Preflight

Electronic Theodolite

Visually tracking pibal movements has long been one of the easiest ways to get general, up-to-date winds aloft conditions. Getting accurate and reliable heading information has proven to be a more complex task. Tracking pibals using standard compass modules is difficult because of visual alignment problems especially since compasses do not work well (or at all) when tilted. Also, in order to calculate the pibal's position, the vertical angle of the pibal needs to be periodically measured. Inclinometers can be used for this function but are not readily available and can be fairly expensive. Pilots have come up with some pretty ingenuous mechanical solutions in trying to solve these problems but many of these solutions compromise accuracy and still require the data to be visually read and input into a computer so that the direction and velocity calculations can be made. Some pilots, in a never ending quest for accuracy, have invested in surveying theodolites which can accurately measure both heading and pitch information. However, these instruments tend to be quite large and very expensive.

Custom Craft Inc. has announced the availability of the Windsock Electronic Theodolite (ET for short). ET is a miniature, hand-held, electronic theodolite designed specifically for hot air balloon pilots. ET, when used together with the Windsock pibal tracking system, can provide quick and extremely accurate wind condition measurements at all flying altitudes. ET is based on a state-of-the-art, low-power, high-performance compass and inclination (tilt) sensor module and sets a new price standard for low-cost theodolites. ET is designed to operate in rugged environments such as those encountered at remote field sites and also features an integrated temperature sensor.

ET combines a revolutionary three-axis magnetometer and a high-performance two-axis electrolytic inclinometer in a package that is smaller and consumes less power than any other theodolite currently available. ET's elimination of a mechanical gimbal is unique among electronic compass modules. All compasses must be referenced to level to be accurate, but instead of using a clumsy universal joint of fluid bath to hold its sensors level, ET uses a highly accurate inclinometer to allow the built in microprocessor to mathematically correct for tilt. This electronic gimballing eliminates moving parts providing a more accurate, compact and reliable unit.

ET's highly advanced calibration system continuously and automatically corrects for hard iron distortions as the system is used. The unit's advanced distortion detection algorithms can detect when magnetic disturbances, such as nearby ferrous metals and electrical currents, are compromising system accuracy. The inclination data allows ET to provide greater accuracy in the field by calibrating for distortion fields in all tilt orientations, providing an alarm when local magnetic anomalies are present.

Heading and pitch values are continuously updated so that one can visually verify the current pibal position at all times. Measuring only 1.5" x 2.5" x 4.25" and weighing only 6 ounces, ET is small and light enough to be carried in your shirt pocket and can be used without a tripod. Operation is simple and straightforward. Simply aim ET at a flying pibal. Measurements are taken automatically at the proper intervals and are downloaded to the Windsock computer so that there is no manual input of data. ET connects directly with the Windsock computer using a single, lightweight cable and can run for months on a single 9V battery. Best of all, ET is available now and at a small fraction of the cost of surveying theodolites.

ET is available from Custom Craft, Inc. at an introductory price of $1295. An optimal scope and scope mount are also available. For more information, contact the company at 9110 Scottish Pastures Cove, Austin, TX 78750 or phone (512) 219-1989.

Fuel Safety Alert

Chevron Corporation has issued a safety bulletin regarding minimizing the risk of fire from static electricity in special gasoline fueling situations. The fire potential does not involve the direct fueling of cars or trucks but rather a unique situation. Chevron stresses that gasoline fires suspected of being started by a spark of static electricity during fuel transfer are rare.

The bulletin discussed a story where a small gas can placed on the bedliner in the back of a pickup truck spontaneously ignited during a fueling operation at a gas station. The individual conducting the fueling operation received burns. Reportedly an investigation determined that the fire was caused by static electricity.

The Chevron bulletin states, "Gasoline fires suspected of being started by a spark of static electricity during fuel transfer are rare. Almost none of the documented incidents involve direct fueling of a car or truck because both vehicles and dispensers are designed to dissipate static electricity to ground. Instead, they involve fueling situations where the gasoline receptacle could be insulated from ground-portable containers and equipment being transported on a truck or trailer.

"To minimize the danger from fire while filling a portable container with gasoline:

* Turn off your vehicles engine.

* Extinguish smoking materials (cigarettes, pipes, etc.).

* Remove the container from the vehicle and place it on the ground a safe distance from the vehicle.

* Keep the nozzle in contact with the container at the inlet during fuel transfer.

* Only use an approved container.

* Never lock the nozzle trigger in the open position.

* Do not fill the container more than 95% full.

"The above instructions also apply to rack-mounted, five-gallon, military-type fuel containers, which should be removed from the vehicle and placed on the ground for filling; and to portable containers used as fuel reservoirs for outboard marine engines, which should be removed from the boat and placed on the ground or on the wharf for filling.

"Motorcycles, lawn movers and other garden equipment, snowmobiles, jet skis and boats are examples of gasoline-powered equipment that are transported on trucks and trailers. Because Chevron is aware of three fires involving jet skis and snow-mobiles, we suggest, when practical, either:

* Placing the equipment on the ground before fueling it from a dispenser, or

* If the equipment is left on the truck or trailer, fueling it from a portable container.

"Customers who choose to fuel gasoline-powered equipment on a truck or trailer directly from a dispenser should make sure they keep the dispenser nozzle in contact with the fuel tank fill tube."

For the complete text of the Chevron bulletin visit their web site.

25th Year

June marks the beginning of the 25th year for the Balloon Federation of America's monthly newsletter. BFA Pilot Newsletter Volume one, number one dated June 25, 1973, was originally designed to be sent to, "pilot members (not student pilot, not balloon owner, not crew chief) only."

The newsletter was intended to be "informal, with no advertising or articles, only contributions of ideas, gripes, suggestions and inspirations of pilots Ñ all aimed at pilots. It will be private, so we can discuss our sport without the non-ballooning world looking over our shoulders."

The first two issues were twelve pages in length and then reduced to three pages each. Advertising in the form of classifieds was introduced about 18 months later.

Important topics in the first issue: proposed rules for future world championship events, candidate statements for BFA board of directors, half year dues of $5 due (the BFA was changing over to a calendar year, everyone's dues were payable on the same day), and BFA race rules.

Also detailed were some proposed goals for the BFA:

1. Improve relations with the FAA in general and specifically, lobby for quick adoption of new pilot licensing regulations;

2. Investigate the BFA's current status with the NAA as a "designated" representative of the NAA in ballooning events;

3. Need to improve regular communications among members with a pilot newsletter where pilots can air their feelings without public audience;

4. Formulation of a BFA Sporting Code;

5. Investigate the alternative to the barograph for precision altitude competition.

It was also reported that Ballooning Journal editor Brent Stockwell had "serious problems with the printer who is publishing the Spring issue of Ballooning: the color cover and back page was reprinted three times before the quality met Brent's approval. The Journal, as a result, is two months late getting mailed."

The last item was a letter to the Administrator of the FAA requesting adoption of the new commercial pilot (with instructor privileges) one year earlier then set forth in the new 14 CFR Part 61.

Kingswood Sprott, Jr., FAA Liaison Committee, writing for the BFA stated, "Under currently effective regulations each balloon pilot receives a commercial certificate after the completion of a minimum of eight hours flight instruction. One of the privileges of the commercial certificate is the right to instruct. It has been long know to the BFA and most of its members (but, regrettably, not all of its members) that a person with 8 hours flight time and a commercial pilot certificate is simply incompetent to give flight instruction even though he may legally do so. The FAA also wisely recognized the grave shortcomings of the particular rule, and by its new Part 61 (to become effective November 1, 1973), it raised to 35 the minimum hours required for issuance of a commercial certificate. The BFA concurs that, in general, 35 hours of flight time in a balloon is adequate for most persons to acquire sufficient ballooning skills to permit him to competently instruct a student." (Emphasis theirs, editor.)

The new rule provided for a one year "grandfather" clause for those who already held a certificate to gain their commercial certificate with only eight hours of instruction. The grandfather clause was left in by the FAA.

The newsletter, later known as Pilot News and today Skylines, was initially produced by a committee in Michigan headed by Tucker Comstock.

Five Years Ago in Balloon Life

* Camp Freedom, how a Canadian pilot uses special equipment for a tailored balloon program for mentally and physically handicapped.

* The Long Road Home, the most dangerous part of a balloon event may be the ride home.

* Soukup & Thomas International Balloon and Airship Museum to open its new facility in Mitchell, South Dakota.

Ten Years Ago in Balloon Life

* The FAA issued a final rule for Preflight Assembly of Gliders and Balloons. The new regulation discontinued the need to make a written log entry each time the balloon rigged for flight.

* Per Lindstrand and Richard Branson appeared at a press conference in New York's Explorer' Club to tout their upcoming attempt to cross the Atlantic by hot air balloon.