have responded with a very interesting look at the rules for IGC files and how the 5030 does its security.

Discuss the Tin Cup at the Oz Report forum

IGC⁣ Approved Flight Recorders »

Tue, Jan 13 2004, 12:00:02 pm EST

IGC

IGC|Ken Ward|record

Ken Ward «kenward1000» writes:

Since Section 7 allows use of Flight Recorders approved by the IGC, you should be aware that the IGC is revising it's list of approved Flight Recorders. The gist of it is that some older ones will no longer be accepted for World Records.

See http://www.fai.org/news_archives/igc/000283.asp#000283. They were planning an effective date of 1 Jan 04 but have pushed it back to 1 Apr 04.

Discuss "IGC⁣ Approved Flight Recorders" at the Oz Report forum   link»

Sailplane cartoons strips

Tue, Dec 9 2003, 2:00:08 pm EST

calendar|Davis Straub|John Corry|Ken Ward|sailplane

http://www.soaravenal.com

Ken Ward «kenward1000» writes:

Click "Pez D. Spencer, Sailplane Racer". "Pez duz Texiz" and "Tonopah...or Bust!!" are my personal favorites. Click the graphic to see the strip.

The Avenal club contest t-shirt designs are nicely done as well.

Discuss cartoons at the Oz Report forum

Photo/Caption contest »

Tue, Nov 4 2003, 3:00:12 pm EST

calendar|Davis Straub|Ken Ward|photo|record

Ken Ward «kenward1000» sends:

 

No hang gliding literature collection could be considered complete without this classic. I paid $1.50 for it, in mint condition. My Swift collected a few upper surface scratches from a mostly white bird in Zapata, which dived on me a few times, talons extended.

(editor’s note: You got to wonder why a duck would need a hang glider. Or why an eagle would be smaller than a duck. Or why an eagle would be thinking love instead of food.)

Discuss photos at OzReport.com/forum/phpBB2

New SSA executive director

Wed, Jul 16 2003, 10:00:05 pm GMT

Ken Ward

Ken Ward <kenward1000@mac.com> sends in this note:

C. Dennis Wright of San Antonio, TX has been selected as the new Executive Director of the Soaring Society of America, Inc. effective July 21, 2003. He brings to the SSA 25 years of association management experience in a variety of aviation disciplines.

A detailed biography can be found on the SSA website at http://www.ssa.org.

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Flytec/Quest Air WRE – a little flight to Laredo

Mon, Jul 7 2003, 2:00:00 pm EDT

airspace|Bo Hagewood|cloud|David "Dave" Glover|David Glover|glide ratio|Ken Ward|Lawrence "Pete" Lehmann|Mike Barber|Paris Williams|Quest Air|Ron Gleason|Swift|tow

When the clouds first form at 9 AM a strange thing happens. They form into lenticulars at 2,000’. It appears that the winds just above the forming clouds are going faster than the winds that the clouds are forming in. This lasts for about 45 minutes then the clouds take on their normal cumulus shape.

I’m first in the air at 9:55 for a 1000 meter MSL high tow to a 1000’ over cloud base. It is so beautiful and smooth up there and the wind is blowing strong out of the southeast. This high a tow is perfect for making sure that you can make it to the St. Ignacio road, the first pubic road to the north.

I find lift at 1,700’ AGL and work it back to cloud base 2,200’ AGL. For the most part I find that the lift is better with 300’ of cloud base, that it drops off to about half strength between 300’ and 600’ below base, and that I must work a bit above zero 1000’ below cloud base.

Therefore I try to stay high right under the cloud, but there is a problem. The winds are taking me toward the Laredo airspace and I need to jump cloud streets. Whenever I do I get down below cloud base in the weaker lift and have to slowly work my way back up again.

The lift is plentiful and consistently under the forming clouds, it’s just that I’m working between 1,000’ and 2,000’ AGL throughout the flight. There’s no problem staying up but there is a problem going where you want to go with a twenty mile an hour wind that wants to put you into the airport.

I’m really enjoying the flight especially working with the light lift and really maximizing it. I drifting quickly over areas that will require long walk outs if I go down there, so I’m very motivated to stay up no matter how weak the lift or how low I am.

I can hear everyone behind me flying and a few of them seem to have forgotten or never understood that they have to get around the airspace early on. Some are just drifting downwind toward Mexico.

Finally as I approach Laredo I lose my focus as I’m over more friendly territory, I’m afraid that I won’t be able to get around the airport, and I want to get going faster if I’m going to have a long flight. The morning forecast was not that good with lots of moisture to the north, so it’s hard to get real motivated for a long flight. I land at 34 miles out a little later 11 AM. Everyone else goes down behind me.

These early morning flights are quite special. During glides I had an average glide ratio of 71:1. During climbs I was averaging only 67 fpm. The third of the time while gliding that I was actually rising I averaged 280 fpm.

Tomorrow we move to a launch area twenty miles to the east to make it easier to get around the Laredo airport.

Scott Huber is here with an ATOS, Ken Ward with a Swift. Bill Ayers with a flex wing as well as Chuck (so his boss won’t know he’s here). Pete Lehmann, Mike Barber, Paris Williams, Bo Hagewood, Ron Gleason, David Glover, and Dave Prentice. Junko left for Austria this morning.

Discuss the WRE at OzReport.com/forum/phpBB2

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Photo/caption contest »

Thu, Jun 5 2003, 2:03:07 pm EDT

Ken Ward|photo

Ken Ward <kenward1000@mac.com> sent this:

Podboy. I got this from a long time Fort Funstonite. He says it's someone named "J.B.", whom I've never met. ☺

Discuss photos at OzReport.com/forum/phpBB2

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Mid airs

Mon, Apr 7 2003, 2:00:03 pm EDT

accident|Bart Doets|book|collision|FAA|Gary Osoba|job|Jules Gilpatrick|Ken Ward|NTSB|Oz Report|Richard Heckman|safety|sailplane|school|site|Steve Kroop|tow

Ken Ward <kenward1000@mac.com> writes:

Typically in a mid-air they cite both pilots for "inadequate lookout". Check NTSB records for IAD99FA041B and MIA99LA051B at http://www.ntsb.gov/NTSB/query.asp

In each case you would think that they would fault only the sailplane pilot, but they end up blaming both pilots. It's also possible that unless something gross was done by the sailplane pilot, that 103.13(a) will be cited and the HG pilot faulted.

You can find the FAR’s that are applicable to hang gliders here:

http://www.access.gpo.gov/nara/cfr/cfrhtml_00/Title_14/14cfr103_00.html

§ 103.13 Operation near aircraft; right-of-way rules.

(a) Each person operating an ultralight vehicle shall maintain vigilance so as to see and avoid aircraft and shall yield the right-of-way to all aircraft.

(b) No person may operate an ultralight vehicle in a manner that creates a collision hazard with respect to any aircraft.

Jules Gilpatrick <freeflite@centurytel.net> writes:

Steve Kroop hit it right on the head. I can tell you from first-hand acquaintance with a number of FAA guys,.attempting to hide accidents from them only pisses them off and causes them to redouble their efforts to get to the truth. And if they think they've been diddled, you can book microscopic scrutiny with a regulatory noose at the bitter end.

There are reams of articles regarding the harshness with which the FAA deals with miscreants and they almost always get backed up at the highest authority when they go after someone. Like any hierarchical bureaucracy they have their share of "never-got-any-respect-in-high-school" d…kheads, but overall they are few in number. I have been a licensed pilot for over 50 years and every FAA guy I have ever encountered has been a serious, true-blue, safety oriented, sincerely "I'm-here-to-help" kind of guy. All they want is cooperation in helping them do their job. A little respect doesn't hurt, either.

It has been well established that the rapport that the free flight community has with the FAA is excellent. Much of that rapport is based on mutual trust Misguided attitudes like Mike Williams' do nothing more than destroy part of a very carefully constructed respect for each other's integrity and responsibility. The primary aim of an accident investigation is to learn what can be done to prevent it from happening again. If the accident ends up being blamed on someone's lack of responsibility for their actions, as they say in Russia, “Too bad” (I’m getting filters stopping the Oz Report because of bad language). The "perp" has a number of avenues to discharge any penalties laid, and their severity will depend very much on the amount of cooperation the FAA gets. None of us should ever lose sight of the fact that the primary aim of accident investigation is prevention, not punishment, but if the FAA thinks you are hampering an attempt at the former, you can be 100% sure that the latter will ensue!

Part 830 of the NTSB regulations specifically requires immediate notification of the NTSB of an in-flight collision (Sec. 830.5 {5)) All pilots should be familiar with AIM Section 6, 7-6-1 which provides for the waiver of certain disciplinary actions in exchange for timely reporting of aircraft accidents. Hiding behind the definition of an "aircraft" as opposed to an "ultralight vehicle" will avail you nothing.

Thanks to the hard work and dedication of a lot of free flight pilots, we have a good thing going with the FAA. Let's not screw it up with immature and sophomoric attitudes towards the serious responsibilities we take on when navigating through the air, regardless of the craft we choose to do it in.

You did the right thing!

Bart Doets <bart.doets@hetnet.nl> writes:

I remember a report from France, in the eighties, where near the launch of St. Hilaire du Touvet (today a site overpopulated by paragliders) a hang glider got hit by a sailplane passing under him. The rudder of the sailplane hit the control bar of the hang glider and broke it in two, apparently injuring the hands of the pilot in the process. The glider did not fold up immediately which gave the pilot a chance to grab the downtubes and hold on for some time, to get more ground clearance, after which he threw his chute. The sailplane had only slight damage.

If that bar had been fitted with a cable, as was already custom back then in German gliders, the two might well have joined together with much more serious consequences.

Richard Heckman <hekdic@worldnet.att.net> writes:

No ultra lights have right of way over any aircraft. We are required to give way in all instances. It doesn't matter who was in the thermal first. We should hope the there would be some courtesy shown between all soaring types but legally speaking I think that we have the short end of the stick.

Gary Osoba <wosoba@cox.net> writes:

What Mike Williams needs to understand is that if a sailplane, or any other registered aircraft moves into his area or thermal, he either needs to be able get out of their way quickly if they decide to fly into him, or he needs to leave the area before they arrive.

I thought your "tone" was quite neutral.

I'm not trying to be a jerk about this, or unsympathetic, simply point out something that most ultralight pilots seem completely unaware of even though they are supposed to have studied the pertinent FAR to be rated by private orgs. Someone is going to get burned financially, legally, or worst of all corporally if they continue to operate under ignorant supposition.

Same thing applies to the tow plane incident

Discuss mid airs, the FAA, sailplanes colliding with hang gliders at OzReport.com/forum/phpBB2/.

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Larry Sanderson »

Fri, Mar 14 2003, 4:00:11 pm EST

Ken Ward

Ken Ward <kenward1000> writes:

Larry Sanderson, the ex-SSA ExecDir, has secured continued employment as the unanimously (32-0 including the US vote) re-elected (though unopposed) Secretary of the IGC. There's a complimentary write up of his SSA departure for anyone to read at http://www.glidingmagazine.com.

USHGA BOD minutes »

Sun, Feb 2 2003, 9:00:04 am GMT

USHGA BOD minutes

http://davisstraub.home.mindspring.com/ushga_board_minutes_1002.htm

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Larry Sanderson out at SSA

Sun, Feb 2 2003, 9:00:03 am GMT

Jocky Sanderson|Ken Ward|Larry Sanderson|SSA

Ken Ward <kenward1000@mac.com> writes:

Submitted on 2/2/2003 12:16:19 AM by xxx xxx. Today the Executive Committee has received an offer of resignation from Larry Sanderson as President of the SSA. The Executive Committee is presently in negotiations to finalize the details.

There's been a recent spike in SSA (Soaring Society of America) related traffic on the Usenet newsgroup rec.aviation.soaring, with regard to it's President, Larry Sanderson. Interested parties can search the archived threads for details at http://ras.archive.gliderpilot.net. The result was a meeting this weekend by the Executive Committee, followed by a posting to the SSA web site (http://www.ssa.org).

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