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Thursday, 06 August 2009 18:13

This is an extact from Sordid, the magazine February 2009 of the Beverley Soaring Society gratefully provided by Stephan Friedrich.

 

 

WAGA: Ingo Renner Coaching Week Report

Paul Rose

The 2008/09 season WA Coaching Week with Ingo Renner has just finished. It went well with some eight XC flights flown by Ingo covering nearly 2,000 kms. Ingo flew on eight of the ten days, whi ch is not too bad. There were 15 pilots in total attended over the course of the week.

 

 

The pilots who flew with Ingo are all willing to share everything they learned with the rest of us, and would no doubtbe more than happy to discuss the finer points on the ground or in the air on a coaching/instructional XC flight.

These pilots were:

Rob Duffy

Daryl McKay

Denis MacNeal

St ephan Freidrichs

Peter Busher

Alan Phelps

Greg Beecroft

James Cooper, and

Paul Rose

Daryl McKay had the longest flight, covering 590 km. There were some trying conditions, which proved to be the undoing of some of our local pilots (eg: Paul Rose and Darryl Wilkes on the first day), but Ingo was still able to get back every day.

The success story of this year s coaching week was our very own Darryl Wilkes. Darryl spent the full week out at YBEV having pre-booked two coaching flights and pre-booked the use of GDA for the balance of the week. Darryl s first day was a coaching flight with Paul Rose, where he ended up in a paddock just 29km into a 300km task. It was a nice paddock though, equipped with an airstrip and also adjacent to the Whitegum Farm Microlight School. There he met up with BSS tow pilot Phil Butherway, who happened to be there helping out with aircraft maintenance.

Darryl s second flight was a coaching flight with John Welsh. He was unable to beat the distance set the previous day and outlanded just 13km into a 200km task. However, having finally fulfilled his commitment to fly with coaches, over the following seven days Darryl went on to:

Complete his Silver C,

Complete his Diamond Goal,

Complete his flight duration towards his Gold C

Complete his flight distance towards his Gold C, and

Fly a Personal Best distance of 354km (Bruce Rock, Dowerin) in 6 hrs 49 mins.

Well done Darryl!

Many thanks must go to the mid-week tow pilots, being Denis MacNeal, Kevin Saunders, John Welsh, and Frank Howard. Thanks also to John Welsh and James Cooper for accommodating Ingo for the first night and the last night.

And thanks of course to John for making the initial contact with Ingo.

Here is a bullet-point summary of the most interesting things learnt from Ingo by those who flew with him.

1. From James Cooper:

a. Every bit of lift he slows down in, getting to about 65kts as soon as possible so that he can sample the lift. If it works then he takes it- if not he gets the speed up straight away and moves on.

b. Ingo flies two handed all the time. He is also a great gentleman and was a pleasure to fly with.

c. From Paul Rose:

d. Fly into wind tasks, not crosswind. That way you get the advantage of streeting.

e. Fly block speeds rather than dolphin. gt;

f. Ingo flies only with a mechanical vario.

g. Bohli and Sage varios are the best. Winter is OK too.

h. Radio off while racing.

i. To fly distance, fly dry. You can start much earlier, and the extra distance can t be made back if you were wet.

j. Try not to side-slip while getting established in a thermal- the vario won t read correctly.

k. For flight planning, given the strongest part of the day, work back from your finish time to calculate your start time.

l. Shear wave pre-start is very important.

m. The DG 1000 needs a mechanical vario. And the electric varios don t work properly in cruise?

n. The tow rope needs to be another 30m longer. That way the rocks that are thrown up by the propwash will have hit the ground prior to hitting the glider canopy and glider leading edges.

o. From Rob Duffy:

p. Hold on for an extra 3 seconds before turning into a thermal.

q. Towards the top of a thermal, keep climbing even as the averager falls a bit.

r. When thermals are going to 5,000 it s OK to take a climb at 4,500 .

s. From Daryl McKay: tba

t. From Dennis MacNeal: tba

u. From Stephan Freidrichs: tba

v. From Peter Busher: tba

w. From Alan Phelps: tba

From Greg Beecroft: tba

 

Ingo Renner s Reflections

The Editors Notes

Towards the end of Ingo Renner s visit I took the opportunity to review his impression of gliding in Western Australia. The following are highlights of these comments.

Ingo was very impressed with the general safety available of flying in Western Australia compared with the East. He found the two particular issues in our favour i.e. the opportunities for out landing in Western Australia are much better than in the Eastern States given our large expansive wheat fields. The types of power lines used in Western Australia can be more easily identified from the air than those used in the Eastern States. As a result he says he felt quite safe about waiting till he reached one thousand feet before seriously making a decision to land compared with two thousand feet which he is normally familiar with. He also noticed that the sloping ground drains well compared with the flat irrigated lands around the Murray. As a result after rain in Western Australia we rarely lose more than a day or so from flying.

He reviewed our infrastructure and it appeared to be satisfactory.

Ingo made a particular point that at briefings special emphasis is put on going cross country which fits with the GFA policy. He personally was very strong on developing a cross country cadre within the club that should involve as many members as possible.

Ingo expressed his views about instrumentation and emphasised the importance of a mechanical vario.

He is a strong supporter of always using a certified logger. This raised the question of the status Flarm in Australia. It would appear that although required at Nationals they do not work in the same way in Australia as similar technology in Europe. This was a major concern to Ingo and a review of the Australian technology is required soonest. It would appear that Flarm is not one of the certified IGC loggers although it has been suggested that this could change in mid 2009. Ingo emphasised his point again that he finds there are too many gadgets inside the cockpit distracting pilots from lookout and the art of flying.

Ingo discussed the merits of racing verses AAT tasks. Although AAT is popular amongst club members and it is probably getting more people into cross country flying, Ingo felt that it did not bring out the best pilots and did not reward quite the same way as a straight racing circuit. AAT flying he said was like stepping in the dark. On getting home he found it very disappointing with an AAT task to have to wait for the logger and computer to determine the winner. He found it quite exhilarating to do a straight race and know that if he got home first he had won the day.

Issues of encouraging membership were discussed and comparisons were made with Gliding in Germany, Europe in general and Yorkshire (Phil Lasenby). Interesting statistics show the difference between Gliding in Australia and Europe. In Germany there are numerous clubs often within several kilometres of one another and they cover flying of all categories. It begins in the school years and is rather strong at introducing young folk to the sport. In Denmark there are more female pilots than male pilots. In Yorkshire they have noticed a very slight but gradual decline in membership over the years compared with the Yuppies in London who have created a sense of buoyancy in the sport. Again there are numerous clubs in close proximity to Phil s club.

Ingo was very complimentary about the quality of the West Australian pilots whom he saw from all three clubs commenting that any of them could compete in the Nationals.

He was also very complimentary how the club members work together and volunteer their time.

With regard to an outreach program he suggested that we discuss attracting overseas clubs. He indicated that the four clubs that fly 7 days a week were much better placed to service pilots from the United Kingdom, and Asia. He suggested we might consider running a one month program each year flying 7 days a week to see if that attracts additional interest.

 

 

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Tocumwal

During the Second World War the town was the site of Royal Australian Air Force Station Tocumwal, which was a major Royal Australian Air Force training airfield and aircraft depot. Today, the airfield has grown to be a renowned gliding site.