President's Prerogative

I'd like to discuss two topics this month. The first has to do with the manner in which the board of directors operates and communicates with the membership at large; the second pertains to taking the next necessary step toward implementing our Strategic Plan.

Our Club is organized as something of a republic. The members elect the directors, who then wield almost all of the power of the Club in terms of allocating resources, setting policy and rules, etc. The board is, if you will, the "judicial" branch of the Club's government. The board in turn delegates some responsibilities to a loosely-knit "executive" branch, which is comprised of the various Officers and Weenies such as the Treasurer, Chief Tow pilot, Chief Flight Instructor, Chief Duty Officer, etc. As time marches on and the Club grows, I think we'll see this executive branch become more formally organized-perhaps even with a leader who is not necessarily a member of the board-and will also begin to take full responsibility for the operational (or tactical) aspects of the Club's activities. The board would then take on a more high-level (or strategic) role.

Now that you've suffered through this history lesson, I'll get to my actual point. The board represents you-the Club members-in its deliberations. If there is a mismatch between what the members want and what the board does, then the system ain't working right. The most significant contributor to these mismatches is a simple lack of communication. If you as a member want the board to be aware of an issue, then please direct that issue to the attention of the directors. We have a special e-mail address: skyline-directors@www.ssl.umd.edu.

The discussions that go on via the skyline-members mailing list are excellent, but that forum is one where many disparate issues and ideas are tossed around for general comment and discourse; it's sometimes difficult to distinguish between informal brainstorming and items which require specific board action.

Director's meetings are, in general, open to the membership. (We sometimes close the meeting when discussing matters than pertain to an individual member.) If you feel strongly about a particular issue, or simply enjoy watching sausage being made, you are invited to attend. Our next meeting is on June 3. Advance notice is requested if you'd like your issue to be added to the agenda; "walk-ons" have, regrettably, sometimes not been heard because of time limitations and full agendas.

We are also trying to do a much better job of communicating key board decisions to the membership. You'll be seeing evidence of that in this newsletter, and also through broadcast and targeted e-mail messages to the affected parties.

Please help the board represent your wishes; they are there solely to serve you.

On to the next topic...

Once we have completed the Charter Loan payoffs, we will be ready to take the next step in executing the club's Strategic Plan, namely the expansion of the Club fleet. First in line of acquisitions is a towplane. We have established an Aircraft Acquisition Committee-consisting of Jim Garrison, Shane Neitzey, and Bill Vickland-to monitor the market and recommend specific acquisitions to the Board. Since good aircraft move quickly in this market, it is important that we have the resources (i.e., funds) already in place to be able to respond to good opportunities.

So, we are now formally asking members to make commitments toward a fund that would be used for aircraft acquisition. Recognizing that different members have different financial situations, we are asking for individual members to make commitments at a level at which they are comfortable. The terms being offered are money-market rates while the funds are idle, then converting to a loan with 5% interest and a target repayment period of five years using annual payments. Obviously, the repayment period will be a function of the Club's financial condition, but our conservatively-projected surpluses should be adequate to meet the five-year target.

We are not setting any particular levels of expected contributions. Members should understand that candidate towplanes run in the neighborhood of $40K; the same is true of two-seat fiberglass training gliders with trailer. The pace at which we are able to expand the Club fleet is largely determined by size of the aircraft acquisition fund, as we have ample evidence that the Pawnee and at least one of our two-seat gliders are already oversubscribed. If the majority of members are able to commit somewhere between $1,000 and $2,000 each, then we will be able to purchase the towplane and possibly the two-seat glider this year. If this amount is too large (or too small) for your particular budget, please do not be put off from making a contribution. Contributions of any size are welcome.

Please discuss this with your spouse and/or other financial advisor(s). We are ready to begin building the fund immediately. We will not make any aircraft acquisitions until the Charter Loans are paid off, so expect the real need date to be sometime after late April.

This is an exciting time to be a member of our Club. I look forward to the next few months with hope and optimism, and can't wait for the new machine(s) to start showing up!

See you at the field.
-Joe Parrish

Membership Issues
At the recent meeting of the Skyline Soaring Board, several important issues were decided. I want to outline a few of the decisions here that directly relate to the temporary membership program. But read on... This one has implications for everyone!!

1. Skyline Soaring continues to get a lot of interest from non-members-folks wanting an initial soaring experience. Some are serious about joining, others just want a one-time experience. Problem is, it's impossible to tell which is which on the front end. Though we aren't wanting to grow too rapidly, we also don't want to cut off club growth and the temporary membership is the primary feeder to our growth. So, to keep from overwhelming our few instructor pilots, we are now scheduling (and rationing) these temporary members. Typically, only 2 a day will be scheduled to come out. The queue is already long, but we need to take this step so our student pilots can get the instruction time they need to get rated.
2. Walk-ons generally won't get to fly. These folks can establish temporary memberships and be flown ONLY if (1) there are no students around seeking instruction, (2) the equipment is sitting idle, and (3) there is a Board authorized pilot available to fly them. Walk-ons should generally be invited to e-mail the membership weenie to schedule a date to come fly.

   (Note: None of this applies to club members' guests-folks you know prior to the event who you invite to come out. These folks continue to fly as your guests.)

3. The Temporary Member program is being changed around.
   1. We are no longer offering a single flight for a flat fee, as discussed earlier this year.
   2. The new Temporary Membership program rates will be $40 for a 30 day temporary membership. Beyond this, flight costs are the same as for regular members. We no longer offer the old $20 for 10 days or the flat rates for demo rides. The $40 fee applies to the first year's dues if the person joins during the span of their temporary membership. This may mean that we have fewer people coming for initial flights, but if anyone is turned off by the $40 temp member fee, then soaring isn't the sport for them. We will also bring in a bit more revenue this way, but the intent is to encourage people to join if they find the sport to their liking.
4. For many reasons, the Board has decided that temporary members can be flown only by SSC glider pilots (1) with CFI-G or CPL ratings, (2) who have at least a Bronze badge, and (3) who are specifically authorized by the Board to provide these flights (backseat checkout, etc.). The reasoning behind this decision was the subject of some debate but it boils down to us wanting to stay conservatively within the parameters set by all oversight agencies (FAA, IRS, and Costello Insurance Co.)
5. Right now, we can only schedule temporary members to come out on days when there is a CFI-G scheduled. Otherwise, we could have a temp member show up and have no CFI-G or authorized commercially rated glider pilot on the field to fly them. On days when an instructor is scheduled, their time is at a premium-we have more than 20 student pilots in the club at this time.

6. Ergo... The Board is now soliciting CPL rated pilots who would be willing to schedule to be at FRR specifically to fly temporary members for the day. Note that your flying that day would essentially be free-the temp members would be paying for the flights. We would schedule you for a day when there is no instructor scheduled, so the K-21 (or Miss Daisy if you prefer) would be dedicated primarily to your flying that day.

   Before we schedule you, the Board needs to approve any CPL who would be willing to take on this role on occasion. Please contact Joe Parrish about this. The sooner the better-I need CPL pilots yesterday to open up slots for temp members.

7. If anyone with a PPL reads this and thinks (1) it would be neat to fly for free for a day, and (2) this would be a great middle step before perhaps moving up to CFI-G rating, then by all means, WORK ON GETTING THAT CPL RATING!!! You get a higher rating and then get to fly for free on these flights, temporary members get a quality initial soaring experience, and the club gets extra revenue. It don't get any better than that!!!

Any questions, concerns, comments or gripes on this, don't hesitate to contact me.
-John Lewis, Membership Weenie

View from Pawnee's Head
The one thing I remember from my visit to ABQ is that we are killing tow pilots at an unacceptable rate in our sport. The prime cause is gliders ballooning above the tow plane after takeoff, while still close to the ground. To avoid this disaster occurring in our club, I will pass a word of advice. If any glider pilot sees that they are above the towplane, they are asking to be cut loose. We are not talking about loosing sight of the towplane here, but just having it be below the horizon at low altitude could have you walking back to the airport from the pasture next door. The tow pilot's word for the year is; "Stay low and stay connected".
-Bill Bentley, Chief Tow pilot

The Lull of a False Sense of Security
I'll try to tell it like it was. After 21 years and more than 2,000 aero tows, I only had one real rope break. This first experience happened many years ago at Warrenton Airpark in Virginia. I was sitting in the back seat with a very competent student who was flying for his 90 day solo endorsement. The rope looked worn enough for me to tell the line crew to change it for the next tow. Famous last words. With my arms crossed and feeling quite comfortable at 150', "POW"-off-field landing in the 2-33. No damage, just a long retrieve. I learned to reject ropes more easily.

Date; 03-19-00. Now after 22 years, almost 2,200 aero tows and a number of rope rejections, I was lulled into a false sense of security. Yep, there I was in the back seat of the K giving John Lewis his spring field check. Rope looked good to me. Good right cross wind on 09 at FRR. I am sitting comfortably at 300 to 400' then, "POW"-we turn into the wind a safe landing. I felt I had a 3 to 5 second delay between the break and taking action. Hard to tell time in an emergency. Turns out the Club has a serious learning curve with this new Tost reel system. The knot in the adapter on the glider end became untied. Look for the "telltale" end of the rope in that adapter. Now I'm calculating one rope break per 1,100 aero tows.

Date; 03-26-00. There I was in the back seat, sound familiar? It was Kevin Fleet's turn for a field check. The reel had a malfunction the day before so we were using the conventional Tost release on the tow plane and a brand new, I mean virgin, rope.

Our departure was on Runway 27 with a 15 kt headwind with gusts. Sitting rather comfortably at about 350', you know, "POW". This time I feel there was about a 2 to 3 second delay from break to action. Getting better. The rope had releasedfrom the tow plane. I do believe at no fault of the tow pilot. Now with the rope gone, we continued a left turn for an abbreviated left pattern for 27. The kicking tail wind was of great benefit and we had yet another safe landing. We got out to find the rope still attached and in excellent condition. Now calculating one rope break per 733 aero tows. Yeh baby, I feel perky. Moral of the story-it will happen to you. You just don't know when. Be prepared on every flight and think about it constantly until you're at a safe altitude. I feel good about how I and the others reacted to these breaks but am concerned about my mental preparedness. I had been lulled into a false sense of security through years of mostly uneventful tows.

I also wish I had been more cognitive of the rope. It was dangling from the glider the whole time. It left my mind, I should have released it over a safe place to prevent possible entanglement with objects on the ground. i.e. trees, gliders, runway lights or anything that would have caused an arrested landing.

Be prepared
-Shane Neitzey ,"Always a student"

The Color Green
At the January 29, 2000 board meeting, the directors voted to repay the entire remaining balance of Charter Member loans. It was anticipated that this repayment would be made in relatively short order. The repayment has not happened yet, and I wanted to notify you of the situation and explain the rationale for the delay.

In our assessment of the Club's financial condition, the directors took existing cash reserves and expected cash flows into account, but did not anticipate two things: (1) the large maintenance bill for the Pawnee as a result of John Muia's very thorough annual inspection, and (2) the relatively slow accretion of member dues payments.

In the first instance, I believe that everyone is in agreement that the safe condition of the Pawnee is paramount, and the amount expended to meet John's very careful approach to maintenance is money well spent. There's really nothing more to be done in this case.

In the second instance, I want to plead to those members who have not yet paid their dues to please do so as soon as possible. I know that invoices went out a bit later than usual this year, but all of us knew they were coming and there really is no excuse for waiting so long after being invoiced to pony up.

We actually have (barely) enough money in our accounts to make the charter loan payoffs, but this would leave the Club in a very vulnerable position if an unexpected maintenance action or other financial obligation were to hit. We are hopeful that the combination of member dues payments and normal Club operating revenues will quickly fill the coffers to a safe level. When that happens, we will make the charter loan payoffs at greatest possible speed. The current projections put this at occurring in late April or early May, but again I must stress the need for member dues payments and good operating revenues between now and then.

Thank you for your incredible patience, and please accept my word that these payments will be made as soon as can be done in a responsible manner..
-Joe Parrish

"There was wave in them thar hills"...
Skyline Soaring Club's Chief Wave Weenie, aka Shane Neitzey was not square, he was there...along with 40 or so other glider pilots and more than 20 ships from all over the east and midwest! Eight days of wave and four diamond altitude flights later, it's all over. A hearty "well done" to Fred and Don Bane and their crew who hosted this most exceptional event! And a special thanks to Shane for organizing Skyline's part in this (plus doing some of the towing) and to Kolie Lombard for hauling the Sprite over and back.

Like a fine jewel, this Camp shows a different facet to every pilot who participates. Take a peek through the eyes of some of the participants:

My husband convinced me to join him at the wave camp in Petersburg for a long weekend. Flying trips aren't always a vacation. Fred (Bane) and his father Don made this trip an exception. Being 8 months pregnant and having three boys to watch, 34, 6 and a 2 yr old; flying trips can be exhausting. The facilities however, were first rate, it was similar to last year's trip to Caesar Creek's great clubhouse. They had an actual living room with real furniture, TV, VCR, radio, tables, coloring books, and plenty of fantastic hospitality. The weather was nice and the facility was very clean, even the kitchen.

Don's group fed us well. Chili & cornbread, potpie, soups, cakes, bread. Every meal was like eating at home. The airport had room for the kids to play soccer, and run around. The atmosphere was relaxed and enjoyable. One morning we even went to the local hatchery.

My husband is usually carefree and helpful, but, to have ALL the participants be so nice, relaxed, and friendly was a treat. It was nice that several people brought their children, and that the kids were received well. Some of our friends from our local airport made it easier to break the ice and join in the fun. We went down Thursday and stayed through Sun at the Fort Mill, an inexpensive motel.

The Good news is that he didn't get his diamond badge thing so we get to go back again. I'm eager to visit the cave. I'd like to thank Don, Fred and everyone else for making my family feel welcome, I hope to see you all again soon.

-Charmaine Bradley

We packed the car the night before, woke up at 3:30 am, grabbed a quick breakfast, and headed out at 4:15. As the sun rose, lennies were visible in many quadrants. Launches began just after 7, and were followed with reports of strong lift.

George got off first with Shane in the K, at about 8:35. They were off tow at 4,000 agl after a bout with the rotor, but soon entered wave and topped out at 14,000 (no oxygen) for a few minutes before beginning their descent. One hour in the air. Geoff was next. He and Shane were off at 10:01, bounced through the rotor, and cut loose at 4,000 agl. Soon they were at 12,500 and returned after 48 minutes in the air. Then it was my turn. The wave seemed to weaken a bit by 11:18 when Shane and I got off. The tow kept me working, but it was not so bad and caused no real problems. We were off at 5,000 agl and soon found smooth air. A little work and we had 10,000. But Shane had towing duties to attend to, and we pulled the spoilers to get back with 52 minutes in the air.

In the meantime, the surface temperature went up to 85 degrees for an all-time record. It was shirt-sleeve weather at 10,000, with the vents open to keep cool. Even the folks who topped out near 20,000 stayed warm lightly dressed (albeit a bit more dressed than those of us without oxygen).

There were at least two diamond flights, and at least one flight over 7 hours.

We hung around the airport until about 6:30 and then went into town to eat. A good meal at the Homestead and back home before 10 pm. And we all slept pretty well that night.

-George Jr., George III, and Geoff Hazelrigg

Friday morning, a personal "Dawn Flight". Lifting off runway 31 the huge shadow of the big Cirrus explodes from behind and under me to race down the runway toward the towplane. What a way to start the day. A couple of hours later, we re-merge with the same shadow on very short final-sort of as if we'd been on our separate journeys.

-Jim Kellett, Cirrus N8169

The above items are excerted from a larger group on Jim Kellett's excellent web collection. To enjoy more personal accounts visit the page at http://skylinesoaring.org/MISC/WaveCamp.html

"Current"
At the recent Board meeting, there was an extensive review and discussion of the Club's existing rule regarding field checks:

1.2.4 If a member has not flown a glider at the current airport of operation within the past three months, he/she must get a check ride with a Skyline instructor before using club equipment. Note: This rule also applies to visiting pilots receiving tows by the club tow plane.

In the course of the discussion, it was recognized that the existing wording of the rule is, in some areas, not in tune with the philosophy of the rule. For instance, a strict interpretation of the rule would require that all tow pilots get a field check every 90+ days if they haven't flown a glider-even if they are completely current in the towplane. In addition, if no members have flown at the current field of operation in the past 90 days, there is no way for the first member to fly without breaking the rule.

The board agreed that some revisions were necessary, and agreed on an overall philosophy that anyone putting a piece of club equipment-i.e., a club glider or tow plane-at risk should be "current", and that there was a distinction between the skill required to be "current" at piloting an aircraft and the knowledge required to be "current" at a particular field of operation. (I'm putting quotation marks around the term "current" to ensure that the reader does not mistake the club's definition of currency with that of the FARs.)

Anyway, the board has decided on the following approach:

If a pilot does not meet *both* of the following requirements, that pilot shall receive a field check from a Skyline instructor before flying a Club glider, towing with a Club tow plane, or receiving a tow in any glider from a Club towplane:

1. The pilot must have made three takeoffs and landings in the past 90 days in the applicable type (i.e, airplane or glider) of aircraft that they will be piloting.
2. The pilot must have flown at the particular field of operation within the past two years.

Note: These regulations do not relieve the pilot of any responsibilities they have under any applicable FARs. Here are a few simple (I hope) examples:

a) Ted Tow pilot flies the Club's Pawnee exclusively. Joe Tow pilot has not flown since his last tow day at FRR in December 1999 and is coming out to tow tomorrow (March 26) at FRR. He must make three takeoffs and landings in an airplane before towing.

b) Gus Gliderguider is a member of the Club and flew his glider at FRR in 1999. He also flew three flights at Petersburg in March 2000. He is OK to fly in his glider (or a Club glider, assuming he has been checked out in that glider) tomorrow at FRR.

c) Vince Visitor is a member of another Club and trailers his glider to FRR. He has not flown at FRR since 1996, but he flew three flights at Petersburg in March 2000. He wants to take a tow behind the Club's tow plane. Even though he meets the three-takeoffs/landings-in-past-90-days part of the rule, he does not meet the flown-at-field-of-operation-in-past-two-years part of the rule. He must first take a field check flight with a Club instructor.

The intent of these rules is to keep our pilots (on either end of the tow rope) sharp and to make sure that they are familiar with the particular nuances of flying at Front Royal (or wherever the Club is operating).

We are committed to a safe operation. If any member feels that any rule is in need of change, please bring this to the immediate attention of the board at skyline-directors@www.ssl.umd.edu.
-Joe Parrish

BFRers
Many members would like to consolidate their annual field checks with their biennial flight review. That's a good idea, since it sort of keeps an informal "schedule".

You also all know that we are VERY short of instructors-only four right this minute. Accordingly, we would VERY much like to minimize the valuable instructors' time consumed in conducting a good ground instruction portion. Therefore, Joe Parrish has volunteered to host two one-hour BFR ground instruction sessions, the first was on March 26, and the second one will be on Sunday, April 16th at noon in the FRR Terminal building. Brown bag lunch and talk.

This is a very good deal. Contact Joe ASAP if you'd like to take advantage of it.

You SHOULD have an endorsement from a single CFI that certifies that both the ground and flight instruction of a biennial flight review has been accomplished. If you actually GET both forms of instruction from the same instructor, you're set. If you get the Ground instruction from Joe and the flight instruction from someone else, read on.

In addition, I have absolutely no problem in signing such a certification after I complete the flight portion with any member, with the knowledge that you have attended one of Joe's ground instruction sessions. I suspect other instructors will have a similar opinion, but if you get the ground instruction in a class, you might want to check in advance with whomever you fly with to make sure it's OK with him/her. Joe may, at his discretion, make an endorsement in your logbook regarding the ground instruction, but understand that such an endorsement is basically "for information only" as far as the FAA is concerned, at least as I now understand it.
-Jim Kellett

Log this...

• The Club's annual Spring Safey Meeting will be held at the airport at 9:30 AM on Saturday, April 22, 2000. It's not clear right now if we'll meet in a hangar or in the Terminal Building. It will last about one hour. Chief Tow Pilot Bill Bentley and Chief Flight Instructor Jim Kellett will host the session. Remember, this session is required of all members. We plan to videotape it for those who cannot be present at this session.

• Congratulations to Fred Mueller, who scored 98% on his Fundamentals of Instruction (FOI) examination on March 3, 2000! That puts him well on the way to joining the august ranks of CFI(G). Well done. Jim Kellett

• Fellow Members, due to 'circumstances', I am not going to consummate the deal that Ralph Popp and I set up concerning the sale of the Sprite. I am, however, going to help Ralph find a buyer for his share of the glider. So....as the 'point man' for the sale (Ralph will be leaving the area soon) this is the first advertisement of the availability of 1/2 ownership of the beloved Sprite. The price for this rare opportunity is $6,500, with financing available (or less, for cash). I won't go into details concerning the available financing here, on the e-mail. I will say, that it is very flexible and friendly. For details, give me a call (540-635-8339) anytime.
  -Kevin Fleet

• One issue with the wet planes... Joe Parrish removed over a quart of water from each spoiler box on the K on a Sunday morning during pre-flight. Apparently the ship was left in the rain with the spoilers open, then put away without anyone checking for water. There is a good chance that more water is now inside the wings, since the pushrod enters the spoiler box through an unsealed hole. Short of removing the wings and standing them on end, I know of no way to remove the water. Lets hope there is not enough to cause the fiberglas to delaminate from the spar.

• Also the K got a new main tire and new brake pads. I have, but did not install, a new O-ring for the brake. Please let me know if the leak continues, and also please watch tire pressure for possible leaks.

  Thanks, and fly safe
  -Fred Winter

• There are about twenty calendars left in the hangar. If anyone wants some more please let me know ASAP otherwise they will be returned to SSA.

  If you have taken calendars and not paid please send me a check ASAP

  And...If anyone is interested in a PPL ground school either as prep for the PPL or as a refresher let me know. Mr Parrish has kindly offered to put on a class if I can get 3 or more people who want it. So far I have Bruce Spinney, Bob Critchlow and Kolie Lombard interested. Anyone else?
  -Gary Shepherd

• Soaring Society Convention a Success- LIFT 2000, featuring dozens of workshops and speakers, may have been the Soaring Society of America's best-attended annual convention ever-the final numbers are not yet in. More than 45 exhibitors at the Albuquerque (N.M.) Convention Center demonstrated and offered for sale soaring and sport aviation products of all kinds. And of course, there were several sailplanes on display. AVweb's Howard Fried was there, and he reports that a good time was had by all, despite a thunderstorm-induced power outage before the closing banquet Saturday evening. After all, sailplane pilots are used to operating without power, right?
  -AVflash

• Is a Tow Fee In the Works?-Probably. You don't have to be a psychic to understand that fuel prices have gone up and that it's not likely that they'll go down soon. Many FBOs in the area have already added a fuel surcharge to their aircraft rentals because of fuel price increases of 10% or more. And fuel is one of the major costs of towing. The Club adheres carefully to a policy of accounting that requires that each aircraft "earn" its' operating costs. We haven't paid our first fuel bill for the year yet, but don't be surprised if there's a "sudden" increase in tow fees, which could be as much as $3 for a 3,000 foot tow. Stay tuned.
  -Jim Kellett, Secretary

• Flight Instructor Training At the SSA convention in Albquerque, SSA President Frank Reid announce a new initiative aimed squarely at the national problem that's the same one we face-a shortage of instructors! You may not know that the Soaring Safety Foundation (SSF) supports a program for "SSA Instructors"; these instructors have the authority to award ABC/Bronze badges, and also have several programs and activities through which they share information and tips on how to improve instruction. President Reid's announcement included the establishment of two "ranks" within the SSAI-Regular and Master Instructors. The latter, which must be separately certified, will include ACTIVE SSAIs who are accomlished cross country pilots and who teach it. But for our Club's instructors-who are required, by the way, to be SSAIs-there is more good news. In the near future, SSAIs will get a 50% rebate on their SSA dues, and Master SSAIs will get a full rebate!

  Frank also announced a major SSA promotional campaign aimed to recruiting new CFI(G)s. Look for more information in the near future in SOARING on that subject. In anticipation of the interest within our Club, Joe Parrish has agreed to teach a ground school in preparation for the CFI(G) written. To take a page out of Christian liturgy, he says "when three are more are gathered together, I will teach". Talk to Joe if you'd like to take him up on that. Meantime, check out the SSF's website for general information on intructing-it's at http://www.ssa.org/ssf/default.asp

• Achtung!
  Before we get too far into our season, I'd like to request that all the duty officers specifically name the crew(TP, Ins, ADO) that actually worked with them in their ops report. With the switching and swapping that's going on, I want to make sure that I have given the right person credit for having been there and done the duty.

  Some members have been discovering that they can not make their duty assignments after the assignment has been made and published. As I stated in my memo of 2/9, IT'S UP TO YOU TO FIND YOUR REPLACEMENT THEN.

  I want again to reassure anyone volunteering to pinch hit will not have to take on any extra assignments as a result of volunteering, because I am keeping track of the number of times each member in each category(tow, instr, DO, ADO) has worked. So, if you're on the line what seems like more than your share in the beginning, be assured that the situation will be balanced out by the end of the season.

  So, please try to help out a fellow club member who finds himself in a bind. Please.
  -Bob Collier