President's Prerogative
Last month, I took the opportunity to reflect on the past season and look forward to the coming seasons. I'd like to continue the discussion of the Strategic Plan and other broad topics.

One neat thing about an organization of approximately 60 persons is that it is large enough to achieve lofty objectives such as the purchase of additional aircraft, construction and outfitting of a hangar, etc., but it is still small enough that each member has the opportunity to make a significant impact on the direction and character of the Club. If you are wondering where the Club is going, the answer is simple-it is going wherever we decide to take it. I think it's important for each member to recognize the influence they have on the direction and pace of change for the Club's activities and objectives.

We've seen several very interesting discussions on the Skyline Members mailing list about potential new directions for the Club, including ideas about selling rides, offering scholarships to young persons, and adding taildragger instruction and flying to our operation. I suspect that each of us has an opinion on the relative merits of each of these potential new directions, and that we are not all of like mind. That's OK. The important thing is that we keep the dialogue going, for that is the only way for consensus to emerge. I believe that the foundation of the Club is the pursuit of the sport of soaring, along with a relaxed, friendly atmosphere and a commitment to safety. After that, the sky is the limit.

You will be hearing more in the near future about some possible options for managing the acquisitions that were presented in the Strategic Plan. Obviously, the pace of these acquisitions will be determined by the membership. We have the option to simply defer acquisitions until the Club coffers are sufficiently full. If we choose this avenue, it is unlikely that we will be able to purchase an additional towplane or two-seat glider this season-certainly not until late in the season. If we elect to finance these acquisitions, then we can do so via either internal or external debt. One possible option using internal debt is to solicit loan commitments from individual members, at interest rates somewhere above CDs, but below commercial paper. Depending on the amounts committed, we could purchase a tow plane and possibly the two-seat glider during this season. The board is very interested in member inputs on the acquisition issue, so don't be shy.

To assist the board in identifying candidate aircraft for acquisition, we have formed an Aircraft Acquisition Committee, consisting of Jim Garrison, Shane Neitzey, and Bill Vickland. Each of these members are experienced in this area, and bring unique backgrounds, interests, and perspectives to the job. In that light, we will be forming several other committees to address key issues for the Club, including airport acquisition, social activities, and safety/operations. Don't be surprised if your arm gets twisted to assist with some of these activities.

One final thought. I think we're all looking forward to starting the season and having some serious fun. While we do that, let's remember to make a commitment to have an accident-free day, every day. We have been able to achieve so many goals in the past years without having an accident; let's do everything we can to keep our perfect record.
See you at the field.
-Joe Parrish

Some Reminders from Your Chief Instructor Weenie
First, if you've purchased a new sectional recently, you may be surprised-as a lot of other pilots are sure to be-to notice that there's an annotation "RP*" appended to the legend for FRR. That's supposed to mean "some traffic using right hand patterns", but the way its presented I guarantee you that some (several? many?) transient power pilots are going to see that and assume that it means "right hand traffic for everyone". So HEADS UP-expect to see some power traffic in "our" pattern, especially early in the season. This is a non-trivial issue, since we're all accustomed to having the right side of the airport to ourselves.

Second, unless you flew on the last weekend of the Club's season in 1999, you will NOT be current at the beginning of the Wave Camp!! And most people will definitely NOT be current when we begin our formal operations on March 18. Remember that you must have an annual field check at the beginning of each season, and you must be current before you can take your friends up for a flight. Plan NOW to schedule plenty of time to get in what will be a big line to get checked out by a Club instructor for the new season.

Third, if you are even considering using Club sailplanes for a cross country flight, remember that the Manual Section 3.4 includes a requirement for at least one landing at airport other than FRR. For many of our newer members (e.g., those that joined since our move back to FRR in 1999), the Wave Camp (see website) in Petersburg is a perfect opportunity to punch that ticket. Even if you don't need that ticket punched, it's a great way to meet other soaring pilots, get a wave orientation flight, and possibly get current all while having fun!
-Jim Kellett

From the Tow Weenie's Perspective:
I want to pass some thoughts on modifications to our tow procedures from the Tow Weenie's perspective.

Judging from my observation of the operation (and talk with a tow pilot) at Harris Hill a couple of years ago the tow plane will taxi close in front of the glider wanting a tow, the ground crew will pull the rope out from the green tube on the plane and hook it to the glider. As the towplane taxies forward to unwind the rope from the reel, the towpilot will hear the "slug" come off the reel and slide down the tube leading to the tail. In time, we towpilots will be able to tell when the rope is coming tight from that sound. Until then, I strongly urge the glider pilots to hold their wheel brake locked to prevent a sudden jerk on the line. Once the towrope is tight (the "slug" seated at the end of the tube), the wing-person will check the speed-brake closed, and the tow will hopefully be normal from then on.

On those (rare) occasions that the reel jams, and can't be fixed quickly, we will revert to the Tost Release also mounted on the Pawnee's tail. After transferring the cutter cable from the red guillotine lever (Ground Crew; NEVER move this red lever, as you will CUT the rope) to the Tost lever, the ground crew can open the Tost release and hook up our new 1/4 inch poly tow rope.

To avoid us towpilots wondering if we should release the dangling rope on approach, or would we cut off the end of the retracted tow rope by mistake, I recommend that the Pawnee's cutter/release handle never be pulled except in an emergency (like some blankity blank glider pilot getting too high on tow, at low altitude).

Therefore, when operating with a regular towrope we will land and taxi with it dragging on the runway (this will be an abnormal procedure, after all). The ground crew will then operate the Tost lever (NEVER the red lever) should we need to release the rope.

There are places that always drag the towrope on a hard surface runway, and some of them protect the rings with 1/2 Wiffel Ball covers. Better to wear out some rope than loose one of those ring/weak-links from the end of the reel's rope.

As we gain our own experience, all these ideas will be subject to change of course.-Bill Bently

One little thought to add:
Wing runners ought not stand in front of glider wing while tow ship unreeling rope as a snag in the rope could cause glider to lurch forward prematurely.-Bob Collier Another issue comes to mind: With the tow plane taxiing closer to the gliders, there is a greater risk of propwash blowing canopies around. Fly safe
-Fred Winter

From the New Rosterführer:
Here is our operations staffing plan for the year 2000 season.

Our Board of Directors has determined that this year's soaring season will extend from 18 March thru 10 December. In addition to weekends we will staff both Thursdays and Fridays, but strictly on a voluntary basis. Holidays will not be staffed except as they fall on a day of the week we would be flying anyway. Since our 2000 season has 78 weekend days in it, and the Club currently has 7 tow pilots, 4 instructors, 16 qualified DOs, and 26 ADOs, the weekend assignments boil down to 12 days each for tow pilots, 20 each for instructors, 5 each for DOs, and 3 each for ADOs. Two of the instructors are also tow pilots, but the obvious need is that they supplement the other two instructors. Please be advised that number of duty days each of us has to work could increase or decrease depending upon the change in the number of qualified people available as we go through the season.

This season I am going to make assignments once every month. My reason here is to add flexibility to the scheduling process, so that when new instructors and tow pilots come on line, we'll be able almost immediately to phase them into the lineup to relieve the beleaguered old guard. I'll publish the assignments for the Club as e-mail on the 25th of the month in time for Phil to get them into the newsletter. The assignments will be for the period beginning from approximately the middle of the commencing month to the middle of the following month, so that everyone will have a copy of the newsletter at least a week before the first listed assignment date arrives. For example, the first set of assignments will appear on 25 Feb and will cover 18 Mar thru 16 Apr. AFTER ASSIGNMENTS APPEAR IN YOUR E-MAIL(AND NEWSLETTER), AND YOU DISCOVER THAT YOU CAN'T MAKE YOUR ASSIGNMENT, IT WILL BE UP TO YOU TO FIND YOUR REPLACEMENT. The replacement should then let me know, so that I can keep an accurate account of the number of times each person has worked.

A possible drawback to making assignments each month as opposed to twice a season is a much shorter notice time before an assignment date. Although this is true, one way to obviate this problem is to volunteer up front, and reserve dates that you can plan around. So, starting now I'll take reservations from everyone for the entire season. It's very likely that, if I get a large response here, there will be many conflicts, i.e. more than one person desiring the same slot on a given date. So, up thru 20 February I will, as equitably as I can, resolve all of these. After the 20th reservations will be on a first-come-first-served basis. So, let me know as soon as you can which dates you prefer.

Thursdays/Fridays are voluntary(no assignments) but listed on e-mail and in the newsletter. Empty positions will be noted with (open). So, those interested in flying on a date where there is a critical (open) will have to do some begging, cajoling to get one of our beleaguered troops to come out and make the day possible. Joe Parrish has set up a special e-mail address list for the weekday warriors in order not to clutter our regular Club e-mail exchanges. Talk to to Joe if you want to be added to this list. Jim Kellett has offered to coordinate, as he has done previously, the instructional aspects on Thursdays. What happens on Fridays depends upon the amount of interest there is. If it should work out that Reggie Cassagnol can fill in for a few tows once in a while, this ought to be of tremendous benefit, not just on Thurs/Fri since those days could well require more tows than he may care to do, but on a Mon/Tue/Wed when the lift is predicted to be outrageously unreal.

In addition to publishing staffing at the beginning of each month, I will e-mail probably on Sunday or Monday a weekly staffing reminder for the ensuing two weeks.

Finally, Richard Freytag is in the process of automating this staffing process as described above. We're not sure when his software will be ready, but when it is, we'll incorporate it into the regimen. Judah says that algorithms that match people with days are known as "marriage algorithms".

OK, that's it. I hope we've gotten all the bases covered. Any thoughts, problems with this? Let me know.
-Bob Collier

Coming in On a Wing and a Prayer...
Rosalind McCulley is now home recovering from the untimely accident that shattered her leg. She spent 21 days in the hospital and therapy facility and now owns some supportive hardware in her leg. Jim says she will need a few more weeks of physical therapy until she can put full weight on the repaired leg.

Rosalind and Jim convey their thanks for the flowers and to the many club members who called and sent cards and letters.

Baaaadd Boys! Bad, bad boys!
(or, Now Don't You Do That Again - - You Hear??)
Two of the Club's most active and skilled members had a real adventure in the Club's K-21 near the end of the 1999 season. In short, they took off in the Club's K-21 on a really fine day for a little ridge-running, and wound up landing out. Triggered quite a response by those remaining at the field, requiring a bit of work by some other dedicated members to round up a crew car, rig the trailer, and haul'em home. No damage, no injury, just a BIG bill for renting the Club equipment a bit longer than expected!! So, no harm done-right?

No, there was harm done. And the risk of some really horrible harm was unnecessarily taken. At least one other Club member didn't get to fly at all that day as a result of the outlanding. And the Club's representation on the field was left in the hands of a relatively inexperienced member. The flight was also in direct violation of the Club's Operations Manual Section 3.4, which deals with the requirements for using Club equipment for cross country flying. (Why not re-read that section now? Hint, Hint)

To their credit, they immediately approached the Board with an acknowledgement of their responsibility, and sought the Board's response to the incident. At the January 15, 2000 meeting, the Board did indeed complete a complete review. The Board felt that the event was a serious breach in the Club's "culture of safety", and repeats of such episodes could not be tolerated. It determined that no fiscal penalties (other than the already paid excess rental) would be required, but that the members would receive a Letter of Reprimand reminding them of the potentially serious outcomes that could have occurred.

That's been done and, still, no harm done. But . . . it's also true that in 1999 we saw more than a little abuse of the rules as it applies to ridge running-on a fine day, it's really, really hard to not succumb to the temptation of scooting down to Woodstock. And almost always it's a no-brainer to get home. And if you don't land out, who's to know? So it's understandable why a couple of good pilots, who've run the ridge many times, would surrender to the siren song the ridge sings, as these guys did on this day.

But this example SHOULD serve as a reminder that the Club's rules are there for a reason-they're not just boilerplate, they're based on experience, most of it painful, that we'd just as soon not re-endure. For example: What if there HAD been an accident? What if less skilled members decided "that was cool" and decided to do the same thing? Were the Club members at the field really familiar with how to deal with the NTSB reporting requirements if there HAD been an accident? Or more important, ready to quickly organize a response that included possible injuries? And what about the people who didn't get to fly and who'd been waiting around all day? And the plans of those who had to organize an unplanned retrieve?

The Club encourages cross country soaring in Club gliders, but under specific conditions which minimize risk to members and equipment, and which assure fair access to the gliders at all times. Let's just do it right! Plan ahead!

I don't think this'll happen again.
-Jim Kellett, Chief Flight Instructor Weenie

"Let us return to glory days of yesteryear with a hearty 'wingup'
"... Skyline Soaring Club has joined the group of gliding and soaring clubs that have made a history of their organizations available on the web. Our history, wonderfully written by Jim Kellett, can be found at:
Other Glider Clubs with websites that include their histories include:

1. http://www.pgcsoar.org/clubinfo/history.htm Philadelphia Glider Council (Started in 1941!!)
2. http://www.brss.net/history.htm Blue Ridge Soaring Society
3. http://www.ddaccess.com/nhawkins/tss/Flypaperarchive/tsshistory.pdf Tidewater Soaring Society
4. http://www.soarcsa.org/docs/shrthist.pdf Colorado Soaring Association
5. http://www.m-asa.org/masafcts.htm Mid-Atlantic Soaring Association

Accolades for Bob Michael
Don't forget the SSA Convention in Albuquerque, NM March 16-18!

Check it out at http://www.ssa2000convention.com/

Skyline's own Bob Michael will receive a recognition award for his promotion of the SSA ABC badge program at the Annual Convention this year. Although he won't be there to accept the award, to be made at the Annual Banquet, it is a significant accomplishment recognized by our national organization.

But quite a few of our members will be there to cheer for Bob and to let the convention know how very proud we are to have had Bob on our side!

Also included are sessions on new instruments; sessions led by Derek Piggott (an internationally famous glider instructor for a half-century!!), sessions on Club management (and growth!), bailout procedures for non-skydivers, and an astronaut for dinner!

Specialty events, too-including ones for instructors, old guys, and 1-26 drivers just to name a few.

Whether you're new to soaring or a glider owner who's been at it for years, here's where you get to hob nob with glider pilots from all over the world and you can spend several days in a large hotel where almost everyone you see knows what happens when the wind quits.

And for you students
(and aren't we all?)
Gleim offers free non-airplane question & answer service online. Pilots and instructors preparing for the glider, lighter-than-air, and rotorcraft exams can now study online for FREE with Gleim's new non-airplane questions-and-answers service. Just purchase the appropriate Gleim FAA written exam book, study the general questions, and then go to Gleim's Web site to study the additional non-airplane questions. If you are knowledgeable in glider, lighter-than-air, or rotorcraft operations and instruction, Gleim would like your help in developing explanations for the non-airplane questions and answers. Call Bob Lee at 1-800-87-GLEIM, ext. 145, if interested.
-Dick Otis

And there is more...
For all of you contemplating the FAA knowledge exams, the following information is an excellent resource for study/practice. Pick the score you wish to achieve on your actual exam, and keep taking practice tests until you are routinely at or above your target score.

I also recommend getting the primary references identified in the test question debrief section. By reading these references, you'll know the background of the questions and will learn far more (and be a better pilot) than if you had just "studied for the test".
--Joe Parrish

Free FAA Knowledge Test preparation on the web We have created a generalized mechanism for delivering exams across the internet, and just added the FAA knowledge exams for glider. We are still building on it, but we now think it is something we should share.

Right now we are providing the Recreational, Private, Instrument, Commercial, Certified Flight Instructor, and Designated Examiner questions and answers for Glider, Airplane and Helicopters. We also have the FCC Amateur, Technical and General Exams. Additional exams, including the ATP, ATC and knowledge tests are coming soon. http://www.webexams.com

It is free. We are not charging or requiring e-mail addresses.

You can take predefined or randomly generated tests, design your own tests, browse through questions and answers, have exams and questions emailed to you, and more. Exams can be timed or open-ended, and you can pause or suspend exams as interruptions occur. You can track your progress, and focus on your own weak areas, all free of charge.

Visitors to the site have told us it is very helpful in preparing for the FAA written exams, and a fantastic confidence builder. We are very excited about providing this free, the way we think it should be, and would love to have feedback on how to improve the work we have done. In addition, if there are other, non-FAA exams you would like to see up, please let us know!
-Dave Campbell dcmpbell@flash.net

Log this...

• Check out Jan's neat location http://www.flycow.com/main.html
  -Flying Cow
• Just received in the mail a very nice thank you from the Skyline Soaring Club in the form of a gift certificate to Sporty's Pilot Shop. The gift certificate will come in handy for those aviation necessities we all have to have. I'm touched by the member's generosity in rewarding something I (and probably most Tow Pilots) do for fun anyway. It is nice, indeed, to be appreciated. Thanks again
  -Jim Miles
• Marty and I are still hanging in Florida all brown and lazy. We will be back mid-month. Need a brf and have asked Spence about doing it in a float plane. Do you think he can get it into the pond over by the runway? Cheers-Kit and Marty Carson. (The editor guesses no, but Spencer IS a professional.)
• I have compressed the FAI glider regs so that they print out on 19 pages instead of nearly 50...OK, the text may be small, but its a standard word file. Hope this helps.

http://falcon.jmu.edu/~brunnedj/CS348/soaring.htm
-Dave Brunner

• Unsolicited Testimonial -Many of you have seen the funny looking orange lensed sunglasses I wear. At one time, they were reviewed in SOARING and highly recommended by several notable soaring pilots. Called "Suntigers", they were available years ago but went off the market until rather recently. (I managed to find them after a diligent search and bought my current pair even though they weren't advertised ANYWHERE!)

Very recently, the company has come up with a website, http://www.suntiger.com/.

They take a little getting used to, but I very strongly recommend them, especially the non-polarized ones. It is startling how well they cut through haze, enhancing one's vision on hazy days or near cloudbase. On many occasions I've been able to perceive protoculumulus wisps (the beginning of a thermal) before then can be seen with ordinary polarizing sunglasses (or with no sunglasses at all).

By the way, I don't get anything out of this.
-Jim Kellett
(If he did, the editor would demand 15%.)

• I have acquired a second 1-26. It is a D model with serial number 413. It was originally purchased by Joe Garafola and Rich Tuttle when the Club was called the Short Hills Soaring Club and was located at Jan Scott's. It was based at Warrenton until 1989 and was owned by Bill Price for a short time. I don't know what I am going to do with it, but I have always wanted a D model and the price was right.
  -Bill Vickland
• There is an updated set of turnpoints for Front Royal, and a completely new set for Petersburg on John Leibacher's turnpoint server:
  • http://acro.harvard.edu/SOARING/JL/TP/petersburg.html
  • http://acro.harvard.edu/SOARING/JL/TP/front_royal.html

  Wave campers, the Petersburg set has some particularly ambitious turnpoints.
  -Joe Parrish

• Attention all Listmeisters: PLEASE change my email address to otisra@home.com Thanks.
  -Dick Otis
• A Sobering Reminder of Kellett's Safety Message
  A Piper PA-28 and a Cessna 172 collided near the Palm Springs, Calif., airport in calm, clear skies. There were no serious injuries. Another Cessna/Piper midair occurred over Sandusky, Ohio, when a 172 was struck on the passenger side by the tail of a PA-28. The impact removed one door from the 172 and damaged the Piper's tail, but once again no injuries. The third accident occurred near McAlester Regional airport, Oklahoma, and pitted an arriving Cessna 182 against a departing Cessna 208 Caravan. The impact resulted in separation of the left wing for the Skylane and the death of its pilot. The 208 landed safely. Seems some lessons remain constant: Keep one eye outside and one ear on an appropriate frequency... and be aware up there.
  -AVflash

• Your First Duty Roster of the Mill.....
  (oops, we weren't ever going to use that word again!)
  Our formal soaring season this year runs from Mar 18th thru Dec 10th. Staffing assignments for the 1st period(Mar 18-Apr 16) are listed below. As I stated earlier, after your name appears on the monthly staffing memo, and you discover that you will not be able to fulfill your assignment, it is up to you to find your replacement. The member taking your place should then let me know, so that I can keep an accurate account of how many times each one has worked. I want to keep things as fair an even as I can. As you can see from the schedule below, we are very thin on tow pilots and even thinner on instructors. For this reason and until we increase our instructor cadre, I have scheduled only one instructor per weekend. I realize that doing is will be disappointing to some, but instructors need time to have fun also. Send me your suggestions(complaints), and I'll do my best to resolve them.
  -Der Rosterführer