The Groove features an innovative groove on the underside of the rim. This channel allows this driver to be molded in lighter weights than our other wide rim high speed drivers. The Groove offers super fast long and straight flights. It can be thrown low or high and sidearm or backhand. If the Boss proved to be too much disc for you, get into the Groove.
As disc golf grows in popularity, so does the choices of molds and plastics. The type of plastic we choose for our discs has a big impact on the flight of the disc. Not only do different plastic types directly affect the stability and flight, but the feel of the plastic can affect our grip and confidence. In this blogThe post Best Disc Golf Plasti ...
How To Download The Light Halo Flight Path
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Heliport Lighting
Heliports that support night operations under visual meteorological conditions or instrument meteorological conditions for either day or night operations are lighted with TLOF and/or optional FATO perimeter lights. FATO perimeter lights may be used as an option under special circumstances to improve visual acquisition of the approach path and/or landing environment due to varying degrees of ambient light, proximity to airport taxiways, etc.
Other useful visual aids include: floodlights, landing direction lights, taxiway lights, lighted wind cone, heliport identification beacon, and a heliport approach path indicator (CHAPI). Obstruction lights must be installed where required to mark objects in close proximity to the approach/departure path.
Landing Direction Lights
To provide directional guidance, install landing direction lights - a configuration of five green, omnidirectional lights (meeting the standards of Appx. G) on the centerline of the preferred approach/departure path. Space these lights at 15 ft. (4.6 m) intervals beginning at a point not less than 20 ft. (6.1 m) and not more than 60 ft. (18.3 m) from the TLOF perimeter and extending outward in the direction of the preferred approach/departure path.
Flight Path Alignment Lights
You may indicate available approach and/or departure path directions by placing green lights (meeting the standards of Appx. G) in a straight line along the direction of approach and/or departure flight paths. If necessary, extend the lights across the TLOF, FATO, safety area or any suitable surface in the immediate vicinity of the FATO or safety area. Install three or more green lights spaced at 5 ft. (1.5 m) to 10 ft. (3 m).
Lighted Wind Cone
To show the direction and magnitude of the wind, an FAA L-807 Size 1 (about 22 ft. overall height with an 8 ft., international orange windsock) is recommended; the L-806 (10 ft. tall) may be substituted. The L-807 has a hinged pole and a rigid base, the L-806 has a frangible base. The wind cone must be placed outside the safety zone and away from flight paths.
He started disc golfing in 2011 and instantly fell in love with the flight of a disc. He has a degree in Sports Managementfrom the university of Southern Maine and has been blogging for SDG since 2020, He writes about informational disc golfcontent editorials, and disc golf entertainment.
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The ML-CIRRUS campaign was supported by advanced cirrus forecast products: (a) ECMWF forecasts of meteorological parameters, high (blue), medium (green), and low (red) cloud cover at 1200 UTC 11 Apr 2014, and HALO flight path (yellow) into a warm conveyor belt; (b) WCB trajectories calculated from high-resolution ECMWF forecasts colored with pressure; (c) probability of occurrence of WCB trajectories (colors) and areas with predicted in situ cirrus (blue) and lifted liquid-origin cirrus (red), calculated from the ECMWF ensemble prediction system; and (d) vertical profile of CLAMS ice cirrus forecast of the ice number density along the planned flight track from A to B in (a) on 11 Apr 2014.
Flight paths of HALO during the ML-CIRRUS experiment. HALO performed 16 flights above Europe and the Atlantic. The ice water content along the flight track derived from WARAN/SHARC hygrometers is color coded. The locations of the ground-based stations integrated into the HALO flight planning are given by the blue circles; the red circle denotes the aircraft base at DLR Oberpfaffenhofen.
This paper describes the scientific background of ML-CIRRUS and relevant open questions, the HALO instrumentation, models used in support of experiment planning, the flight strategy, and the paths and scopes of the individual flights. Moreover, it presents highlights and selected results from the ML-CIRRUS experiment and discusses the measurements in view of current topics on cirrus research.
The development of cirrus cloud forecast products based upon operational forecasts from the European Centre for Medium-Range Weather Forecasts (ECMWF) was essential to direct the aircraft into selected cirrus cloud systems. Figure 3 shows a collage of forecast products for a flight into a strong WCB over the North Atlantic on 11 April 2014. Vertical composites of meteorological data along the projected flight path were calculated with the meteorological mission support tool (Rautenhaus et al. 2012). The occurrence of warm conveyor belts (Schfler et al. 2014) with an ascent of more than 600 hPa in 48 h were calculated by ETH Zrich (Sprenger and Wernli 2015), using ECMWF deterministic and ensemble forecasts. After the campaign, 10-day backward trajectories were calculated from the HALO flight paths with the same trajectory tool, and the updraft velocity, ice water content (IWC), and liquid water content (LWC) along the trajectories were evaluated to get insight into ice formation processes. In addition, a cirrus model (Spichtinger and Gierens 2009a) was coupled to the global Chemical Lagrangian Model of the Stratosphere (CLAMS; Grooss et al. 2005) in order to predict microphysical cirrus properties such as size and number density (Luebke et al. 2016). Further, the Contrail and Cirrus Prediction model (CoCiP; Schumann 2012; Schumann and Graf 2013) was developed for accurate contrail cirrus predictions. CoCiP is a Lagrangian model that traces individual contrails forming behind aircraft flying along given flight routes for given ambient meteorology. Hourly predictions of cirrus and contrail optical depth were used to decide on the target area and timing of the individual flights. After the campaign, a database of realistic air traffic data were set up from various sources, and CoCiP was rerun with hourly ECMWF numerical weather prediction data including assimilated observation data. Figure 4 shows maps with 2.4- and 0.4-day forecasts of the optical depth of contrail cirrus and natural cirrus, which motivated our first ML-CIRRUS science flight heading for contrail cirrus. 2351a5e196
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