Unfortunately, most of my flying this year has been non-PIC in the rear of two and four-engine transports. When I get onto an aircraft of any size, I try to notify the flight crew that I'm a glider pilot, and if they lose all of their engines, I'm at their service. Otherwise, I say, they're on their own.

I guess I'm proud to be a glider pilot.

Speaking of Assistance

Isn't it ironic that to much of the outside world, soaring appears to be a solitary endeavor? The image of the lone pilot, gracefully gliding along in a sleek ship above beautiful, rugged scenery, is one that we foster in our attempts to promote the sport. And for the most part, the FAA, SSA, and FAI bestow privileges and recognize achievements on the part of individuals, not groups.

Yet, we all know that this really is a group effort, and the ground crew, tow pilot, flight line personnel, etc. are critical to the success of our seemingly solitary efforts. In fact, for many of us, all aspects of the sport are pursued in the company of others. So, let's remember-to ourselves, at least, if we must maintain the glamorous image of the lone pilot-that we are all in this together.

Speaking of Pride

I recently received a message from a former Skyline member who moved away and is flying with a soaring club near his new home. He had this to say about his experiences there:

"My soaring activity here has not approached the same level of enjoyment I had at FRR, the friends, the flying, the Mill. While this is a long-established club, it is at a seemingly very low level of activity with only about 25 members and nothing like SSC, so I hope to carry a lot of what I've learned at Skyline to this club's operation in the coming years. There's not much emphasis or attention paid to low time/student pilots and I believe this is a prime example of the doldrums of an organization that has failed to nurture its future survival by not "growing" new soaring pilots."

While we all give ourselves a collective pat on the back for our good comparative review, let's also recognize that we cannot become entrenched in the status quo. Area demographics, economic health, member expectations, the regulatory environment, etc. are dynamic, and we must continue to evolve with these changes. We must continue to help the sport by fostering soaring at all levels. As Jim Kellett says, "Grow or die."

See you at the field
-- Joe Parrish

The following article appeared in the M-ASA May Convector and was sent to us by alert reader Jan Scott. It's been suggested we should tell them where the Boomerang is, but that would really ruin the fun.

"Right This Way Folks!" By Jim Furlong.

STEP RIGHT UP LADEES AND GENTS! WIN A TEDDY BEAR, A BOOMERANG, OR STICK YOUR FRIENDS WITH AN UGLY RUBBER CHICKEN! Yes friends, for the price of a tow or two, you can test the waters of cross country soaring and even take home or leave a prize! Here's how!

Say you want to take home Sam the Bear. Sam wears a Snoopy helmet and carries a logbook in which you get to inscribe your name and the date and details of your flight. Sam currently lives at Jan Scott's airpark in Lovettsville on the club bulletin board. Call Jan at (540) 822-5504. Tell him you want to come get Sam if Jan is ready for you. Make arrangements for the day. Then simply take a tow from your home field and glide on over to Scott Airpark and land. Jan will give you Sam. But to keep him, you must take a tow out of Lovettsville and not land back there on that flight. You will hopefully make it back to FDK (an easy glide from 3000 feet if Jan doesn't circle his field but proceeds towards FDK as he climbs. If he circles the field, you might have to catch a thermal or two to make it home. If you land out, you still get to keep Sam. The flight back to Fairfield will take several thermals.

When you get to your home field, you hang Sam up on the club bulletin board with his log book and he is ready to be claimed by the next intrepid airman eh, airperson who wishes to claim him and follow the above rules. "ThanksJan for this cross country incentive."

If you can't bear Sam, there is The Boomerang Trophy. Now, the rules are easier than Sam's but the circumstances are a little arcane. The Boomerang trophy currently resides at Front Royal airport, because it was recently claimed by Shane (Neitzey e.g. of Skyline Soaring) in his Lak12 when he landed at Fairfield. But, the reality is that the trophy physically is at New Castle being refurbished. When that job is done it will be shipped to Shane at Front Royal. But you don't have to wait for that to happen. You can simply fly down to Front Royal and land and claim the Boomerang trophy. That is, snatch it. from Shane's clutches, (except of course he doesn't have it yet). Are you still with me? You don't need to take a tow out of Skyline, in fact, you still have to get a temporary membership there before you can get a tow. So arrange to have someone retrieve you with your car and trailer.

Oh, by the way. If you are flying out of Fairfield on a cross country flight, there is a nasty looking rubber chicken hanging on the club bulletin board. Take it with you and deposit it at either Frederick, Jan Scott's or Front Royal. These locations are just dying to have it repulse them on their bulletin boards. Heh, heh. The rules say, don't drop it like a cad and fly on home but land and stick it on their bulletin board. The FAA doesn't like ugly things falling out of airplanes. But that thing just begs to be dropped.

If you think it might accidentally fall, make sure that the people on the ground know ahead of, time that it's a distinct possibility that the thing might escape the glider's confines so that they can watch for it. It should have a bright streamer on its already light-weight frame to make it more visible and to slow its descent even more. So that's it friends. A low stress way to get into cross country flying and have something to talk about and maybe even show for it. Have fun and fly safe.

"Say again?"

I've decided to implement a periodic message to the Membership concerning issues about our operation that have come to my attention. My goal here is to try to sharpen us up a little and perhaps make things a little safer for ourselves and the folks that we share the air with.

In this first message I have two items of concern which have surfaced recently.

The first is radio discipline. We all seem to do pretty well on 123.0, the FRR Unicom frequency. However, when we switch over to 123.3 all of our training and discipline goes out the window. For the students in the crowd, 123.3 MHz is the common airborne frequency used most by the glider community. Once airborne we are in range of quite a few of our fellow glider pilots at New Castle, Frederick, Fairfield and others. Now I know that some of our brothers and sisters at the neighboring clubs could use a little more discipline as well but I don't think there's anything wrong with us setting the example. I don't have any problem with the tow altitudes being called back to Skyline Ground or a brief status report being transmitted by fellow Club members for the benefit of others. However, we certainly do not need a running commentary on the lift in 100' increments or the poetic description of the days cloud formations. Not only does this further congest an already congested frequency it reduces your flying efficiency and is a tremendous distraction. If you don't believe it just ask the top competition pilots. It also makes us look very foolish to the community at large.

In the near future there will be three contests in the area. The fun contest at New Castle, the Region 4 North contest at Fairfield and the Region 4 South contest at New Castle. These contests need the frequency to run the contest safely and efficiently. Let's sharpen up and practice our radio discipline the next time we have a good soaring day.

The next item is runway incursion. This is a big item for the FAA. DPEs have been asked to emphasize this during Practicals and flight instructors have been directed to include it on Flight Reviews. For us, it means we need to be always vigilant when taking the runway or taxiway. We need to use all means available including radio and visual to avoid interfering with other aircraft operations. Let's make sure the radio in the glider is on when we push out on the runway. Remember, we will not cross the hold line until it is safe to do so. If you get your glider out on the runway and discover that you need to retreat for landing traffic, push the glider all the way back behind the hold line. Even if you find this to be inconvenient. Do it. Its the right thing to do. DO's take charge. Keep an eye on these situations and help remind the rest of us to do the right thing and the safe thing. I appreciate the help that all of you can provide to improve our operations. Thanks for your support.
-- Dave Weaver

Beginning in December, 2001, each member shall receive a hard copy snail-mailed statement no later than December 15 for the next year's dues, due and payable by January 15. Dues not RECEIVED by January 15 will be subject to a 10% late fee, and members will be placed in "inactive" status until February 15, at which time if dues have not been paid in full (including late fee) the member shall be designated as resigned (not inactive). Operations Chief David Weaver is also drafting revised language for the Operations Manual to clarify the definition of "Inactive" (vice "resigned") Club Members, their rights to Club equity (if any), and the requirements for becoming Inactive.

The Board formalized the struture of a permanent Safety Committee consisting of the Operations Chief, Chief Flight Instructor, Chief Towpilot, and Chief Duty Officer. That Committee shall review: i. Any unplanned off-airport landing in a Club glider ii. Any incident involving any damage to Club equipment iii. Any incident involving damage to a Club member's aircraft operating out of a Club airport iv. Any other incident or situation occurring at a Club airport or involving Club equipment which is perceived to be needful of Safety Committee Review. ....and shall report to the Board of Directors any recommendation resulting from any such review.

The next meeting of the Board will be June 16, 2001 at 1700 hours
-- Jim Kellett

2-33 Tailwheel-As some of you may have noticed, the 2-33 tailwheel is worn to a nub. It is not the normal use that has worn it out, and the evidence of this can be seen on the hangar floor. Please, when removing and returning the 2-33 to and from the hangar, be sure to have someone lift the horizontal stabilizer close to the fuselage, and walk the tail in and out of the hangar. This replacement will be the third since we moved to FRR two years ago.

Pawnee Discrepancy Reports-Some time ago, I suggested that we more carefully screen the discrepancy reports to include only those items that appear to be worthy of John Muia's attention. This has led to an overcompensation to a minor degree, which I would like to reverse. Therefore, please write up all the maintenance issues which you think need attention. John will call me and we will discuss the need for response.

Pawnee Paint- Now that we have some warmer weather, I want to peel off some of the paint where it is peeling and then prime and paint the stripped fabric. I will need a couple of volunteers to work four or five hours stripping and masking one day per week for about three weeks. Hopefully in that time we can get rid of the Hereford appearance and finish the multicolor paint scheme that Phil produced. (Shane: One of our needs will be a new set of tail numbers, because the tail paint is peeling off. Can you provide same.) Pawnee Radio-The Pawnee radio was heard fairly clearly from 55 miles away, but on tow behind the Pawnee it is almost unintelligible. One day in the near future, I would like to take it up to Hagerstown and have their avionics division look at it, as well as install a permanent PTT switch.
-- Bill Vickland

The current issue of Aerokurier has come encouraging news:

The accident rate in the USA sank in 2000 to an all-time low. While the number of flight movements rose by four percent compared to 1999-general aviation reached 30.8 million flying hours in the USA-the number of accidents fell by four percent to 1,835, of which 341 involved fatalities. In 1999 the number of registered accidents was 1,913 in the USA. There were 1.11 fatal accidents per 100,000 flying hours; according to the AOPA Air Safety Foundation that is a reduction of 44 percent compared to 1982, when the rate was 1.99.

Of course, it's as important to KEEP a precedent as to achieve the goal!! But it would appear that what we're doing has yielded some tangible and measurable results! Let's just NOT relax our vigilance
-- Jim Kellett

Earlier in the week, I told Bill Bentley that I would tow on Thursday, to which he responded that he would also be out, and that we might shift off during the day. Collier had volunteered to crew, but a Wednesday evening dinner party precluded my responding or doing the necessary preliminaries to consider flying a task. So, when I got up Thursday morning April 19, I was not inclined to think about anything but towing. Just in case, I called Flight Service. At 8:00 AM they told me that it would be a good thermal day with thermals to 4000 feet, absolute unlimited visibility and 15 kt NW winds at 3000 feet. They lied, and I was not encouraged to try a 141 mile flight to New Castle with cloud bases at 4000 feet. Only Bob Collier could pull that off. Only as a last minute consideration, did I decide to pack all of the junk that goes with a XC flight. Enroute to FRR I called Bob to see if he was still on tap, but got no response. So, on arriving at FRR, I still had not decided to go. At about 11:00 AM, Bob called on the cell phone to tell me to go for it and he would follow in a couple of hours. Bentley relieved me of my tow responsibilities and I prepared to go.

It was a fun flight but 20 miles short of New Castle. It was both a very strong day, at times, but very slow and a lot of work. I was in the air for approximately 6 hours, landing just a little after six at the Springwood gliderport near Buchanan, VA. Flight Disservice was off the mark as usual. Cloud base was near 7000 feet at the start, increasing to over 10,000 feet later in the day. Visibility was maybe 20 miles and down to 5 to 8 miles near Harrisonburg, and south of New Market, the winds were out of the SW at about 8. In retrospective analysis, I wondered why, with thermals to 10,000 feet, I was unable to attain an average speed of no more than 20 mph. As always, I learned a few points, which if I ever see exactly the same conditions again, I will improve my speed. But that seldom happens. As with competition, cross-country flying requires that you maximize your speed lest the day end, as it did, before you arrive at your goal.

I released near Signal Knob at about 12:15 and took a few turns in weak lift. The sky promised more than that so I moved out in front of the ridge toward the next solid looking cloud. It was a false promise and now I was down to 2500 hoping that at least the ridge would work. It did, and at about 40 mph, I could sustain at ridge top with the left wing stuck in the trees. I cruised at ridge top to Woodstock, stopping to circle in stronger lift along the ridge, but nothing seemed to work. Finally, at the jump before Mt. Jackson, I got my first real thermal to about 5000 ft. I made the observation that the day did not appear to be as strong as my ground-based assessment. However, the sky was a bit over developed and I could see more sunlight on the ground to the south.

In retrospect, I should have stayed on the ridge, and searched for thermals after leaving it at the south end. But I was convinced that I ought to be seeing thermals at 600 fpm or better, and there were good-looking clouds in the valley. I broke out of the over development at New Market and had not yet been able to get to cloud base. I had made 28 miles in my first hour. I would have to pick up my speed if I was going to get to New Castle before the day ended.

The next hour brought good news. Bob called on his radio to tell me he was enroute FRR and I finally reached 6500 ft in a thermal. Now convinced that my promised outstanding day was at hand, I increased interthermal speed to 70 kts. A couple of thermals partially verified my optimism, but I had still not reached cloud base. My average rate of climb was typically in the range of 300 fpm, with an occasional spurt to 600 fpm. At Harrisonburg conditions improved dramatically, although the visibility had diminished to less than ten miles. I had traveled only 50 miles in two hours. Not good, I needed to average at least 35 mph to make it. As Bob reported that he was now heading south on I-81, I noted that the clouds were continuing to thin out to the south. However, while averaging about 300 fpm, the thermals were reliable. I continued to fly more aggressively and made good time going into Stanton. Although my speed was improving, for the first time since leaving the ridge I was down to 4000 feet and becoming concerned about the cloud thinning I saw to the south. Only as I am writing this now, did I realize that this thinning was also associated with a change in the wind direction directly from the direction of my goal. My next thermal took me to 10,000 feet, and each successive cloud, delivered the same altitude. My GPS was paged to provide a moving map, and I was surprised to see my mouse trails passing by the little curly tracks made by my previous thermal. For a moment, I thought that maybe that was a trace from my previous flight, but then realized that I had been blown back across the city of Stanton. It was clear that I was now facing a fairly strong headwind, possible 8 to 10 kts. As I approached Lexington, the clouds had become mere wisps, but we still delivering 10,000 feet, and with each thermal, I would see my backtrack on the GPS. I was working consistently between 7000 and 10,000 feet, and I wondered if I would be better off driving down further, maybe to 4000 feet before stopping. I had not seen one dry thermal, so I made the decision to treat each cloud puff as the last one. This decision may have slowed my progress. In retrospect, had I driven down to lower altitudes before stopping for a thermal, at least earlier in the day, I would have made better time. Now I recognized that my decision had probably resulted in my failure to make my goal. However, I rationalized that, to abandon my conservative stay-high approach, would probably preclude even making Springwood glider port, some 20 miles ahead.

Approaching Buchanan on I-81, the decision was taken out of my hands. It was 5:30 and I was down to 7000 feet with no cloud puffs remaining. I was 19 miles from Springwood and should be able to make the distance with the altitude I had. However, the headwind was reducing my forward progress to about 2.5 miles per 1000 feet. There was also a new obstacle in clearing Purgatory Mountain to make Springwood. I wanted badly to land at a well-defined location in order to minimize the retrieve effort. Although my ground-based perspective of this area had previously intimidated me because of the heavy forest, the terrain north of the mountain contained reasonable landing sites. At 4000 feet, and 5 miles from Springwood, I had just enough altitude to clear the mountain ridge, and have enough altitude to find Springwood on the other side. I crossed the ridge, and called Bob to tell him I was landing. The turbulence abruptly ceased and the air had that glass smooth and eerie feeling that you get in wave. Now at 2000 feet above the ground, I searched the area for the gliderport that my GPS said was right under me. It was not there. There were good landing sites, so I made several turns to assess the wind direction, and in the process, saw the gliders and hangars of Springwood about 1.5 miles to the east. I called Bob to give him instruction to get to Springwood, but because of the obstruction of the mountain to radio transmission, it was all garbled. He got the gist of the message and set out for Springwood.

I made a few more turns, noting that the airstrip was not terribly long and that the wind component was 8 to 10 from the southwest, which was also the alignment of the runway. By landing downwind, I could finish near the hangars and access road. From 1000 feet I did not detect the slope of the runway, so it was smart to have chosen an upwind landing. Only as I was on final approach did I note the upslope, and I immediately patted my self on the back for not making the other decision. It was a little after 6:00 PM and I have been in the air for 6 hours. I called Bob on the radio. There was no response, so I called on the cell phone while single handedly rolling, rather controlling, the 1-26 as it rolled backwards down the slope of the runway. It was steep enough to have to restrain it with my shoulder straps, but it sure did make the job easier. Bob arrived in the area very quickly, but because of confusing signals, I sent him down the wrong road by the gliderport. I began walking out to the highway to meet him and met the owner of the gliderport coming the other way. We caught up with Bob and we returned to disassemble the ship.

By 8:00 PM we were are Kathy's Restaurant near Steele's Tavern having dinner. At 11:30 we were tying the trailer down at FRR, and we were both at home by 1:00 AM. The failure in making New Castle was only mildly disappointing because the flight was a fun flight. The lessons learned were few but important. Don't base your flight plan strategy on ground-based observations, least of all, the FAA's. Assess the situation at every thermal until you have a well-established pattern, but even then be ever alert to changing conditions. Take the opportunity to assess the strength of thermals at all levels. "Get high stay high" may not be the best strategy. If the thermals are stronger between 4000 and 7000 feet, it does not pay to climb to 10,000, unless you know it is the last thermal of the day. Take extra care in assessing the terrain of your chosen landing site. It is difficult to determine from 1000 if a grass strip is upslope or down, or even rolling. Land up hill if it is a significant slope. Do not carry an arbitrarily increase in airspeed unless you suspect turbulence or wind shear. Had I landed downwind on the down slope of Springwood's runway, and had come in fast, I could have ended in the trees or the river at the north end. Be watchful for tree lines and wind directions that might create wind shear near the ground. Finally, if you fly cross country, and have a flight plumbing system, be sure to take it with you or the latter part of the flight will be excruciatingly painful, and it will adversely influence your decision making.

I want to thank both Bob and Tracy for Bob's crewing. Bob and/or Tracy have crewed for me on every significant badge flight I have made as well as a number of other uneventful flights. I also thank Bill Bentley, not only for his continuing roll in towing for the club, but for excusing me from my obligation to tow and for towing me for this flight. Some of you who have read this far may have some aspirations for flying cross-country. I would like to propose that we create a cross-country group including tow pilots and other members who might fly any day of the week. I would volunteer, as I think would Bill, to tow on any day that looks good and we could put together both the towing and crewing capabilities. Any of you who might be interested, please respond.
-- Bill Vickland

Bill-Thank you very much for your message. It addressed so many fundamental aspects of our club and the sport-accepting personal challenges, flying safely, exercising judgment, enjoying camaraderie with fellow members, etc. I hope that you will inspire other members to experience these things, too, and in turn share their experiences as you have.

In my view, the result of your flight was not about finishing 20 miles short of your goal; it was in getting 120 miles away from home. Congratulations.
-- Joe Parrish

Although I'm a little sad to see the Boomerang leave so soon (Sorry Shane), I was really excited to see the guys from New Castle fly into FRR. I had previously met the first to arrive, Dan Cole, last year when I was down at New Castle for the Region 4 South Contest. As I said before, I was really impressed with the hospitality down there and if the Trophy had to go it couldn't have gone to nicer bunch of folks. The purpose of Boomerang, as I'm sure most of you know, is to foster good will and camaraderie among soaring enthusiasts within a 500 km radius of Blue Ridge Soaring at New Castle. I was really excited when Shane flew up to Fairfield and brought the trophy down here because I really wanted someone to visit us. I think we have a great club and I'm glad we could show the folks from New Castle some of our hospitality. I really think this helps to make us part of the "Greater Soaring Community". By the way, just as soon as Fred Winter and I work out a few little pitot static system problems I'd like to go get it back if somebody else doesn't beat me to it.
-- Dave Weaver

Reggie and I have put our heads together and we're organizing a joint cookout. This is a continuation of the "second Saturday" events of yore.

I understand Reggie will be putting up fliers and inviting some non-soaring friends as well. Good news, at least that way we'll have some new stories to listen to.)

You know the drill, fly all day, so I can get a headcount, and stay for the old and new friends, and the food. If you bring food I'll be grateful but if you you can't that is totally fine. No one will leave hungry. We'll probably start warming the coals down by the FBO about 1830 or so, very casual, so bring as many friends as you can!
-- Richard Freytag

NO DUAL INSTRUCTION ON THURSDAYS UNTIL FURTHER NOTICE!! This morning (Sunday, April 29) I accidentally dropped the wing of my Cirrus (ca. 200 lbs) on my right foot. Broke all five toes. Hurts like hellzapoppin. The good news is that the wing has NO discernable damage! (Let's hear it for composite aircraft structure, guys--this is a 180 lb, 9 meter span that dropped a full three feet off sawhorses onto a concrete floor and (not counting the toes!) did no damage at all! Try that with rivets and aluminum...)

MANY HEARTFELT THANKS to those who jumped right in and bailed the old fart out-Bela and Susan Gogos, and especially Kevin Fleet, Kolie Lombard, and Tony Bigbee who learned first hand why I bitch so much about the rigging/trailering of the Open Cirrus. Work all above and beyond the call of duty. (They got my bird back in the trailer while I "supervised" on crutches!)

Anyhow, the bad news. Right this red hot minute (Sunday night) the best SWAG I can put on it is that I will not be able to fly for at least a week. Maybe two weeks. I get different opinions from different doctors, and I'm still looking for one whose opinion I like....

I spoke with Bentley this afternoon, and he's up to towing for the next couple of Thursdays, but there will be NO DUAL INSTRUCTION! So the priorities are changed for May, big time! I can come out on the next two THursdays and keep the books, but I cannot walk around or set up equipment or move gliders. I can keep the books and "supervise" otherwise qualified student solo pilots. And, of course, owners can get tows and members can play.

A day at the airport on crutches is STILL better than a good day in the office.
-- Jim Kellett

• November 23, 2001 is the tenth anniversary of Skyline Soaring Club's first flight!-Jim Kellett will head up a planning committee to decide just how we should celebrate this auspicious occasion. Spencer Annear and George Hazelrigg have agreed to join the group. We need to develop a proposal covering just what kind of party we want to have, where, when, etc. So, are you a frustrated social director? Help us out! Contact Jim.

• Web appliance puts weather map on toast-A design student at Brunel University in London has built a toaster that takes a weather forecast from the Internet and puts the image on toast. According to the BBC, he decided he couldn't compete with fellow students on the basis of helpfulness so he concentrated on "fun and cool." He also claims inspiration from MIT's Tangible Media project-dedicated to turning everyday objects into information carriers.
  -- Kolie Lombard

• April 19th, Stan Pawlowski completed his checkout for the 2-33 and 1-36, and flew three of the Club's ships (the K-21, 2-33, and 1-36) solo. Got his "B" badge in the 2-33 and his silver altitude (and most of his "C" badge) in the K-21--with a two hour plus flight!

• April 5th-Geoff Hazelrigg passed his Private Practical.

• Cathy Williams, in her Discus, along with Frank Banas and I, in the L-23, were the highest flights recorded for this years wave camp. 21,000' with 25,000 possible. Frank and I went back down due to O2 restrictions and Cathy descended after attaining her Diamond altitude goal.
  -- Shane Neitzey

• Please change my email address to lbuell@cfl.rr.com
  -- Linn Buell

• Please change my email address to cawilli00@starpower.net
  -- Chris Williams

• I just received my new SSA membership card in the mail. I hope that everyone of you has also. If you did not get yours, please let me know right now
  -- Bob Collier

• For Sale One third share 1985 Catalina sloop 30 ft Inboard Diesel Berthed on Chesapeake Bay, Deale, Md $8,000 Lewis Martin lkmar@visuallink.com

• Just when it looks like I've checked out all the email you've already read or trashed, I open this and laugh my well.... thanks, Jim. http://rita.thegourmet.com/computers.html

  ...and this site offers new insight http://www.space.com/missionlaunches/missions/scouting_mars_010419.html
  -- Jim Kellett

• For those of you who think the Editorial Staff of Skylines make this stuff up, I offer the following unedited verbatim et literatim excerpts from my email, continued on the back page:

  My one experience landing on a road was out of Goal Strike (9?), up the Parhump Valley. After making my first turn point, I got too low to make the "runway" at Cherry Patch Ranch.

  We had jury-rigged an ancient Lear LTR-4 for car communications. If pulling out the mike plug and licking it didn't get it to work, kicking usually did.

  oh, PILeus! It just made so much sense: father of Achilles, probably wrestled a 12-headed crocodile, perhaps made the gods angry, they turned him into a cloud, etc....

  I wonder if this explains the German word for mushrooms (the style that have a distinctive cap): "Pilze"

  Hey, if you can have virga, why not Peleus. He and his brother Telamon killed their half brother Phocus

  Scientists know that basic pleasures like good food and sex trigger the brain's "reward system", but new research suggests that a pleasant surprise really gets the brain going.

  All typos are my own. Midweeklings,

  Flight Disservice was off the mark as usual.

  All the polymaths we have in this club putting the finishing touches on G3 (George HazelriggIII)

  and finally here's something you don't see every flying day:

  "longest flight of the day was Dave Brunner's at 22 minutes"