Little Problems, Big Problems One aspect of our club that I hold particularly dear is the open line of communication. There is a need for this, given that the membership has delegated so much authority to the board. The Internet makes the communication process so much easier, although there is still no replacement for face-to-face contact. One of the ramifications of this open communication is a great deal of message traffic on our various club mailing lists. Problems are raised, solutions are proposed, opinions are expressed, and (sometimes) consensus is reached. This is a system that works. But it's never perfect, and we are always trying to improve it.

In the same light, we should make sure that the scope and significance of the issues that we face are put into context. While I think there are some very big issues on the horizon-pertaining to membership growth, airspace restrictions, airfield environment and services, etc.-many of the current problems that spawn so much discussion on the mailing lists and the flight line and The Mill are ones that many other operations would love to have.

Little Problem: Should the towline length be 150 feet or 200 feet. Big Problem: A glider kited up over the towplane, destroying the towplane and seriously injuring the towpilot.

Little Problem: Membership growth is putting pressure on the club fleet and hangar space. Big Problem: Membership decline is putting pressure on the club coffers.

Little Problem: We are having trouble meeting our pledge goal to enable the purchase of a second towplane. Big Problem: We lost our only towplane and must contract for all towing services.

Little Problem: We need to improve operational efficiency to offer more member flights and increase tow revenues. Big Problem: Because of repeated airplane go-arounds and near-collisions due to gliders blocking the runway, the airport management is kicking us off the field.

Please don't misunderstand-we should not be cavalier about any of these problems. And I'm well aware that small problems have a way of turning into big problems if they are not addressed early. I just think it's important to keep the big picture in mind, and to give ourselves credit when it is due.

Voting With Your Checkbooks As I write this, the decision on whether or not to purchase Jan Scott's Scout has not been finalized. If we decide to go ahead with it, it will be an exciting time as the club expands its fleet and its horizons. However, should we decide to wave off, we still have gained much. We have had the opportunity to hear member opinions on the matter, we have looked extensively into the insurance and financial aspects of a second towplane, and we have developed a cadre of persons to assist with the evaluation of potential future aircraft acquisitions.

Most important, though, was the strong outpouring of member support for the continued growth of the club. A large majority of the members who were in a financial position to make pledges did so. And while we are all capable of carrying strong opinions on many matters-big and small-there is no more direct expression of support than by opening your checkbook and making an investment in our future. Thanks to everyone who participated.

Keep those cards and letters (and emails and phone calls) coming.
-- Joe Parrish

On Saturday, June 10th, the mayor of Winchester was to have his annual fly-in picnic for all his air-minded enthusiast friends in the area. I announced to our power-feathered friends whom Kellett and I usually meet for breakfast on a twice a week basis that I was going to make a stab at soaring the 31 miles from FRR to the picnic. The mayor's turf strip is located off of US-522 near the northern most tip of Virginia. Right away Lewis Martin, one of the power types at the breakfasts, AND one our club's newest members immediately volunteered to crew... cutting off any possibility of dignified withdrawal. Well, the reckoning day dawned hot, sticky, and, as it turned out, mediocre in the lift department. Around 11 am somebody said there was 5 knots right over the field. Wow, time's a wasting! On tow McCulley went through what seemed like pretty good lift at 1500 ft. I got off into some zero sink... not exactly what it seemed like I would find. I held on for a few minutes, but soon found myself back where I started ... hummm. A little pow-wow with Lewis. This time I'll go to 3000 regardless, and if I can sustain, I'll make a stab at leaving the field. Since our radio com reliability wasn't the greatest, Lewis decided to hang by the phone in wait of my fate.

We were off on the second tow a little before noon; went to 3000, got off and did find some sustaing lift after a loss of only a couple hundred feet. Five to ten minutes worth of searching got the ship 4000'SL. I radioed to Lewis that I was heading out, and would not land back. No reply.

Cloud patterns seemed to be configured in groups of cu spaced roughly 5-7 miles apart. When arriving at one of these groups there never seemed to be the gratification of immediate lift. You had to hunt for it, and then at best it was 200 fpm; most of the time zero to 100, but at least it was in the right direction. After leaving the field the first search occurred just south of I-66 about half way between I-81 and US-340, then near Stephens City, then just west of Winchester, close to where I live, and finally at the intersection of Va-37 and 522 NW of town. Here we were down to about 2000 SL, and the flight seemed over. The good news, however, was that several good landing sites were in abundance which allowed full concentration on keeping 289 airborne. It always seems longer than it actually is, but I must have been at 2000' for about 20 minutes. When lift finally came, it built up fairly quickly to a sustained 300 fpm, sometimes four, back up to 4000. After that the lift seemed to come easily. The picnic turned out easy to find with all the brightly colored planes all lined up along the runway.

I could see that some one had spotted me, because folks began emerging from the hangar, looking up, and pointing. So, after a little aerial poetry,'289' came to rest on Mayor Larry Omps' handsomely groomed turf-way at a little after three o'clock. A look at thermometer inside the hangar explained why the lift had improved. It was up to 98F.

'289' (exclusive to Skylines...didn't see this in your Spam, did you Bunky?)
-- Bob Collier

June 12, 2000 was a big day for the Civil Air Patrol's Virginia Wing glider program. The VA CAP glider, an L-23 Super Blanik, is based at FRR and received its airworthiness certificate on that date. New Honorary Member CAP S/M Fred Hayman also completed his orientation as a Club towpilot from Skyline Chief Towpilot Bill Bentley. The glider was then flown for the first time in the United States (the airframe had 14 minutes of flying time in the Czech Republic in its logbook!) CAP 2Lt Jim Kellett and CAP S/M Fred Hayman (towpilot) conducted the first flight and reported that the ship performed beautifully. With these milestones passed, the way is now open for regularly scheduled CAP Cadet Orientation flights and Glider Encampments; these are expected to begin in late July.
-- Jim Kellett

As one of the characters in Toy Story said "Flying is just falling with style", well picture this... I'm on downwind in the 1-26, Kevin has just landed on the grass and the Pawnee is staged on 27 just in front of the ASK. I have plenty of time. What should I do? Well, what I should have done, and what I actually did were two different things.

I decided to land long over the Pawnee and the ASK, and to cut a very long and sorry tale short, I cleared the ASK and the Pawnee, but not by as much as they would have liked, and I allowed the airspeed to drop and landed very hard. Falling with no style whatsoever. Dumb, Stupid... you cannot imagine the dent this put in my pride and the wheel rim of the 1-26. Actually, it matched the dent put there some time before.

Why didn't I land on the Taxiway? I've asked myself that a dozen times and the only rational explanation I can come up with is that on a previous occasion I had received a dressing-down for landing on the taxiway and so I mentally scrubbed that option, I know I won't in future, I let myself become distracted and I should have known better.

Anyway, the wheel of the 1-26 was taken off, taken apart and hammered back into better shape than it was before, everything given a close inspection and found to be OK. I even gave the rusty ol' wheel a rub-down and a fresh coat of paint before putting everything back and checking it ran true... way better than before, so its an ill wind that blows nobody any good! (Sorry old girl!)

Don't forget... the taxiway is a suitable alternative to flying over other aircraft, thanks to those who gently reminded me of that.
-- Dave Brunner

There are three simple rules for making a smooth landing. Unfortunately no one knows what they are.

(via Australian Aviation magazine)
-- Dick Otis

As the club's newest and least experienced tow pilot, I'm the last one who should be preaching from the Pawnee pulpit, but here I go anyway. (maybe being "most nervous" qualifies me for something)

Just a couple of things I've been thinking about. Most people understand all this already. Of course I don't necessarily speak for all the tow pilots here.

1. Propellers are invisible and deadly, and I'm not that great a pilot. It's easier than you might realize to lose control while taxiing. So I'd prefer not to have people walking out to "meet me" while I taxi back into position. Wait until I stop and turn around, make eye contact if possible.

2. I notice with the "conventional rope" that sometimes the line person lays out the rope to minimize the slack I have to take out. If you insist on doing this, do it off to the side of the runway and be sure to leave plenty of slack since if we end up short either you have to pull up the glider or I have to turn around and taxi back a bit.

3. If you do lay out the rope and I taxi into position closer to the glider than you thought I would, we can end up with some of the rope ahead of the towplane. This shouldn't happen, but if it does, slowwwwly pull the rope so that it slithers along the ground. Don't just give it a big snapping yank. This is obvious but I was once in a club where someone did just that and put a loop of the rope into the prop with predictable results.

4. If you need me to shut down in order to safely get the rope (or any other reason), just give me the "cut" signal and/or point at the reason. I much prefer the inconvenience over the mess. By the way it does take 5-10 seconds to shut down.

5. After you hook up the rope to the towplane, wiggle the rudder (gently), not the elevator. When standing still and waiting I might not have my hands on the stick, but I'll always have my feet on the pedals so am sure to feel it.

6. With the reel, we had agreed that we wouldn't taxi out with someone holding on to the end of the rope. Yet I see people grabbing the rope end while I taxi out, holding on to it. If you really insist on doing this, be sure to hold the rope in a way that it can slip easily out of your hand without taking fingers with it. Don't hook a finger in the tow ring, for example. But I still think the safest thing would be to wait until the towplane is in position, then grab the rope and walk it out to the glider. Yes, it's more work for you.

7. If you see me land and turn off the mid-field taxiway instead of turning around to back-taxi, that should alert you to the possibility of someone following close behind me in the pattern.

8. When it seems like we're towing through a thermal (at safe altitude), consider releasing and climbing out on your own.

9. If you're flying your own ship, don't be so certain I know the right speed to tow you at. Pass the message via the line person.

10. The ever popular: if I find myself running out of control authority, especially elevator, I will reach for the rope release. Think about that.

OK, that was it.-Judah Milgram
-- Judah Milgram

Very good comments; I wish I had said that. To add a couple of points, on #6 I would add that if I see someone grabthe rope while taxiing, I will come to an immediate stop until they either let go or pull the rope out and hook it to the glider. Torn out fingers are not worth it! Another point; (11) When giving the take-up-slack signal from the glider's left wing tip with only a few feet of rope pulled from the reel, the wingman is outside the view of the left-hand mirror until the Pawnee gets about 100 feet in front. If you want to stop the towplane early in the process, you may have to move close to the glider fuselage for the towpilot to see your signal.
-- Bill Bentley

I'll add another point: #12) Due to popular demand I won't thermal on tow unless you signal to me somehow that you're willing and able. The only motivation is a quicker tow (maybe) and you end up in a thermal (maybe).
-- Judah Milgram

A 1-26 piloted by Stewart Aleshire (who was 90 years old) crashed on approach to landing this afternoon at Mountain Valley Airport, near Tehachapi, California. The sailplane was observed turning from base onto final a little high, and then he appeared to possibly stall or spiral dive into the ground. The right wing broke off, and the forward fuselage was crushed in.

Stew was taken to Tehachapi Hospital where he died later in the afternoon.-Dan Armstrong Considering a recent discussion about why we fly 30 to 45 degree banks in all pattern turns while maintaining 1.5 times the (wings level) stall speed; this shows that it can happen to us! Of course, we don't know what happened in this case, but the indications are there.
-- Bill Bentley

Most of the launches on Saturday, June 25th were accomplished with the pilot already in the cockpit and checklist procedures completed PRIOR to the towplane landing. After the towplane landed, two or preferably three, assistants pushed the plane into position on the runway with the pilot in the glider and then connected the towrope. This procedure prevented a significant amount of wait time on the runway and seems to be more advantageous to the PPG-I could take my time getting buckled up and completing the checklist in the staging area away from the runway before the towplane landed.

If this staging method is practiced as standard procedure, throughout the flying season it could save a lot of valuable time for towpilots, reduce the possibility of having to interrupt the launch because of approaching traffic, and is conducive to completing a less hurried/more thorough checklist by the glider pilot.
-- Bill Malick

You are on the right track in terms of improving the ground handling. Here is an additional time saver. As a towpilot, I have observed tow release checks being conducted as the tow plane waits. I think the release checks are a good practice, but it would seem to be a simple matter to have short sections of rope with rings available to perform release checks before the glider is taken on to the runway.-Bill Vickland Pilots should add it to the checklist. Release checks don't really take that much time though. What takes more time is, wedging oneself into the seat, digging for belts, adjusting the rudder pedals, getting back out to remove the cushion one forgot to add or to take out or adjust ballast, and the preflight checklist. I have more often than not kept someone waiting or been kept waiting for just this sequence to be completed. I don't rush the pilot because that would be DUMB so the only option is to have this done on the ramp rather than on the runway.

That said, it sure would be easier if we could have a maneuverable machine to haul the glider around. Ideal would be something operated by hand that could apply the force of 3 men to a glider's tow hook. I think we've demonstrated the need.-Richard Freytag I've always maintained that by pushing 2-33s and 1-26s BACKWARD by the stabilizer, one person can easily hold the skid up while pushing. Unless the person very strong though, it would take another one or two people to get the larger fully loaded ship into take-off position in timely fashion, and to hold up wings without wing wheels.
-- Bob Collier

The most recent addition to the Club's growing collections of entertainment, insructional, and safety videos in the Skyline Soaring Video Theatre (the K-21 hangar) is the COMPLETE 2.5 hour Soaring Safety Seminar presented at the SSA Convention in Albuquerque!

This is a fantastic presentation, with three of the nation's most knowledgeable and gifted instructors (Bob Wander, Walter Cannon, and Burt Compton) sharing really neat stuff! Yes, it's a Safety Seminar-but one presented in such a way as to make interesting viewing by any soaring pilot. And I guarantee that every member of the Club will learn SOMETHING from this tape, while enjoying the presentations! It's that good!

"If you were square and couldn't be there, this is the next best thing!" Come early and watch before the flying begins. Come when it's raining, bring a lunch, and make a party of it. Stay late, bring a six-pack (BUT BE DISCREET!) and have a post-flying pizza party.

But PLEASE PLEASE PLEASE don't remove ANY of the tapes from the TV/VCR table in the hangar!! NO EXCEPTIONS! Enjoy them there and leave them there.
-- Jim Kellett

I'd like to introduce myself, my name is Chris Williams and I am a new member of the club. I have very little aviation experience and fully admit that I know nothing about the procurement, maintenance and operation of an aircraft.

However, being the new guy has some advantages to the club's discussions about the procurement of a new towplane. I have no pre-conceived notions, prejudices, or priorities. Additionally, I am totally immune to any of the club's politics. As a new guy reading all of the email that has been generated regarding the procurement of a second towplane, I can offer one very objective observation. The club has virtually nothing to lose by purchasing the additional towplane. I'm sure that you are wondering how a new guy with such a limited knowledge base would be arrogant enough to make this statement. The answer is in simple arithmetic. Even though I currently wearing a Marine Corps uniform, I did spend five years of my life working on Wall Street as an Institutional Broker for Municipal Bonds. I am all to familiar with debt, debt structure, debt service, true interest cost, debt management, and debt service analysis.

The dialog that has been generated over the procurement of a second towplane has been very extensive. Members raise a number of well thought concerns. However, the procurement of the additional tow plane should be viewed as nothing more than an inexpensive experiment. The cost the experiment is one year of debt service on the funds used to purchase the aircraft. The source of the funds is initially irrelevant.

If at the end of the season the additional tow plane has not met its projected goals in terms of generating revenue, or facilitating the many advantages associated with a second, two-seat, towplane it could be sold.

Additionally, if some of the objectives were met, but not enough to justify the expenditure, the Pawnee could be sold, and the two-seater retained. The worst case scenario is that SSC winds up with a more versatile tow plane and, ends up paying one years worth of debt service on the towplane loan. If the two-seat tow plane is truly being sold at price that is below market value it is conceivable that the resale would be enough to cover most of the debt service on the loan, and the whole experiment is a wash. My vote would be to take advantage of the opportunity to purchase the additional towplane below market value. Let the bottom line on the club's spread sheet, and club member's satisfaction at the end of the season be the barometer for the decision to keep one or both of the club's powered aircraft.

Editor recommends the Board pick Chris' brain before the USMC assigns him to some godawful place, (other than Washington).
-- Chris Williams

• Twice recently I've received feedback from experienced soaring pilots who've flown with us under temp memberships. Both have provided unsolicited positive feedback about SSC. Both have commented chiefly on our friendliness and hospitality. This is what reputations are made of. We may squabble among ourselves about this-and-that, but where it counts, we're open and hospitable. Something to be proud of.
  -- John Lewis

• As my contract in the DC area winds down and I'm headed back to Colorado, I just wanted to drop you a note to say thanks. Your soaring club has extended me every hospitality and I really appreciate it. I had a good time working line the couple of times I made it out to the field. I even got a flight in the Ka-7. You have a good, friendly club. Please pass on to the other members that this fugitive from Colorado enjoyed the time I spent with your organization. Thanks again,
  -- Dave Rolley LAK-12 "RD" (Rubber Ducky)

• Just in case you could still distinguish an airliner from a bus: If you're irritated by the cramped seats and poor service on commercial flights, you're going to love the latest bright idea to make flying in an airliner even more like riding the bus: ads on the overhead bins. Advent Advertising, of Kansas City, says it's in the process of recruiting airlines and advertisers for its "stylish, elegant" Airads product.
  -- AVflash

• I've a son who's moving back to the UK in July. He has a vintage Cadillac that has been in storage at a relative's in Philadelphia since 1994, but unfortunately that relative has moved and no longer has room for the car. He's faced with the prospect of having to sell it unless he can find some CHEAP and secure storage for it for the next three years. Anyone have a garage or shed or any such big enough for a fifties Caddie that they'd be willing to rent for about three years??
  -- Jim Kellett

• I'm loaning my air compressor to the club. ( I don't have a place to store it) It's in the hanger next to the charging table. Please be kind to it.
  -- Chris Williams

• I have a 220 volt, 2 hp compressor that has been replaced by a 5HP model. If anyone can use, make me an offer I can't refuse.
  -- Bill Vickland

• It pains us very much to report that Ernie Schweizer died his sleep, Sunday June 11th after a long illness. Ernie was the designer of the Schweizer type sailplanes and motorgliders. Bill Vickland has been selected as the primary point of contact to represent the 1-26 Association in a working session with the AOPA, EAA and FAA to coordinate the preparation and issuance of Airworthiness Directives (AD). AOPA and EAA are hosting a meeting at AOPA headquarters in Frederick, Md. on July 10 to educate aircraft type-clubs and facilitate discussions regarding a formal process for the coordination of ADs. The intent of the process is to allow type clubs to share specific technical knowledge with the FAA during the AD development process. AOPA, EAA and FAA hope to improve the content of ADs by eliminating unnecessary, impractical or burdensome compliance actions.

  The 1-26 has only two ADs which speak volumes regarding Ernie Schweizer's design of the 1-26. Had this process been incorporated several years ago, there would be at least one less AD on the 2-33.

  I will be leaving the area for the month of July for the annual 1-26 contest. Actually, I will leave on the 10th but preparation will require that I disengage as Maintenance Officer on or about July 1.
  -- Bill Vickland

• Good news! Jim McCulley has joined the Information Victor Airway (or something to that effect).

  Mcculleyja@aol.com

• Lewis Martin soled a glider on June 1. Congratulations.

• Tim James & Lisa Sergent have a new email address:

  lsergent@powertrain.com

• Although I can't gather up $1,000 at this time, I still want very much to contribute to the purchase of a second tug. So, here's the deal...

  I have an '88 Susuki Samurai (4/5th scale Jeep) that the "Blue Book" says is worth around 1k. If anyone is interested, or knows anyone else who might be interested in buying it, the money would go directly to the purchase of the Scout. I'll reply directly to any queries with details. BTW... I didn't want to advertise in the want ads because that would require haggling over price (my DNA has been found to be totally devoid of the negotiation gene!) and since 100% of the money goes to the Club... well anyway, that's my meager offering.
  -- Tim Lewis

• Our new address is [omitted] Same E-mail address. All please feel free to keep in touch and stay with us if you in the Princeton area.
  -- Ralph and Robin Popp

• The photograph was taken in either late '42 or early '43. The glider is a Hungarian designed and built plane. At that time it was considered as a medium-to-high performance plane. It's L/D was 18. Interesting to see the length of the towrope used which was around 50 feet. It was a braided steel type.

  The plane came with two canopies, open and closed. The pilot had a choice which one did he wanted to use. I hope the picture will help to settle the argument whether a 150 foot rope is safe or should cause a safety concern.
  -- Bela Gogos

• A short rant, while I have your eye: Someone has cost the club $80, and cost Bob and I another $35. The tailwheel on the K had been "hammered" (again). This is the result of one (or more) landings at too high a speed, resulting in severe bouncing between the nose and tail wheels. Any landing of this nature should cause the PIC to inspect the A/C, with the tailwheel being the usual victim. Even if the damage looks minor, report it ! You break it, you buy it. But whomever broke it this time didn't tell.
  -- Fred Winter

• There is a great article that points out the value of soaring to commercial aviation, and the value of knowing how to perform a forward slip. It is titled THE GIMLI GLIDER and appears on page 74 of the July issue of AOPA Pilot.
  -- Greg Ellis

• Yet another reason to attend the SSA conventions (which I must admit I did not this year, another story). The pilots involved were the speakers at the awards banquet several years ago. I particularly remember Bob Pearson saying the nose "...came down with a hell of a bang." when the nose gear folded. Air Canada trucked in a crew and fuel, jacked up the nose, extended the gear, patched the skin, and flew the new 767 on to Winnipeg. The "incident" started when the ground crew in Montreal got the metric/imperial conversion backwards. Yet NASA did not learn from that history, and lost a Mars mission.

  (Soaring magazine also did an excellent article on the 767 crew. Don't recall the volume or issue-ed)

• From Ops Report, June 3...So, with the sun setting in the west, the sky still clear, we retired to the north side of the terminal building for a grand repast. Thanks to Greg, Miriam and everyone else. Everything tucked away, no new dings, all egos intact-a good flying day. If you weren't there, you weren't there. Too bad.
  -- George Hazelrigg, Jr

• Wind it up, and fly away: If you're getting tired of those high fuel prices, an experimental aircraft under development in California could have the solution: a rubber band to power your flight. The "Rubber Bandit," based in Van Nuys, is reportedly ready for high-speed taxi tests and is expected to make its first manned flight sometime in July. Of course, as a replacement for your trusty Scout, this airplane has a ways to go: Its cruising altitude is 50 to 100 feet, with a max speed of 55 mph and a flight duration of one to three minutes.

  (Perhaps to counter rising fuel costs, we could install a rubber band on 081 and tow with it. Performance specs should double after rubber band installation.-ed)
  -- Avflash