Bay Area Soaring Associates (BASA)

Some changes have been made to the DG-1000 electric varios to address intermittent problems with the rear-seat electric vario, with the front seat vario audio being very quiet and with poor total energy compensation on all varios.

The front-seat electric vario is now a Borgelt B400, the current replacement of the B40 that was previously installed. The plan is to reinstall a B40 in its place once it has been repaired. BASA selected the B400 for its simplicity and similarity to the B40. This B400 will likely be installed in one of the single seat ships in future. See the notes below on operating the B400.

The B40 that used to be in the front instrument panel was moved to the rear panel (to replace the faulty unit) as it has an on/off switch to enable pilots to be able to turn it off if the rear seat is unoccupied or used by a passenger.

To solve the quiet front-seat vario audio a small speaker was installed on the forward inspection bulkhead in the nose of the glider behind the rudder pedals. This does not obstruct the pedals. You’ll see it down there on your regular pre-flight check for rudder pedal obstructions. This speaker worked so well that a similar speaker was installed inside the rear instrument panel console, it is not as loud as the front because it is in a enclosed space but it is louder and sounds better than before.

To attempt to improve T.E. compensation several things were done, including installing a new metal T.E. probe and replacing the front O-ring in the probe mount. Please treat the T.E. probe very gently. The probe should be left in the mount all the time and only removed for glider disassembly. If the probe is removed for glider disassembly some wing tape should be placed over the probe mount hole to keep dust out.

Notes on the B400

There is no on/off switch for the B400 vario. The vario will power on when the main avionics master switch is turned on. Be careful to always leave the glider with both avionics master switches in their center off positions.

The B400 volume is adjusted by the momentary action toggle switch in the top right screw hole. The toggle switch operates at a 45 degree angle. Push up and to the left to increase volume, down and to the right to decrease volume. There is a label next to the switch to remind you of this. Please don’t force the switch straight up or down, it is designed to move diagonally.

Press and hold down the small white averager button on the lower left side of the meter to shows a moving average on the vario readout, as with the B40, the audio continues to indicate current lift/sink.

The unit can be toggled between having the audio indicate up/down or up only. Quickly pressing the averager button toggles between these modes, up/down is shown by the red (down) and green (up) LEDs lighting on the instrument face, up only is shown by the green (up) LED lighting only. The vario does not remember which mode it was in between power cycles, it
defaults to up only when turned on. Most pilots seem to prefer up only so they will never have to worry about this. There is a temporary label next to the vario to remind you how to change modes.

For full information see the PDF copy of the manual for the B400 vario. The backup alkaline battery pack and battery pack select switch referenced in the manual was not installed, so the vario only operates from the main avionics power supply. During installation the varios audio was set to “B40 classic” mode to resemble that from the B40, instead of the default “competition” mode.

– Darryl Ramm

Grob Wheel Brakes
Haven Rich and Peter Reischl have made further repairs and adjustments to the wheel brakes on 36L, and they seem to be working well now. They do engage a bit earlier than might be ideal, but that might work itself out as the pads get worn in and the cable gets stretched. To find the engagement point for yourself, get in the glider on the ground and have someone push it while you pull on the spoiler handle. When landing the Grob, it is important that the spoilers be at least 1/3 open, to guard against pilot-induced-oscillations and to keep from floating way down the runway. Actually, that rule applies to all BASA gliders.

Above: Hans and Stan ponder brake adjustments in the Grob

1CH in Hollister until June 4.
Charlie Hayes and Lee Edling will be aerotowing 1CH to AirSailing on Sunday, June 4, beginning at 1PM. The glider will be available in Hollister until then. From June 5 through 9, 1CH will be at AirSailing, and then Lee will deliver it to Truckee on Saturday June 10.

We are looking for a BASA member who is headed to Truckee in the next week or so, to tow the empty 1CH trailer to Truckee. This can happen before or after the glider leaves Hollister. With the trailer empty, a medium-sized tow vehicle will handle it fine (I’ve towed the empty trailer across Nevada with my old Jeep Cherokee). If you can help with this, please contact me at harryfox@sbcglobal.net.

– Harry Fox

The May 2006 Bugle is now available. It includes:

• Several new members
• Maintenance updates
• Glider relocation to Truckee
• Parowan Safari information

Enjoy!

I flew the DG quite a bit the past week and thoroughly enjoyed getting back in the saddle. It is in great shape and flies as beautifully as ever.

I did notice on three occasions that the previous pilot had charged the batteries from the front charger. What this does is charge the main (removable) battery and leaves the tail (normally used for the transponder) battery uncharged. I reread the charging procedures (in the February Bugle) and the proper procedure for keeping both batteries fully charged is:

1). to connect the solar charger to the rear seat receptacle AND

2). remove the main battery and charge it with the charger in the BASA trailer.

I think the front panel receptacle is mistakenly being used as it is slightly easier for installing the solar panel over the nose. Also it is more convenient to just solar charge the main battery and avoid a trip to the trailer. This is bad for the tail battery which is much more costly and very inconvenient to replace (read glider down time and/or loss of transponder usage)!

The battery master toggles must be in the center (off) position for charging (post flight).

Note that the upper battery toggle is canted to the right slightly so when the toggle is in the center (off) position it visually appears to be in the tail battery (on) position. I recommend that the toggles be manipulated full left and right (gently) to ascertain they are finally in the center (off) position post flight.

Charlie

The April 2006 Bugle is now available. It includes:

• A Wave Camp Update from Hans (new camp dates selected in May)
• Information about the SZD-51 Junior
• Update on the DG-1000 order

Enjoy!

BASA Pilots, please be aware of the weekend TFRs that will be in place this weekend in the San Jose area for President Bush’s visit.

Here’s some info from AOPA:

There will be a large 30-nautical-mile-radius temporary flight restriction (TFR) over San Jose centered on the SJC VOR’s 278-degree radial at 5.6 miles, extending up to Flight Level 180. It will be in effect from 1:10 p.m. local until 7:50 p.m. local on Friday. Also, there will be multiple smaller 10-nm-radius GA no-fly zones in effect within the larger TFR during that timeframe. (See: AOPA’s NOTAMs page for details)

The affected landing facilities are Palo Alto Airport of Santa Clara County (PAO), Norman Y. Mineta San Jose International (SJC), San Carlos (SQL), Reid-Hillview of Santa Clara County (RHV), Hayward Executive (HWD), San Francisco International (SFO), Livermore Municipal (LVK), Metropolitan Oakland International (OAK), Half Moon Bay (HAF), South County Airport of Santa Clara County (E16), and Watsonville Municipal (WVI).

The president will remain overnight in St. Helena on Friday. The 30-nm-radius TFR over St. Helena will be centered on the STS VOR’s 068-degree radial at 16.7 miles, extending up to Flight Level 180. It will be in effect from 7:35 p.m. local on Friday until 2:15 p.m. local on Saturday. Also, there will be a smaller 10-nm-radius GA no-fly zone in effect within the larger TFR during that timeframe.

Because TFR airspace frequently changes, AOPA strongly encourages pilots to obtain a briefing and CHECK NOTAMS before every flight. TFR violators will be intercepted and forced to land.

It’s ultimately your responsiblity to check NOTAMs before flying.

BASA members:

The club was presented with an opportunity to buy an SZD-51 Junior glider quickly at a reasonable cost, so we jumped on it. The Executive Committee and Sponsor Members have approved the purchase, and we should be taking delivery within the next two weeks.

The SZD-51 is sort of a modern fiberglass equivalent of the 1-34. It was designed from the start as a club glider, with a large payload capacity (242lbs pilot weight) and very rugged construction. It has a roomy cockpit, and apparently the one we are buying has been regularly flown by a 6′ 6″ pilot. Handling is described as docile by all commentators. Glide performance is good at 35:1, but at the rather low speed of 43 knots, so upwind penetration will be an issue. Control hookups are all automatic. These gliders are still in production in Poland, so parts should be available from the factory.

For more details, see this page.

A scanned copy of the POH is available here. Please read over it if you plan to fly the glider. (You will need to rotate the document clockwise in Adobe Acrobat.)

The particular glider we are buying was previously used as a rental glider at Williams. This glider was manufactured in 1988 and has about 1400 hours total time (airframe life limit is 6000 hours, with a 6000 hour extension possible). It has a polyurethane finish, and wingtip wheels. Damage history consists of some tail boom damage in 1991, and some minor wing dents, all repaired by Rex Mayes at Williams.

Other features and equipment are:

1. The sailplane will be delivered with a fresh annual inspection, polish and wax, and new fabric covering on rudder in addition to repairing a small ding on the underside of the aileron.
2. A new Becker 4201 radio.
3. A new 12V 12ah battery in back and a cigarette lighter plug in the console will be installed (for a solar panel charger).
4. Master power switch in panel.
5. The glider has a pee tube installed.
6. Rex moved the tow hook years ago from a CG position to just under the nose so very similar to the 1-34.
7. Rex will aero tow the glider with his Super Cub to Hollister by 4/15/06, earlier if possible, weather permitting.

The glider does not currently have a trailer, a transponder or oxygen equipment, but Rex has committed to take care of those a little later. The plan is that in May, before moving the glider to Truckee, we will take it back to Williams for:

1. Install aluminum oxygen bottle in fuselage.
2. Put a quick fill connector, gauge, and outlet in the front panel with plumbing to oxygen bottle run through fuselage.
3. Install Terra transponder in panel, with encoder.
4. Move vario knobs from lower part of panel up next to vario to make room for transponder.
5. Modify existing open Cobra 18M trailer to fit this glider. This includes new sides, shortening trailer by 2m, and fabricating wing and fuselage mounts.

Scott Boynton has posted some photos of the glider on the hgcgroup page on Yahoo. If you are a member of the hgcgroup newsgroup, you can sign into Yahoo and view the photos there.

BASA members will need a CFIG checkout to fly the SZD-51, just like any other BASA glider. So we’ll get the local CFIGs up to speed on it first, so they can give checkouts.

In the long run, the SZD-51 will replace our Schweitzer 1-34. We plan to hold onto the 1-34 for a few months, however, while we try to get Pegasus 2BA back flying again.

To pay for the SZD-51, we will be borrowing $20,000 from BASA members. The loans will earn 5% interest, and will be repaid from the sale of the 1-34 and from available cash flow. If you would like to participate in this loan, please contact me at harryfox@sbcglobal.net.

Thanks are owed to Scott Boynton for taking the lead on this acquisition.

– Harry Fox

[Update: There’s now a SZD-51-1 Junior Checkout document available. Please complete it before your cockpit checkout and briefing.]

BASA members -

The 1-34’s annual inspection expires this Friday March 31. It has not passed inspection yet because of various maintenance items, which are not expected to be resolved until next week. Therefore, the glider will not be legal for flight beginning this Saturday April 1.

We will send out another e-mail once the glider is approved for return to service.

– Harry Fox

We have lots of updates today. The March 2006 Bugle is available. It includes:

• A copy of the Annual Pilot Survey. Please fill out a copy and get it to Jonathon Hughes.
• The finalized and updated BASA Reservation Policy. Read and internalize it. There are many changes to be aware of.
• The in-flight temperature limit of -10C on the DG-1000. Keep an eye on the OAT gauge.
• A report of findings from surveying new members for the Grob replacement.
• An update for the upcoming 2006 Wave Camp.
• Cross Country flying and preparation tips from Harry Fox

Enjoy!

Grob 36L is back at Hollister and assembled. The wheel brakes are still very weak.

The DG-1000 is also assembled at Hollister. The wheel brakes are practically non-existent. Do not point this glider off the runway during your roll-out and expect the brakes to do anything useful. You will probably hit something solid and do lots of expensive damage.

We continue to have problems with BASA members touching down much too fast and then placing too much reliance on the wheel brakes to slow down. Your touch-down speed should be close to the stall speed of the glider, not 55 knots! Your job as a pilot is not to place the glider on the runway, your job is to hold the glider 6 inches off the runway until it quits flying. Then hold the spoilers open without engaging the wheel brakes until the glider has slowed to 10 knots or so. Glance at the airspeed indicator during your roll-out to confirm you are doing this correctly.

Wave Camp: A relatively new member (had his license less than a year) asked recently if Wave Camp is an appropriate event for him. Absolutely yes! Wave Camp is an ideal event for newer pilots. It is a great introduction to mountain flying, with lots of opportunities for dual flying and mentoring with more experienced pilots. You don’t need to go above 18,000 feet to experience great wave flying, so you don’t need to have a “chamber ride” to get a lot out of Wave Camp. For more information, see Hans Van Weersch’s Wave Camp web page.

– Harry Fox