It is with heavy hearts we bid adieu to our faithful trainer N2743H, Miss Daisy. M-ASA is in the process of expanding its training fleet and will be using Miss Daisy for flight instruction, demonstration flights, and member flying.

As part of our "charter" fleet of aircraft, Miss Daisy has served our club well during operations at New Market and Front Royal. After many years in a multi-colored earth-tone motif, Bill Vickland and Phil Jordan collaborated to develop the modern yellow, orange, and red on white pattern which debuted in the spring of 1999. Bill has done a great job of organizing work parties to handle the recovering job and many other maintenance actions.

Next time you are filling out your logbook, check back to see when you first flew Miss Daisy, and for other notable flights. I'll bet that every member has a great story to tell. What's Next? Our strategic plan maps out a path for growth in our club's fleet that is consistent with our growth in membership. So why have we gone from a pair of two-place training ships to just one? Suffice it to say that this condition is purely temporary.

After extensive review of our club aircraft usage patterns by our strategic planning committee, our board of directors, and special guest analysts such as Bill Vickland and Jim McCulley, we realized that the first step is to maximize utilization of all club aircraft. While Miss Daisy occupies a warm spot in our hearts, she simply wasn't being flown enough to offset her costs of hangaring, insurance, and maintenance. The other data point is our ASK-21, which has consistently generated a surplus of revenues to offset the above costs plus the leaseback payments to her owners.

So, we are actively searching for a suitable replacement ship with similar characteristics. Another ASK-21 would be ideal, but we are also considering alternatives such as a Grob G-103, which has similar handling, durability, and ramp appeal.

The proceeds from the sale of Miss Daisy have been added to our Aircraft Acquisition Fund, which now stands at approximately $25,000. We will need approximately $40,000-45,000 to support the purchase of the "new" two-seater. The funds gather interest while inactive, and convert to a repayable loan once a purchase is made.

Fiberglass two-seat trainers are in high demand and tend not to remain on the market for very long. The club would be in a much better position to make a purchase if the funds were already available, rather than being raised during the purchase process. Please consider a contribution to the fund if you have not already made one.

Stick This in Your PalmPilot

Please don't forget that November 10 is our Tenth Anniversary Gala. We'll have an outstanding program of food, entertainment, and memorabilia to help celebrate this milestone. Invitations should arrive about the same time as this newsletter.

See you at the field.
-- Joe Parrish

The end of summer is at hand and you will doubtless enjoy the usual Labor Day hiatus somewhere far from Front Royal-Warren County Airport. With that in mind we are streeetching summer just for you.

Skyline Soaring Club will have its official end-of-summer BBQ on September 16th; a belated response to the many gentle requests for a Sunday event. Donations of $5 requested. All welcome. Please RSVP by Sept. 14th (Friday), so I can bring enough food.
-- Richard Freytag

Over the past two years, we have gained an ignominious reputation as the major SSC proponents of Ms. Daisy. To be sure, during the time that we were earning our glider ratings, we probably accounted for more than half of Ms. D's time in the air. But flying Ms. D off into the sunset in the new millennium was never our goal.

It all began one day in July, 1999, when we decided that it was time to get back into flying, and that soaring would be the way to do it. For those who still don't know it, we owned a Cessna 182 (actually two different ones) over a period of nearly 25 years, and George and Geoff were introduced to flying during the first few weeks of their lives. A trip to FRR and an introduction to the K-21 sold us-we had made the right decision. Then enter two factors: Bob Michaels and the availability of the K. Bob is one of the most enthusiastic and capable flight instructors whom we had ever flown with. His enthusiasm is highly contagious, and his whole aim at the airport was to fly. Bob was quick to point out that if we insisted on learning to fly on the K that (1) we would be sitting under the tent a lot waiting for it to come back, and (2) we would deny ourselves the finer experiences of soaring available only to pilots of the 2-33. Of course, the latter includes such things as real stalls and spins. We opted for flight over sitting, and soon grew to like Ms. D as our trainer.

One day early in our training period, Gerhard came out to fly his beautiful LS-1f, and we immediately decided that that would be the ship we would aspire to. Then Gerhard began to hint that he would want to sell the LS-1 in the spring of 2002. It sounded good to us, and we told him to consult us before he advertised it.

We all managed to solo the 2-33 by October, 1999, and we began building time. It was tow after tow after tow. And, for anyone who didn't know Bob Michaels, this included lots of pattern work and a number of sub-pattern flights. We never quite knew if we would get to 200 feet with Bob and, of course, failure to call 200 feet was an automatic release. When it came to PTT practice, one could never accuse Bob of being faint of heart. He pulled the release at least once at 150 feet just to prove that even Ms. D had plenty of capability to execute a 180 and return to the starting point for another try.

We don't want to imply that Bob was our only instructor. We all got excellent tutorage under Joe, Dave, Shane, Bill and others. But for those who knew Bob you can understand that we remember him for his devotion to soaring.

Most of our flights were18-25 minute affairs, desperately trying to get in a few turns, a stall or two and, with luck, a try at thermalling. The flights we really relished were the ones with booming lift, where we exceeded a half hour aloft. And there actually were two or three flights where we came down intentionally. Perhaps the most notable flight in Ms. D was in December, 1999, when Greg Ellis and George parked Ms. D at 7,800 feet over Signal Knob in wave for a full two hours. Has anyone else soared Ms. D in wave?

Somewhere along the way, we all transitioned to the Sprite and earned our B badges. We had fun flying the Sprite, but it would never be the plane in which we would take our practical tests, so it was back to Ms. D for concentrated practice.

Nearly 300 flights and two years later, the three of us decided that enough is enough, and we would make a concentrated effort at getting our ratings. There was an added incentive to this. Gerhard had run into a minor problem with the LS-1. Seems the U.S. bureaucracy would not let him continue to fly it under German registry and, as a German citizen, he would not be permitted to license it in the U.S. In January, 2001, at the annual meeting, he let it be known that it was time for him to sell it. Rats! This was a year earlier than we had planned, and we still had to get our ratings. Well, it was now or never, so we worked a deal with Gerhard, where we would be partners in the airplane for a year, enabling Gerhard to sell it, get it licensed and continue to fly it himself, and give us something to work for. Then the (er) fun began. As Greg Ellis will surely tell, one does not simply buy a sailplane of foreign registry, drive it home, put it together and go fly it. This is where Geoff found some new skills.

The first step to actually flying the airplane legally was to register it. No big deal: just fill out the paper work and wait and wait. The next trick was in getting the airworthiness certificate. There are a number of hoops to jump through with this process, the first of which is trying to sort out where to find the information needed to get to the point of inspection and issuance. After speaking with a number of gentlemen at the Dulles FSDO, in the wee hours of the morning, we discovered that no one really knew what we needed to do to complete the process. It seemed that the trick in it all was talking to enough different people and extrapolating any relevant information. To sum it up it took a letter from the manufacturer saying that the airplane was in compliance with the U.S. type certificate data sheet when it was built-Gerhard's fluency in German helped here. This was our version of an export certificate of airworthiness, which is usually used when importing an aircraft.

Of course, the airplane wasn't in compliance with the TC data sheet. Seems that 08J was born in 1974, and the TC data sheet wasn't issued until 1976. In the meantime, the rudder cable design had been altered. The easiest thing was to change the rudder cables to comply. Gerhard did the installation and got it signed off. Then a simple trip to New Cumberland, PA, for the airworthiness inspection and we were all set, all set that is after about 5 months worth of efforts.

Well, we were all set for Gerhard to fly, but we still had some hoops to jump through. Both common sense and the insurance company said we needed a checkout and instructor signoff. Back to the K. None of us had soloed the K as yet, and that seemed the first logical step. So we each did a dozen or so flights in the K, followed by ground study and checkout. One thing we all did was to checkout in the back seat of the K. In the end, that proved to be a very good idea. While the LS-1 flies much like the K, the perspective from a nearly prone position in the LS-1 is much like that from the rear seat of the K, especially with the position of the wing. Finally, by the end of June, the time had arrived.

George (the senior) went first. The date was June 30, the weather was cooperating, Dave Weaver was encouraging, "It isn't going to get any better than this^ " The tow went fine, this airplane flies better than anything I have flown to date. Off tow, gear up, it gets very quiet. A sled ride for my first flight, second too. But then the weather began to cooperate and, on my next two flights I got 2:03 and 2:35. The first thing I notice is that we are climbing pretty fast on tow. A ten knot climb on tow? Is that a thermal or just the Pawnee? Better stay on to 3K. Off tow, time to look for lift. It was a good day with clouds out over Strasburg, each marking a thermal. Search for the thermal, center it. Six knots up. Steepen the bank to 60 degrees. Then 70 degrees. No problem. The thermal finally dies and it's off to the next cloud. I'm at 6,000 msl, so a mile to the next cloud is no problem. After two hours, it was "time" to come back. I flew out into the valley over FRR and for the first time began to see the difference in lift between the ridge and the valley. Little by little, I drifted down, just hoping that I would remember how to land. Gear down-that's not like Ms. D. Suddenly, everyone is heading home, and I'm third to land. What to do? Lisa cooperates and leaves the runway clear for me. I'm beginning to feel at home in the LS-1. Now it was George III and Geoff's turns.

Geoff was next, but not until two weeks later. Again the weather wasn't going to get any better, so off I went after studying all morning. One and a half hours later I returned after seeing more of the valley than was ever possible in a 2-33: not bad for the first flight in a new airplane. My second flight came less than a week later. One thing about flying a glass ship, or any airplane that is light on the controls: you don't need to squeeze the control stick to death. My second take-off was much smoother and better controlled, and after 22 minutes I was back on the ground. But the distance that I covered in that time really made me understand the performance of that aircraft, and what having a higher L/D really means.

Then came George III. I made two post-lift flights of about 22 minutes each. The next time I flew the LS-1, I pulled the brakes after an effortless 1 hr. 26 minute. flight because I ran out of water. The area around the airport that I consider to be conservatively within safe distance to the pattern has doubled in size. This has afforded me a geographical perspective that I couldn't comfortably gain flying Schweizers.

Now we have a total of about 15 flights in the LS-1, and almost as many hours in it. The LS-1 is truly a delightful airplane to fly. It is very responsive, but not twitchy or unstable. It doesn't tend to PIO like the Sprite. It's controls are very smooth and with absolutely no play. It's relatively easy to stay coordinated, and it's perfectly happy in a 60 or 70 degree bank turn. The cockpit stays quiet on up to 90 knots or so, and it's pretty easy to go that fast. The trim reminds me of Glen's Ka-7. Set the trim and you set your speed, right on. Kick it over to 50 degrees of bank, trim back and fly the thermal practically hands off. Clean it up and it goes, dirty it up and it drops out of the sky. The spoilers are more effective than those on the K. The one thing we have to careful about is the brake. Contrary to popular belief, the LS-1 brake actually works. It will lock the wheel if you insist on it, and then it can drop and scrape the nose. So the rule is to go very lightly on the brake. Use the runway, that's what it's for.

Our fear was the unknown of a CG hook. We will remain very conservative on the conditions under which we take a tow but, under reasonable conditions, it isn't an issue. The LS has excellent rudder and aileron control and, under reasonable wind conditions, both are fully effective by the time the wing runner lets go. Well, yes. The wing runner isn't just anyone. We are operating under the policy of running the wing for each other, and we do "run" it.

We're really looking forward to the day we start doing some cross-country flying, which will come in another year or so, when we're fully comfortable with the airplane. Not that we haven't wanted to in the past; it's just that now not only do we have our own ship to fly cross-country, it's got the performance to get us there, and, hopefully, back. This, inevitably, gives club members something to look forward to: picking us up when we land out 140 miles south in New Castle or wherever. Hey, you'll get to drive our new tow vehicle.-George Jr., George III and Geoff Hazelrigg Editor's note: This is the type of article Skylines can use more of. And we could use some more Hazelriggs, too! There isn't a single task in this club that these guys have not cheerfully tackled and accomplished. My aching back has personally benefited from the many courtesies they have extended 081. Every member of SSC is a beneficiary, one way or the other, of the team spirit of this gifted family whose willingness to share their time, talents and skills is a real example of some of the qualities that make SSC a great place to fly.
-- George Hazelrigg, Jr

This is our club's first formal event. Your participation is invited. Your participation is needed. Your family and friends are welcome. Bring family and friends to introduce them to our group of soaring enthusiasts. We want to meet them!

This event is not just for us, it is for our communities: family, friends, neighbors, work associates. Think of all those people who you would like to introduce to other club members-to see who you are and what you do outside of work, etc.

Let's come together to celebrate 10 great years of growth and enjoyment, and share that celebration with people we know, people who are important to us.

Please reserve November 10th on your calendar. The party will be spectacular!

In addition a very special speaker, our own Bela Gogos, and dancing, we have delicious dinner selections, and a children's menu for ages 5 through 15. Please select meals on your RSVP card.

There will be plenty to do, hear, and talk about; so if you are don't worry if you don't dance.

This will be the best opportunity for all of us to get together, and to have our families, friends, neighbors, associates, etc. meet each other.

See you there
-- Greg Ellis

Sunday (August 5) was a fairly hot day (90 or so in mid-afternoon). I was instructing in the ASK-21 and Jim McCulley was towing in the Pawnee. The winds slightly favored Runway 09, but we prefer Runway 27 due to better off-field landing opportunities from a low-altitude PT3, and were therefore willing to accept the slight tailwind (less than 5 knots). Tows were to low altitudes due to poor vis and low ceilings, and Jim had started the day with full fuel tanks.

So, we have a hot day, a tailwind, a heavy glider with two persons on board, and a heavy tow plane. What does this spell? lllooonnnggg takeoff roll. Long enough that I released on two separate launch attempts from Runway 27. Do you have a pre-planned "if the towplane hasn't lifted off by this point I'm releasing" point selected on each day?

We turned around and launched successfully from 09. It was remarkable how much difference there was between five knots tailwind and five knots headwind. Usually this factor is ignorable, but not under the conditions Sunday, August 5th.

So, please, think about the prevailing conditions, and be prepared to alter, abort, and even cancel your takeoff. This is true on any day, but the high-density altitude days bring the margins way down.

( Web editor's note: I was the other 'heavy' pilot in that glider. I need to stop eating those extra hamburgers at lunch. :( )

-- Joe Parrish

I joined SSC approximately a year ago, when I finally was able to retire and find the time to pursue a life-long ambition of learning to fly. (I had actually taken a ground school course in my early twenties, but then I got married and had no money to continue. I occurs to me now there may have been a connection between those two events!)

Anyhow, after receiving an undergraduate degree in Electrical Engineering from Virginia Tech in 1970, I began working at the Federal Communications Commission, where I was employed for eleven years, including one spent under FCC sponsorship at the University of Colorado obtaining an MS in Telecommunications. The last few years at the agency I was the Bureau Chief in charge of mobile and microwave radio communications. I then left the FCC and worked for a few years for M/A-COM, then a Fortune 500 manufacturer of telecommunications equipment. While working there, I had a dream (literally) that you could communicate to cars and trucks over very long distances by bouncing signals off of the trails of meteors hitting the earth's atmosphere. I then proceeded to start a company to do just that, raising a medium-size pile of venture funding. Unfortunately, while we were able to prove that the concept did indeed work, it turned out we really needed a LARGE pile of funding to implement it. Since that was not available, the company eventually went broke, leaving me only with what I call the equivalent to a "multi-million dollar MBA".

I probably should have then gone back to work for the government, but the entrepreneur bug had bit. I proceeded to start some more companies in the wireless communications field, and lo and behold, the last couple actually made money. My partners and I were lucky to sell them at a good point in time in the market (and it really was just luck!), so I was able to retire last year. However, this year another company we started, (which provides webcam services to daycare centers so that parents can view their children from work), has gotten into trouble, and I'm now going back to work to try to see if we can save it. The one condition I had for doing that was that I had to be able to keep all Thursdays open during flying season, which I've been able to do, thankfully!

I married my wife Linda thirty years ago this month, and we have three grown boys: Charlie, Steven, and Jonathan. Steven and I share my other hobby, which is racing my Porsche at track and autocross events. Now I need to get him and his brothers interested in flying!

-- Carlos Roberts

Editor's note: Carlos has responded with just what we asked for in a members' biography. Thanks, Carlos. For the rest of you who may be reluctant to contribute personal details, we're don't care if you accidently bombed Cherry Point (yes, they all look like little ants from up there)-we don't want your MasterCard number-just nice un-controversial details that make you special and you'd like to share with the other members-all of which share your love of flying... so... please-contribute.

Dear Soaring Pilot:

The 2001 soaring season is winding down, and what better way to end it with a bang than to attend the Mid-Atlantic Soaring Association's annual Oktoberfest!

Inaugurated in 1979, our first Oktoberfest focused on encouraging local flyers to spread their wings and begin cross-country flying, and this year we're again paying special attention to those who would like to develop their cross-country skills and enjoy the thrill and satisfaction of task and badge flying. So we're offering cross-country seminars on three consecutive mornings, Saturday, Sunday, and Monday, October 6, 7, and 8, followed by the usual cross-country tasks in the afternoon-with a novel difference: additional handicap bonuses for pilots who do not have Silver Distance legs and have not competed in an SSA Regional competition. Tasks for all contestants will begin with a short, close-in segment to local turnpoints, so no beginner will be forced to land out, and there will be plenty of other sailplanes to mark the thermals. The hotshots will then head out to wherever, and the novices can land back and still win on handicap! Use cameras or GPS. Simple Garmins will do just fine.

Special entertainments are being planned for families. We have an air-conditioned clubhouse, camping spaces with some electrical hookups, as well as toilets and showers. When we receive your registration, we'll mail you a packet with directions, motel information, and other info if you request it.

We are indeed fortunate to own our own airport, the Mid-Atlantic Soaring Center at Fairfield, PA. Located at the edge of the Blue Ridge, we use thermal, ridge, and wave lift-sometimes all of them on the same flight. Some members own camping trailers and stop over on weekends. This site is just too good to keep to ourselves, so why not visit and share in the festivities this Oktoberfest?

We look forward to seeing you and your friends in October!- Val Brain for M-ASA

The MidAtlantic Soaring Association's Twentysecond Annual Oktoberfest! Fairfield, PA. Airport, on Sat., Sun., Mon., October 6, 7, 8, 2001

*Informal handicapped Sports Class contest! We're trying out a new brew of handicaps to favor beginning pilots and those not flying high performance sailplanes. The emphasis is on fun and safe flying. Teams are welcome. *Cross country seminar for beginning XC pilots! Experienced cross country pilots will talk about offfield landings, climbing and cruising, and task and badge strategy for those new to cross country flying. Link up with an expert mentor to advise and assist you. Special beginners' tasks will be part of the handicapped Sports Class events in the afternoons. *Cookouts on Saturday & Sunday evenings! We'll fire up the grills and set up the keg. Potluck barbeque Saturday and catered on Sunday. The traditional Oktoberfest Bratwurst Breakfast will open the Sunday festivities. Fun events for students, families, & crews. *Fly a Vintage Sailplane! We're inviting our neighbors from the Vintage Sailplane Association to attend and bring their Oldies but Goodies, and maybe you'll get a ride. If soaring is challenged, exciting Spot Landing and Bomb Drop contests!

We won't mention the dreaded R word, but in the rare event that inclement conditions prevail, we'll visit the Silver Hill facility of the Air and Space Museum and provide a guided tour. Campers are welcome. The Clubroom has showers and electric plugs. Entry fee includes tows at regular Club rates with temporary membership, $20.00.

Sailplane(s)____________________ Name(s)________________________________________ Phone(s)_______________________ Address_________________________________________ Email__________________________ _______________________________________________ Team entry? _____________________

Check(s) enclosed $__________ (Make payable to MidAtlantic Soaring Association) Mail to: Cathy Williams, PO Box 336, Laporte, PA 18626. 5709464044 Email CLSOAR@epix.net

Soaring in Alaska

Yes, there IS soaring in Alaska! Most of it revolves around the very active Civil Air Patrol Glider program, although there are two active private sailplanes (a 1-23 and a Russia AC-5 motorglider) in the state in addition to at least four "inactive" ones (including a pretty hopeless "project" Ka-4, a pathetic Stemme S-10 tied down in the open(!), a Pilatus B-4 and an Austria.) The CAP operates two 2-33s, a Blanik L-13, an ASK-21, and a 1-34.

The soaring season is short, obviously-about 120 days-but it can be exciting. After all, there's lots of opportunity for thermals during a day with 20 hours of sunlight!! (Ever seen an Alaskan cabbage??) Earlier this year, one of their instructors enjoyed a nice multi-hour thermal soaring flight after all the cadet training had finished--including some nice thermals after 9:00 PM!! Plus they've just scratched the surface in exploring the full soaring potential of the unique Alaskan meteorology. During my seven day stay, two included lovely stacked lennies just east of Anchorage! And for any of you who haven't had a chance to visit this lovely state, let me tell you the scenery from a glider (any aircraft, for that matter) is overwhelmingly beautiful.

It was my privilege to be invited to participate in a week long CAP Cadet "Special Event" program, August 11-18. I'd met Peter Brown (the owner of the 1-23, the current SSA State Governor, and a CAP Flight Instructor) some time back, and he introduced me to the CAP's Glider Operations Director, Jeff Banks. (They are the "mainsprings" of the Alaskan CAP glider program. They are also partners in a brand new AC-5 which just got its certificate August 18!) We met again at the SSA convention in Albuquerque at the SSA-CAP conference, and they invited me to participate in one of the several scheduled summer Cadet Training events. The plan was to help some of their instructors get more comfortable in their brand-new K-21, and to help train the Cadets. I was following in the footsteps of the greats-in earlier years, Tom Knauff and Bob Wander had spent some time there in a similar capacity, all a part of the State's soaring leadership to promote a broad perspective for the relatively isolated Alaskan soaring community by bringing up experienced pilots from the lower 48.

We got in four days glider flying at two sites-Birchwood, just north of Anchorage, and at Bryant Field at Ft. Richardson, an Army base right next to Elmendorf AFB. Flying with the cadets was a blast. Bright, enthusiastic young men and women, eager to learn, disciplined, and hard-working. Of the six I had a chance to work with, experience ranged from a post-solo checkride to the Cadet's first flight. I also had a chance to provide some instruction toward the CFI(G) for one candidate (he has, since I returned, passed his checkride) and provide some suggestions regarding their utilization of the K-21. (Would you believe some of their experienced instructors considered the K-21 "glass-too fragile" and "unsafe for primary training"?) Their training program is extremely well structured and managed. Most Cadets can solo in 30 flights, and the program they use consistently produces thoroughly trained people in that time. They also enjoy some subsidized flying, meaning that Cadets can get flight instruction for a flat $15 per flight.

Most Cadet flying is done near Anchorage-at Elmendorf, Bryant, or Birchwood, all within about 20 miles of each other. (There is some in Fairbanks, but I didn't get to that site on this trip.) THESE fields are also near Anchorage International, Hood Lake (largest floatplane base in the world), and Merrill Field (a GA field). The CAP recently approved glider flying at a private field, Wolf Lake, north of Anchorage and closer to the mountains. Thermal activity is much more frequent there than at the others, which are allcloser to Cook Inlet and the associated marine air. We flew into Wolf Lake on a recon flight, (one of the private gliders is based there), but didn't get to fly gliders there this trip. More than a few decent cross country flights have originated from Wolf Lake, and with the increasing activity among private owners, I think we can expect to hear of more accomplishments in the future.

Believe me, the density of aircraft in and around Anchorage has to be seen to be believed! We're flying Cadets at Ft. Richardson right next to an R-zone (a live-fire airborne drop zone), within 4 miles of Elmendorf (you can watch F-16s take off and land), and close enough to Anchorage to watch the 747's on final! If that weren't enough, there's a VFR cutout immediately east of the field with VFR GA aircraft traffic that looks like truck traffic on the interstate. These people KNOW how to "see and avoid"!! More good news is that Alaska is a place where literally everyone flies, and everyone has a heads up and cooperative attitude. We got wonderful cooperation from the military, the other GA airspace users, and the local ATC. Doesn't hurt that the many pilots there are active and current, too- the flying population here has a generally very high level of skill!

Aviation in Alaska really is unique. If you cut Alaska in half, Texas would be the third largest state. But in all this land, there's only about 485,000 people, and no less than 58,000 are licensed pilots! (Lord knows how many unlicensed pilots there are!) Many are concentrated in the biggest population center in the state, around Anchorage. I don't have the stats, but there must be 20,000 lightplanes on fields in and around Anchorage. And at least one moose wandering around in the parking lot of an aviation parts store at Merrill field.

I'd go back in a heartbeat.
-- Jim Kellett

• "Well, I have done it and made the leap to hyperspace Luke Skywalker." I now am broadband equipped at home with a brand new cable internet modem and hookup courtesy of Comcast@home. It is lightning fast and I love it. My ancient, slow, V56 telephone modem erols account will be allowed to lapse come this fall so if you would update your email address books to reflect my new broadband email address, we can all continue to stay in touch with one another, only I will be touching you faster than you will be touching me. spawlowski6@home.com
  -- Stan Pawlowski

• I am dropping AOL to go to high speed cable internet service. My new address is BillVickland@home.com. I will continue to monitor CVickland@AOL.com for a month or two.
  -- Bill Vickland

• Look Out!!-ULTRALIGHT AND LIGHT PLANE FLY-IN

  Front Royal Airport September 22, 2001 (Rain date September 23) 9:00 A.M. till (the cows come home?)

• I have lowered the price of my LAK-12 to the low low, rock bottom, no non-sense price of $19,000. Check the URL for more info. http://www.shanesigns.com/lak-12_for_sale.htm
  -- Shane Neitzey

• Please be on the lookout for the club's newest member. Stephen Peterson is a former U-2 driver, an old friend of "Dream" Weaver. Don't hold that against him-he's a real gentleman. He has tickets in commercial, multi-engine, instrument, and PPL-G ratings. Glider hours are low (12, mostly at the USAFA), though he got some air time elsewhere (4000+ hours). He says he enjoys instructing and is looking to get his CFI-G. I wonder if this can be turned into a win-win. His vitals are: Stephen M. Peterson [address omitted]
  -- John Lewis

• We won't say "Goodbye... just see you later, Alligator!"-Skyliners, this is a great club! Happy to be associated with you folks, Many thanks again,
  -- Scott Stevens