Between the Lawyers and the IRS
-Airport Status Part Two
My meeting February 25th with the Virginia Department of Aviation Board, though not conclusive, went very well. There was tremendous support from the Board for my request. The last thing that needs to be cleared up before they can approve my request is that the Assistant Attorney General and my attorney are putting together a document, probably in the form of a Deed of Trust, that will ensure my commitment, of keeping the airport as an airport for 20 years, will remain in place (or have to be honored if someone buys the airport and changes the use), which will need to be approved by the IRS. This was the big concern, and the only remaining concern-Is it okay for the Virginia Department of Aviation to make a grant to an airport that has an IRS lien against it? My attorney came down from Baltimore today for the meeting we had with the Assistant Attorney General after the regular meeting to go through this. So it all depends now on whether the IRS will agree to, and sign on, this document that the attorneys will prepare.

So the bottom line is-we have the support and I was told we should get the approval-if the IRS will work with us. I won't know on that for a few weeks, and my funding request has been deferred to the April meeting. Due to the time frame I'm operating under to get the fuel tanks replaced, I was told that once we get this matter resolved they will expedite the process so I can still get the work done in time.

Ken Carlson, the Board Member for our airport, was very supportive of my request and is committed to doing whatever it takes to help us get the approval.

The letters of support and phone calls were a big help. And I mean a big help. They talked about those letters numerous times throughout the meeting (they had the stack of them there), and I was told several times that never before have they gotten so much support for a funding request. Mr. Jim Bland even joked with me after the meeting and told me tell them not send anymore letters! This is like Santa Claus at Christmas time. I won't know where to put them.

So thank you very very much for all of you who sent letters in, or phone calls, to support this request. I truly appreciate it. We've done what we can, and now it is between the lawyers and the IRS. I will keep you posted.
-Sincerely,
Linda Raney

Wave Camp Update
The editor apologizes for this belated update with hopes those of you who can get out-will. Wave camp begins March 7th and goes through the15th. I need a tow pilot to make two trips on each on the 6th or 7th and on the15th. I also need two glider riders to risk life and limb being towed to and from Petersburg on each of these dates. Details to be worked out when the principals are identified. Please let me know this week because I can't be on both ends at the same time.

Limited hangar pace is available at $5/day, tie downs are $3/day or $5/week, oxygen fill about $20, cross country tow $60/hour and tow fees are 2k-$18; 3k-$20; 4k-$23; 5k-$25.5 and; 6k-$28. We will have the end room and the usual club rental fees apply. Field checks will be available.
-Spencer Annear

I was a 60's generation teen, growing up in the best of two worlds; farm life in the summers, and city life in the winters. We lived on the northern end of a stretch in Kansas known as Tornado Alley. I developed an early fascination, as well as a healthy respect, for thunderstorms. This dramatic display of nature was, at times, very impressive. Long hours in the fields doing farm work provided a very fertile environment for observation and contemplation. Many of these early contemplations involved the dream of flight.

After leaving the Navy I soon became bored and with just enough "college resources" I decided to realize the dream... I took my Private Pilot Checkride with Earnie Mossier, of Topeka Kansas. Earnie was one of those old timers with a pilot certificate actually signed by Orville Wright. I went on to Denver for advanced training with Colorado Flying Academy. I spent three years there as a Flight Instructor and gained some valuable experience including ridge crossings at 12,000msl, and landings at Leadville (the highest airport in the northern hemisphere, at 9,927msl). I spent a spectacular year in Bozeman, Montana where I established an FAR141 Flight School and provided Charter Services. Most of that summer was spent flying Fire Patrol for the U.S. Forest Service. The Montana wilderness proved to be an interesting challenge with rather unique weather, and a "frontier" style of flying.

The reality of economic needs, as well as several weeks of temperatures in the neighborhood of forty degrees below zero, led to my taking a position with King Radio Corporation in Olathe, Kansas. I spent a couple of years installing Avionics Systems in general aviation aircraft. In the process I again established an FAR 141 Flight School, and went back to doing some training. Going into the early eighties I was seeing a steady decline in the General Aviation industry and an opportunity opened up to move into the medical field with General Electric Medical Systems. I developed proficiency in basic x-ray technology with a specialty in Computerized Tomography (i.e. CAT Scanners).

I have finally realized another boyhood dream in being introduced to sailplanes. I did a few Glider Tows in Montana, and some ASK-21 flying in California, but Skyline Soaring has provided the opportunity to again become a "student pilot" and complete the fundamental dream I have had from the very beginning. Technology is great, but in my opinion "real flying" is best realized in a sailplane.

In these last twenty-four years I have had some interesting experiences-like the night I landed in Billings, Montana on a Back Course Localizer approach in a Turbo Arrow, with about a half of an inch of ice...; or my first experience in actual IFR conditions. climbing out over Salina, Kansas, breaking out on top, heading for Denver-with a rising full moon reflecting off the clouds... Another interesting flight was the night we, an IFR student and I, flew back to Kansas City from Denver, cruising at Flight Level 210, in a Turbo Lance. We saw ground speeds of some 240 knots that night, in a single engine Piper.

I am looking foreword to some interesting experiences when soaring conditions improve, and my proficiency level allows for some "real flying".

My first flight...
My first military flight experience was also one of my most unforgettable. I was one of about 2 dozen fresh-out-of-basic A ³/_c detailed to fly from Lackland AFB, San Antonio, TX to Scott AFB at Belleville, IL for flood fighting duty the end of July 1951, when on a Curtis C-46 Commando which, unknown to us, had been condemned by the Army Paratrooper Training School as being unsafe to fly. Lackland's huge runway allowed us to get airborne, but after an hour into the flight we were only 1800 feet AGL. When we asked the pilot why we were so low, the newly-recalled from AF Reserves Capt. stated that the had been ordered to fly the twin engine oversized WWII plane even after he had objected to the worn out plane's condition. He did tell us to keep our parachutes on and designated me as one of the 2 door openers if we had to jump.

All went well over Arkansas and Missouri until we got over St. Louis. Suddenly, our right engine banged and we dropped like a rock while it was being feathered. The left engine was given full power which prevented us from turning towards Lambert Field. We were told to jump, but as I opened the door, I saw prop spray from the left engine showing we were almost inth e river. I and my helper closed the door as we yelled we were too low to jump. I now know the plane was helped by the surface effect long enough for the pilot to dump some fuel and gain enough altitude to cross the hill on the east bank of the Mississippi and keep his heading to Scott AFB about 15 air miles away. There, we landed across the runway after our tail wheel caught a pine tree top. The plane came to rest near a barracks. It took us very little time to grab our duffel bags (wrong thing to do since the left engine had been smoking as we landed) and jump out. The pilot had beat us out. He kissed the ground and disappeared without reporting to the officer of the Day. Scuttlebutt had it that the pilot took the train back to resign from the AF. The plane was still at that same spot when we flew out to Keesler AFB, MS for electronics school a month later.
-G. Norman Crump

Log this...
We still do not have a permanent volunteer who can honcho the Plymouth. It is an easy job and generally requires only that you know what end to put the gas in. It ought to be someone who is out at the field at least once per month.

We also need a a Coordinator for the DuPont Regatta. This is a critical job in our efforts to bring a first-rate soaring event to the soaring community in general, and more immediate, our fellow pilots in the valley.

Airport Committee- I am looking for a volunteer or two to add to the airport committee. The current members are Ayers, Kellett and me. I would prefer people with a business background or business degree to help guide our trek through the woods.
-Spencer Annear

I am seeking photos of Skyline club activities taken at New Market for our new, improved club brochure. Of particular interest are overhead shots of the field (did anyone get the fertilizer-etched name in the grass from last spring?), shots of multiple gliders at the field (Dupont regatta?), and shots of fun activities that are not directly associated with soaring.

We can't guarantee return if they are used in the final version, but will return all runners up and will do everything we can to insure the return of those photos actually used in the brochure. Thanks
-Joe Parrish

How I spent Valentine's Day
by Fred Winter
After spending Christmas afternoon packing wheel bearings, I kept tradition alive by replacing the brake hose on the K on Valentine's. Current plans are for the K to be aerotowed to Petersburg. Although work will keep me inactive most of the spring ( at least ), I hope to see many of you this summer.

New boys' toy...
Fred Mueller and I have just purchased an LS-3A to be based at New Market, VA. Jim Kellett suggested that I mention this when the deal is closed.

Well ... it is finally closed.
-Richard Freytag

Please note
That my Email address changed about a month ago. I am listed in the "member list" as rmike@interserf.net. This has changed to rmike@erols.com. Thanks-Robert L. Michael

Skyline Palm Pilot Users should check out a software package (trial download is fully-functional), that does weight and balance and everything you'd expect of an E6B. Its at: http://www.pilotgear.com
-Richard Freytag

Hey Power Pilots, do I have a deal for you.
I have an electronic E6B that is about 5 years old. It sold for about $75 in Sporty's. Someone make me an offer I can't refuse.
-Bill Vickland

Carelessness and overconfidence are usually more dangerous than deliberately accepted risks. -Wilbur Wright

The Rostermeister speaks...we listen...
It is my pleasure to promulgate the duty roster for 19 March through April. The schedule is at the end of the newsletter. It has been uploaded to the club's web site.

Before you congratulate yourself on drawing so few duties or curse me soundly for drawing so many, please consider that I have scheduled the entire year. This schedule draft has allowed me to distribute the duties as fairly as possible, given a large amount of uncertainty in a few special cases. In other words, if you seem to have frequent duties in this schedule, you won't in the rest of the year. Other special exceptions are people like Jim Kellett, who has agreed to max himself out on Thursdays and Fridays, and a few others who cannot do duty at all this year. If there is a great hue and cry, I will work up some kind of statistical summary so that everyone can see how each club member contributes. I believe that my scheduling algorithm honored everyone's preferences for acceptable and unacceptable duty days.

Speaking of scheduling algorithms, I would like to commend Cate for her mental gyrations in solving 50 simultaneous equations. Thanks Cate! The usual caveats apply: if you cannot do a certain day, please contact someone with whom to switch as soon as possible and notify me when the swap is official (703-352-9532 / abigbee@ids2.idsonline.com).

Finally, here is a note from Jim Kellett:
In 1998, we're "regularly" scheduling Thursday operations and experimenting with Friday operations! Jim will serve as the "Chief Weekday Weenie" and provide most of the instruction done during the week. A couple of things are critically different about weekdays:

First, we need volunteers for Duty Officer and Towpilot on these days! (Note that any Club member can serve as "honorary Duty Officer" as long as Jim's on the field instructing!) Look at the roster and if you can help, call either Tony or Jim.

Second, all Club members should call Jim at [(540) 678-4798] or e-mail jkellett@shentel.net no later than the afternoon before any weekday they plan to fly-this is important because he will prioritize any instruction needed, and make sure there's an adequate "workload" for our towpilots! This is important-if no one calls, there is a good chance the day may be "scrubbed"!! If you haven't called and decide at the last minute to come down, call Jim first to make sure an operation is under way.

Third, instruction during the week is intended to be relatively intense. In some cases, students may take as many as ten flights! (Our record with one student is 14 so far!) This makes for very fast learning, but it is exhausting and it ties up equipment all day. Jim will schedule weekday instruction on a first-call, first-served basis. (For example, John Lewis and Dave Weaver are already booked for Thursday March 19!)

Editorial Comment
Recognizing with absolute certainty that writing a piece for the newsletter isn't exactly the equivalent of a 900'/min +thermal under your butt or a date with Sharon Stone, still we have many members who contribute regularly-and many who do not. All of us have biographies and first flight experiences as well as information that would be of interest to the membership. Many of you have special expertise that can help us fly smarter, be safer, and enjoy our sport more. You don't have to be a well-weathered twenty-five hundred hour pilot to have valuable insights or useful comments-when Wilbur Wright penned our safety message in 1900, he had about 5 minutes total time. So let us have your input.

Now that actual flying is here, it is my intention to distribute the newsletter before the first of each month so the Roster updates are timely, along with other information. This means if it's not in my hands by the 25th of the month it ain't going to appear in print for another month!
-Phil Jordan

Dick Ault has agreed to become an honorary member and do some weekend towing for us!!

He's still flying, using rental planes from Cassignol at Front Royal, but he has't towed or flown a Pawnee since he towed for us at Warrenton, that's like six years or so ago.

When Dick gets current with our ops and gets into the schedule, come out and meet one fine pilot...if you haven't had the honor.

General Richard Ault USAF (ret.)
86 Grandview Drive
Front Royal, VA 22630
telephone (540) 635-6330.
He does not have e-mail.