Dear Friends-It is with immense pleasure that we celebrate the tenth anniversary of our club. We have so much to be proud of, and to be grateful for --

First of all, I think, is that we have covered this span of time without ever having to visit a member in the hospital-or worse-as a result of our operations. That is quite remarkable, and I think it is the result of some great care and some good fortune.

Second are the memories of happy times at New Market, Front Royal, and other places as we've pursued our goals. The irony is that the FAA, SSA, and FAI focus on tangible things-ratings and badges-but I think that the real memories are made from intangibles. Like the time that your fellow member finally found you in that distant farmer's field just as dusk fell, and then drove you and your ship home past midnight. Or when you hit the perfect thermal (or wave, or ridge) which took you upwards and onwards on your task. Or looking down from great height, knowing that you were higher than anyone else that day. Or watching your former student taking their first passenger as a newly licensed pilot. Who needs certificates and badges to commemorate these achievements?

Third is the spirit that permeates our club. I still fear that we will have a fistfight as we jockey for position to greet new member prospects as they approach the ops tent. Thanks to those who contribute to make our operations happen-whether as DO, ADO, tow-monster, or CFI. (Uh, that means all of us.) Thanks to the DO who walks the hangars at the end of the day and finds the unlocked door. Thanks to the wing runner who notices the unlocked spoilers and holds the launch until it is corrected. Thanks to the board member who looks at the big picture and helps to set policy that will endure for years to come. Thanks to the member who counts carefully and makes sure that enough seats are reserved at The Mill. And thanks to (insert your name here) who does just a little bit more than necessary to make our club function.

Finally, we cherish the freedoms that permit us to pursue this sport. It has so little to recommend it from a tangible perspective, but so much that feeds the soul and enriches the blood.

See you at the Gala, and at the field.
-- Joe Parrish

A few weeks ago I visited The Wright Experience workshop in Warrenton, where Ken Hyde and his team of volunteers are building a flying replica of the original 1903 flyer. They are building this one for the EAA and plan to fly it in 2003 at the First Flight celebrations. What sets this one apart from all the other projects is that they are building it with the same materials and techniques as the original one, including engine and fabric!

The workshop is located near Airlie airfield in Warrenton. It has a grass strip where Ken often flies other aircraft, including restored vintage airplanes. What struck me immediately was the team's high level of professionalism. It is a precision engineering and scientific project. In fact, Ken stressed a couple of times that brothers Orville and Wilbur were not just lucky bicycle makers, but true scientists. This can clearly be seen in the way they developed their technology. They designed a bicycle airfoil testing device and wind tunnel, in which they came up with the correct value for the drag coefficient of a flat plate. Ken and his team built exact working replicas of these devices.

He first showed us the engine shop, where they are building horizontal and vertical four-cylinder engines based on the original engines. They are getting the aluminum from ALCOA, the same company that supplied the Wright brothers in 1903. The workshop does have an engine test rig, but they are partnering with a university to have extensive testing done on the engines. Other facilities are testing the full-scale planes built in Ken's shop. He showed us the flying replica of the 1902 Wright glider. It was in the same room where they were assembling the '03 flyer. The rest of the (very clean) workshop has tools and machineryto die for. They also carve the props by hand and with template machines. In a room above the workshop they are documenting everything to the last detail. They are building a library of all the documents and designs related to the Wright airplanes. Ken showed us a piece of the original fabric that was on the first flyer. The Wright family donated it to them. They are looking for a textile company that can reproduce the original weave.

It was a fascinating experience-one I can recommend to every Skyliner- whether you're a pilot, engineer, historian, or just an aviation enthusiast. Ken is a retired American pilot who loves to share his knowledge and experience about this project. They are open to any and all visitors, or groups of visitors. Just call ahead and make a reservation. I recommend that interested SSC members visit them a group-it's not a big detour on the way to FRR. See details below. Check out their website at http://www.wrightexperience.com
-- Kolie Lombard

We are fortunate to have the services of a powerful towplane and a well-engineered tow reel system. When things go well, we are treated to a rapid climb to the ridge or other preferred release area. But what about those times when things don't go well?

I think that we place adequate emphasis on the canonical 200-300' AGL rope break, and I believe that most post-solo students and many of our regular pilots are well-prepared to handle this type of premature termination of the tow (PT3). Although I try to expect it on every launch, I have yet to experience this particular type of PT3 in over 1000 tows at Skyline, and I suspect that statistically I will go at least another thousand tows without seeing one. I have, however, taken off behind the Pawnee with its flaps down, once with the carb heat on, more than once downwind on a high-density altitude day with a fully loaded ASK-21, and more than once when for unknown reasons the engine simply did not produce the expected level of power to provide the usual 400-500 feet/min rate of climb. We have also experienced a few times when the tow system failed either at the towplane end or the glider released at a relatively low altitude. My conclusion from these experiences is that the glider pilot (and tow pilot) should on every launch anticipate some sort of potential problem which may cause a PT3, but they will not know when or where in the launch phase it might happen.

So, the key is to be prepared at any time to abort the launch-not just at 200' AGL!!! On the runway is an interesting place, particularly if the towplane is not able to take off and the glider and towplane end up competing for scarce runway space at the end of the runway. Always know where you'll go if the towplane suddenly aborts the takeoff and brakes to a stop on the runway. BTW, if taking off from Rwy. 27 at FRR, you may elect to go left (i.e., the non-standard direction) if going right means a trip down into the Valley of Doom west of the taxiway near the hangars.

Once you're past the point of making it back onto the runway or overrun area, you should be looking for fields or other landing zones until you have the altitude to execute the canonical 180 degree turn back to the departure runway. Depending on the conditions and departure runway, this may involve a controlled crash into the ground or trees. Save yourself first, then worry about the glider.

Once you're past the point of making it back onto the runway or overrun area, you should be looking for fields or other landing zones until you have the altitude to execute the canonical 180 degree turn back to the departure runway. Depending on the conditions and departure runway, this may involve a controlled crash into the ground or trees. Save yourself first, then worry about the glider.

Once you're above an altitude that permits at least an abbreviated pattern, you can begin to relax a bit-while maintaining situational awareness of your relationship to the field-and start to monitor the tow from the perspective of soaring rather than self-preservation. It's a good idea to periodically check the vario-if you're seeing 1000 ft/min up, something other than the Pawnee is contributing to the climb rate. Mentally mark this spot as a potential lift area during soaring flight. Conversely, if the towplane is not climbing, you are probably in something like 500 ft/min sink. Avoid this area later in your flight.

One of the most insidious PT3 situations is the case where the towplane lifts off but does not climb as well as expected. Perhaps the throttle was not fully advanced, or the carb heat was left on. Or your airbrakes may have deployed without your noticing. Whatever the reason, you must be aware that the tow pilot owes you nothing-not even a wing rock-before he cuts you loose to save himself. Hopefully the tow plane is achieving at least a positive rate of climb; if so, don't expect that the tow pilot will bank to keep you within gliding distance of the airport. You must evaluate your situation, get on the radio if possible, and work together with the tow pilot to ensure a safe outcome for both parties.

Thinking about these possibilities and having a plan of action is 90% of the battle. Suggest during your next BFR that your CFI-G and towpilot craft some "interesting" PT3 simulations. There's more to life than the 200' AGL rope break.
-- Joe Parrish

Mark your calendars, happy campers-the Club's traditional holiday season potluck party will be held on Saturday, December 15, 2001 at Rob Mordhorst's home in Fairfax, VA.

Address for the Xmas party is: omitted

As usual, it's potluck-that means bring whatever dish you'd like to share, be it hot, cold, wet, sticky, sweet, fatty, whatever. Bring your own serving container(s) and, if necessary, tools for serving. The Club'll spring for plates, napkins, soft drinks, plastic tools, etc. Oh, yeah-that means if you want something other than soft drinks to drink, bring that, too! (This process ALWAYS produces the most amazing gourmet festival you can imagine!) Guests you might want to bring are always welcome, too.

Happy Holidays!!
-- Rob Mordhorst

I am pleased to re-introduce myself as your club's newest Authorized Instructor, Gliders (also referred to at CFI-G). This was a goal set almost 4 years ago, as I introduced myself to the club and to soaring for the first time. I have slowly plodded my way through my commercial glider and add on instructor rating, while frequently distracted by the duties of tow pilot. Now that I'm here, I'm wondering why it took me so long. Club training was excellent, particular thanks to Bob Michaels and Joe Parrish for their patience and confidence. It really wasn't so hard after all.

Although a new glider instructor, I've been instructing in airplanes since 1973. I look forward to a long and educational tour of duty with Skyline and my fellow members.
-- Dick Otis

Eric Litt and I examined the airworthiness directive (AD) and the Supplemental Type Certificate (STC) that controls the action regarding the Pawnee wing fittings. The issue is now pretty clear. While the AD requires a five year inspection, it is considered "terminal" with the completion of modifications specified in the STC. The STC requires a six year inspection cycle. The STC was accomplished in October 1996 so we are good for one more year.

Since we don't have to remove the wings for inspection this year, the timing is not ideal to recover the wings. Only the right wing has a problem, and actually only four feet of the inboard section of the wing fails to pass the punch test. However, this problem must be resolved during the annual inspection in January.

As a result, we will not need the very large volunteer work party that I originally thought we would need. We will still require a work party of maybe 8 to 10 people who can work one, two or three days. At this point, I think we ought to start during the week between Xmas and New Years. I think we can finish the job in four or five days spread over the following two or three weeks. I will send out another request during the week before Xmas to see if we can get a team together. Stand by.
-- Bill Vickland

As the end of the season draws near, I'd like for us to reemphasize a particular area of safety that seems to be slipping slightly below the Skyline standard. For DO's and ADO's, remember that at the time of launch there should only be one person on the runway. The only exception to this should be during the training of new ADO's. When training is taking place it should be done in an organized manner under the supervision of an experienced DO, ADO or IP. Lets review the wing runner signals and make sure that every one is doing the same thing. Don't pick that wing up until you get a thumbs up from the glider PIC, after the slack is out of the rope. Finally, after the tow rope is connected to the glider do not place any part of your body in front of the sailplane. We have standard procedures. Let's use them. I want the DO's to be especially vigilant. Remember, you are a supervisor of a flying operation. Stay sharp.
-- Dave Weaver

I have an IA and would be willing to do annual inspections on club members sailplanes subject to the following conditions (There are always conditions): ( 1. The sailplane has a standard airworthiness certificate. Experimental do not need an annual inspection.

2. You have a set of maintenance manuals or service manuals that detail the inspection.

3. You are there with me.

4. I will need your model and serial number to do any AD searches prior to the inspection.

5. I will require that the wings and tail come off or go on during the inspection.

6. If you have the proper grease and lubes great if not I will make up a lube kit for all to use.

7. You will have to put up with my learning curve.

8. You will have to put up with my jokes.

9. I estimate it will take about 1 1/2 to do an inspection if all goes well.

10. I will not do major repairs.

11. I will help with minor work or give instructions.

12. If it is a nice day, we can do the inspection on the line, if the weather is not conducive to working outside we will have to make arraignments to use the club hanger.

13. The cost will be $50.

14. I will not do a paper Annual Inspection.-
-- Eric Litt

The nice folks at M-ASA invited Skyline to join them for their annual Octoberfest fun-fly. John Lewis (and family) and I attended, along with Greg Phillips and his wife. I took the LS-4 up, attended Val Brain's 3 day class, flew over 3 hours on both Sunday and Monday, had lots to eat, met new friends, and suggest this for anyone who can make it next year.

They run it like a contest, with weather, scoring, briefings, and all. As a novice, my handicap was .9 or so, and we had a "Silver" task versus the "Gold" task for the experienced competition pilots. I came in 7th out of 10 (handicapped) on Sunday's 2.5 hour POST, which featured MAJOR cloud streets, with lift strong enough to fly 5 or 10 miles at 80 knots and still climb at 4 knots. I managed 103 miles in 2:47. The "Gold" task was to the big ridge, those guys were doing 160 miles at an average of 95 mph or so.

I don't have my results for Monday, a 2 hour POST with an assigned first and last turnpoint at Doersom ( 8 miles from Fairfield), and the blue conditions kept me from going far enough to earn many points (upwind to Carlisle was the best I could do), but I got back in time to get the bird back to FRR and get home by 10:30.

I don't know the ridges there well enough to go that far from "home", so most of my flying was thermal. Those who were on the ridges said they were honking!

John Lewis had the yellow bird ( and the family, Octoberfest is very social) there, flew Saturday and Sunday, only for fun, not for points, as far as I know.

Debbie and Greg Phillips stopped by Saturday, then went on to Carlisle for the car show. They were back Sunday, helped me rig and de-rig, and stayed for the barbeque. THANK YOU both. Interesting "small world" tidbit<8A>Greg was an engineer at Northrup, working on the F/A 18 project, for which former Warrentoninstructor George Strohsal was the project manager.-
-- Fred Winter

Eric Litt, Skyline towpilot and recently retired USAirways pilot, has been named Assistant Deputy for Operations in the Virginia Wing of the Civil Air Patrol. In that capacity, he'll be working closely with the newly named Wing Commander, Lt. Col. Joe Vazquez and Operations Chief Warren Vest. Eric joins Skyliners Jim Kellett, Fred Hayman, and Greg Ellis as supporters and participants in the VAWG Glider Program.

Eric's promotion is particularly significant because now there are three of the most senior Virginia CAP leaders who are also glider pilots and/or towpilots! This augurs well, I think for both the Club (which has played a strong role in getting Virginia's CAP glider program up and running) and for the Civil Air Patrol which stands to benefit significantly by having an effective Cadet Glider program.

Congratulations, Eric!
-- Jim Kellett

• Motor-Glider Goes the Distance-A 46-year-old Brazilian pilot has just completed something only he has ever done -- a round-the-world flight in a 100-horsepower motor-glider. Gerard Moss flew 34,375 miles on a trip that took 100 days and included stops in 30 countries. Moss' excellent adventure included several hairy moments, like being intercepted by two F-15s over Japan, running into a monsoon in Southeast Asia, and being jailed in Vietnam, where he landed without a permit.
  -- AvFlash

• There's a brief narrative with pictures of our August, 2001 Civil Air Patrol Glider flying in Alaska at http://64.31.138.4/~jimkellett/Alaska%20CAP.htm

• A Simple Request from the Treasurer-When two of you decide to go for a ride and then split the cost, yes, I can charge each for half a tow and half the flight time, BUT it tends to leave a muddy trail in this wonderful bookkeeping program with which we're blessed. How about doing this: One person pays for the whole flight, and the other reimburse the first for half the fight. Simple enough, and, boy, you just can't imagine how much the treasurer would appreciate it.-Bob Collier, Treasurer
  -- Bob Collier

• New email address: kfleet@rmaonline.net
  -- Kevin Fleet

• The 2002 SSA Calendars will be available for purchase at the November 10 gala! We have received them from SSA and will make them available, first come, first served, at the party.

  Price is same as in SOARING ($10) but WITHOUT the shipping charge, making them roughly 30% cheaper from the Club! Bob Wander has initiated a new series of publications called the "Gliding Mentor" series. The first two books in this series have been released, "End of the Line", a Glider Pilot's Aerotow Manual written by Murray Shain, and "Towpilot Manual" (for towpilots) written by Burt Compton. You can see reviews of these (and other) books at his website http://www.bobwander.com/

  One of the benefits of Club membership is the availablity of Club-recommended materials at a substantial discount. For example, the two new books retail for $11.95 each, but members may obtain them through the club for only $10.00.

  Next time you're at the field, take a look at the available books in the hangar, and see your Duty Officer for prices and purchasing.
  -- Jim Kellett

• Next time you're at the field, take a look at the available books in the hangar, and see your Duty Officer for prices and purchasing.-Jim Kellett, Secretary and Chief Flight Instructor This is a bit belated, but please keep an eye out for new member: Sami Mina comes to the club with his A, B & C badges. He formerly had a membership with Egypt Aero Club, though I don't yet know his license ratings or hours. His vitals are Sami S. Mina, 1725 Port Place, Apt. 101, Reston, VA 20194 (H)703-774-0229, (W)703-234-2100, (mobile)703-863-1618 ssmina@home.com

• New Members:

  Mark Ballinger, [vitals omitted]

  Raul Fumagali is a software engineer. He's starting without bad aviation habits that would need to be forgotten. He's married, right now with no children. For the record, his vitals are [omitted]

  Raul has already taken part in a retrieve of a 1-26 (my own) and a break down of an LS-4a (Fred Winter's). Thanks Raul, and welcome!
  -- John Lewis

• The Soaring Safety Foundation http://207.149.139.31/ssf/default.asp has been for some time developing well researched "distance learning" course for various "jobs" around a gliderport http://207.149.139.31/ssf/dl.asp . Their Towpilot Course is used, for example, by the State's Civil Air Patrol as a supplement to the FAR required training for glider towpilots.

  SSF has just released a new "Wingrunners" Course which you can see at http://207.149.139.31/ssf/school/wingrunner/toc.htm

  Take a look. As Fred Muller says, "it is good to know stuff". Has anyone got a 'real' non-automatic SLR Camera (IE an old Olympus/Canon etc) that would they like to sell? My visiting daughter is taking art and photography at college and I would rather get her something from someone here than go to a camera shop and get something with no history.

  Let me know.-
  -- Dave Brunner

• Sparrowhawk one step closer to soaring- Sailplane enthusiasts may soon have another toy to ride the winds. Windward Performance, of Bend, Oregon, announced it has completed the last major hurdle in building the first SparrowHawk: completing the wing-spar molds for the ultralight all-composite sailplane. According to the company, the SparrowHawk prototype should be completed by the end of November. The aircraft is designed to FAR Part 103.
  -- AvFlash

• Virginia "Aviation Enthusiasts" license plate availavle from VA DMV. Check it out at: http://www.dmv.state.va.us/exec/vehicle/splates/info.asp?idnm=AE

• The SCC embroidered logo prototype has been completed by Land's End. At the 10th Anniversary party we will have this sample available. We also hope to have actual samples of embroidered logo items available as well as some Land's End catalogs for members to review

• Skyline's Tenth Anniversary Event will feature our most accomplish soaring pilot, Bela Gogos who will share with us the details of his amazing life in the air and on many different grounds. Hope to see you all there.

• No End to New NOTAMS-The FAA might be letting up a bit on airspace restrictions, but the NOTAMs keep coming. Monday October 22, the agency issued another directive in the interests of national security, which seems to emphasize a continuing nervousness over VFR flights. The FAA would appreciate it if pilots flying VFR would NOT circle or loiter in the vicinity of power plants, dams, reservoirs*, military installations, etc. If you're flying into or out of an airport, or authorized by ATC, then, okay. And if you MUST loiter, at least listen on VHF 121.5 or UHF 243.0, if you can. We have a feeling you might have company-soon, and close to your wingtip- if you neglect to pay attention.
  -- AvFlash

• *One would wonder if the "Pepto-Bismo" Reservoir would qualify? Wouldn't it be awful to be shot down by an F-16 for thermalling over this grotesque well of "what-ever-in-the-hell-that-stuff-is? Come to think of it, does ANYONE know what in the hell that stuff IS?
  -- Editor