I am inclined to title this, my first President's Prerogative, "Headwinds," after Joe Parrish's last, "Tailwinds." As most of you already know, we held our annual meeting on January 26, and elected a new Board of Directors, and the Board then elected me (that's how it's done) as Skyline Soaring Club's incoming President. Joe Parrish and Dave Brunner, after years of service to the club, are both stepping down from the Board and departing the area. I hope you all join me in thanking them both for all they have contributed. All our lives are better because of their efforts. I can think of no one who has spent more time at the airport than Dave. He has always been there to lend a hand, or at least an opinion, especially with regard to electronics and computers. And we will always remember him for his ability to keep 081 in the air when everyone else was falling out of the sky. Many of us have looked toward Dave for guidance, and we will miss his presence. I think George III captured our thoughts of Dave well while preparing for his PPL-G check ride. Dave Weaver asked him how he would go about searching for a thermal. His immediate response was, "I'd look for Brunner in 081".

Joe has contributed to the club in many ways through his many talents. Indeed, my biggest fear in becoming the Club's incoming President is that Joe is such a hard act to follow. Joe Rees summed up a few of Joe's contributions at the Annual Meeting: over 800 instructional flights, service on the Board, service as President, taking the club safely through the end of its first decade, and putting the Club in a very strong position to begin its second decade. Joe has shown a truly rare talent to put aside any personal interest he might have to listen to the concerns and wishes of others and to make decisions that were both fair and in the best interest of the Club. And I can assure you that some of these decisions have not been easy. As the 2002 season opens, I am sure we will all be thanking Joe for his guidance and wisdom as we enjoy our newly acquired Grob, which, by the way, should arrive at FRR in time to fly after the safety meeting.

I found the election of two new directors to fill the positions vacated by Joe and Dave a very difficult task. Whereas most clubs would have a hard time putting up two good candidates, Skyline Soaring came up with seven outstanding candidates. I found my voting decision a very hard one, and I almost wished I could vote for all the candidates. It is clear that our Club has no lack of talent and no lack of desire to contribute and participate. I surely hope that everyone who volunteered their services to the Club will hold that thought until next year when they can run again. I'll spare you the details; we added Dave Weaver and Richard Freytag to the Board, which already included Glen Baumgartner, Fred Mueller, Malcolm Gardner and me. According to the bylaws of the Club, the election of a Board of Directors is the only management decision making that the members of the Club at large have. The Board then makes all other Club management decisions. So your participation in the annual meeting and selection of the Board members is important.

The Board held its first meeting of the year immediately following the annual meeting. And, as noted above, the first decision that the Board made was to elect me as the new Club President. I feel a bit like a deer in headlights, but I have an agenda to pursue, and I'm still naive enough to think that we can accomplish some things. My main goal is to protect every Club member's investment in soaring. To me, this breaks down into three main categories of concerns, membership, home field and safety.

It goes without saying that, without its membership, a club is not a club. Skyline Soaring Club is comprised of a widely diverse group of people who share a love of soaring. One would almost think that such diversity would cause great inter-member friction. But the love of soaring overcomes any differences we might have and provides a base from which we can share the other facets of our lives. As a club, we are known for our friendliness to strangers and newcomers, and we share a great comradery. Above all else, we need to keep up this spirit. But no matter how great we are as a group, people do leave the club. We can expect an annual turnover rate of 15 percent or more. The only way we can remain healthy as a club is to recruit new members to fill the spaces left by our departing friends, and to help the club grow. Right now, we have serious problems with shortages of people with special talents: tow pilots and instructors. We are working actively to increase our numbers in these categories, but it will take time before we are in a comfortable position. You all can help. If you know someone who has a commercial power rating and 100 hours or more of tail-dragger time, consider inviting him or her to join SSC. If you are close to having the necessary qualification to be a tow pilot, consider taking the final step. Our current tow pilots are a great group, but we cannot continue to overburden them with tow duties (not to mention that they deserve to fly at the back end of the rope too).

In the past, we have tended to fill the vacancies of people who leave with new members, and the Club has enjoyed a net growth. But this growth comes mainly from non-pilots who come out to seek instruction. While the Club needs these new members, they place a big burden on our already overworked instructional staff, and they take up instructional time that our current student members would like to get through their ratings. Spurred on by Piet Barber, Spencer Annear has come forward to shepherd through their CFI-G ratings a new group of instructors. These are current Club members who have decided to improve their skills and to give back to the Club their expertise through the training of new members. Our problems won't be solved tomorrow, but by mid-summer, we should have at least a few more instructors to help share the instructional load.

Just as a club cannot be a club without members, a soaring club cannot do much soaring without a home field. For the past few years, we have enjoyed operating out of Front Royal. FRR offers many advantages: its convenience to the DC area, the mountains, which offer great lift under good meteorological conditions, good thermal conditions, and even the possibility of wave. And it is a low-use airport with multiple landing areas and lots of nearby fields for out-landings. One of my goals will be to maintain a good relationship with the airport management. But while the airport serves many of our needs, I am very concerned that it falls very short on the provision of adequate hanger space for privately owned member ships. Jim Kellet is far more experienced with the Warren County bureaucracy than I ever hope to be, and I know that he feels like the ram butting the dam. But we will keep working on the problems. I wish I had a better plan, but Jim has already tried everything I have thought of so far.

This brings me to safety. Our annual safety meeting is coming up. It is the one meeting the Club has with required attendance. Either you attend the meeting or you watch the video that we take each year of the meeting-you don't fly with SSC until you do one or the other, and until you have a spring checkride. When it comes to safety, you can keep in mind that I am an engineer and I have worked aviation from several sides. I have participated in an accident investigation and consulted for the FAA on collision risk. And one thing I believe in wholeheartedly is Murphy's Law: if it can go wrong, it will. If we can have a problem, we will. So my basic philosophy with respect to safety is that it is best to do things in such a way that nothing can go wrong. This isn't always possible. Where it isn't, we need to have redundancy. Let's all pay attention to every detail, and let's all double check everyone else. Our new Chief Duty Officer, Lisa Sergent, will assure that our DOs and ADOs are well trained, and our Chief of Operations, Dave Weaver, will oversee safety from an operations point of view. I urge everyone to be at the safety meeting, and to take safety very seriously and very personally, and let's all be patient and appreciative of people who want to double check things and who want to be sure we are really ready to go when we waggle the rudder.

In closing, I can say that I am very fortunate to take over the Presidency of a club that is as well managed as SSC. We can all thank Joe Parrish, the Board of Directors, and all the previous Club presidents and Board members for the outstanding job they have done in bringing the Club through its first 10 years. There is a great deal of talent and ambition in our Club. Let's use it to our advantage as we start our second decade. Here's wishing you all a great soaring season.
-- George Hazelrigg, Jr

President Joe Parrish addressed the meeting, highlighting how 2002 is likely to be a very different year from the watershed 2001. The number of flights in 2001 was down lightly from the 1999 high. The entire cultural climate of the nation changed; politically, economically, and patriotically. It remains to be seen how these dramatic events will shape our approach to soaring in years to come. The number of private owners in the Club continues to grow, reflecting the evolution of the nature of the Club. He stressed the current instructor crisis, down to four with no less than 22 members - a third of the membership - working toward licenses. The good news is that the Club is in great financial shape, and about to start enjoying its first major capital purchase in a decade - the new Grob 103 that should be in service in a few weeks. He noted that the Club is indebted not only to the generosity of many members making loans for this purchase, but to Jim Garrison who invested many months of research and personal expense in seeking out and spearheading this purchase.

The strategic plan has proved its value in the new sailplane purchase, and augurs well for providing a guide to the Directors for continued Club growth. We don't stop here - there's another towplane, another single-seater, another airport, a new clubhouse, surrounded by members' homes.

He reflected on a root cause of the Club's continued success--the willingness of each and every member to recognize that his or her generous contributions of sweat equity in Club life was in everyone's enlightened self-interest. Members' success in doing this is a hallmark of Skyline Soaring Club, a feature that makes it attractive to current and potential members.

He briefly mentioned many of the members whose contributions stood out, in 2001, and gave examples of their work. They included the Hazelrigg family, Frank Banas, Chris Williams, Eric Litt, Bill Bentley, Bill Vickland, Bob Collier, Jim Kellett, Jim McCulley, Joe Rees, Phil Jordan, and David Weaver.

A very visible sign of the Club's maturity is the presence of no less than nine highly qualified and motivated members standing for election to fill the two Directors' vacancies for the 2002 - 2005 term. In the beginning, Board members were basically "who was willing to do it", and they then did most of the Club's work. Now the Board addresses the long-term development of the Club, and the members do most of the Club's work. It's an evolution that speaks volumes for our success. He reminded the members that Directors hold great power in the club, and are charged with the responsibility to work and act in the best interests of the Club as a whole, rather that to represent themselves. It's a most difficult task, and the membership was reminded that the most important thing a member does is carefully select the Directors.

Joe also shared with the Club his personal thoughts in saying "goodbye" in that he will be moving into a new career opportunity in Boston next week.

Treasurer's Report

Treasurer's Report-Bob Collier and Bill Vickland provided a detailed report adding detail to the President's observations about current Club finances. They described the various flows of funds within the Club, and explainedin general terms how the Club's financial policies were being implemented.

Maintenance Officer Report

Bill Vickland built on the details of maintenance in the Treasurer's Report, and added some details about the general health of the Club's towplane.

Instructor's Report-Jim Kellett reported on the training accomplishments for the year, including four first solos, five "first glider" licenses (e.g., PPL or CPL, but not counting two CFI(G) ratings), and several other badges and badge legs, the most notable being Jim Garrison's July 500k Diamond distance leg. In 2001, the Club flew 396 instructional sorties, down from 565 in 2000. However, the total number of flight operations was roughly the same, indicating that a higher proportion of Club flights are now recreational rather than in previous years. However, this may be due in substantial part to the severe crunch in the number of instructors (down to four at this time), now faced with no fewer than 22 members who are working on glider ratings. He expressed the Club's appreciation to Piet Barber for his initiative in organizing a training program for CFI(G)s, which led to six members now being engaged, under the guidance of Spencer Annear and Dave Weaver, in an accelerated program to earn the CFI(G) rating.

Tow pilot's Report

Bill Bentley emphasized that the Club continues to need qualified tow pilots, noting that many tow pilots were also instructors, skewing the apparent statistics--e.g., the total number of instructors and tow pilots available to the Club at any given time is fewer than the number of people who hold those qualifications!

Duty Officer Report

-Dave Brunner commented on several aspects of Duty Officer responsibilities and training, and pointed out several opportunities for improvement in the coming year.

Member Relations Report

John Lewis distributed up to date member rosters, and noted that for the first time in the Club's history we experienced a slight drop in membership during 2001.

Operations Report

Dave Weaver pointed out that the Club plans to strengthen formal training for Duty Officers and Assistant Duty Officers in the coming year, and emphasized the critical role in safety and efficiency of operation these members play. He commended members for "doing their duty" when a need was recognized, and reiterated that safety required that only qualified people perform certain critical tasks (e.g., wing running, hookups, etc.) Formally scheduled operations will begin February 9, 2002.

New Clothing Line

Phil Jordan reported on the successful negotiations with Land's End clothiers to make available to Club members their line with the official Club logo. He distributed catalogs of available items, and a guideline sheet describing the procedures for ordering these items. (See item in "Log this")

Civil Air Patrol

Jim Kellett provided a brief history of the Club's involvement with the Civil Air Patrol (CAP) Glider program in Virginia. Honorary Member Fred Hayman re-initiated the Club's involvement in this program, which dated back to the mid-nineties and the SSA/CAP MOU of 1996, and in just two years the program has grown to the point where the Virginia CAP has acquired a new Blanik L-23 glider, has a second glider on loan from Maryland, operates two CAP-owned towplanes, has three CAP CFI(G)s, eight towpilots, and several other glider orientation pilots for cadets. The CAP operation provided 180 glider sorties in 2001. Currently four Skyline members are also members of the CAP, and all members looking for a way to promote gliding among young people should consider joining CAP.

Special Award for President Parrish

Former President Joe Rees presented Joe Parrish with a plaque expressing the Club's appreciation for his outstanding leadership as President, 2000-2001. In addition, he presented a specially made heavy parka, embroidered with the Club logo, as a farewell gift as Joe begins a new phase of his career in Massachusetts.

Member Recognition

Joe Parrish presented embroidered jackets to each of the Club's tow pilots who were active in 2001, as well as the Club's webmasters; each had the member's title also embroidered on the jackets. A special presentation of a jacket was also made to Bob Collier, the Club's treasurer, for his outstanding efforts in 2001 to improve and modernize the Club's finances.

Election of Directors

Following brief presentations by the nominees (Piet Barber, Richard Freytag, John Lewis, Richard Otis, Lisa Sergent, Dave Weaver, Chris Williams, and Fred Winter), Richard Freytag and David Weaver, were elected to replace outgoing Directors Joe Parrish and Dave Brunner.
-- Jim Kellett

Following the 2002 Annual Meeting, the Board of Directors met with the two newly elected Directors, Richard Freytag, and Dave Weaver.

They elected George Hazelrigg, Jr. as the Club's fourth President (the others were James Postma, Spencer Annear, Joe Rees, and Joe Parrish). Club Treasurer Bob Collier and Secretary Jim Kellett were both re-elected.

The Board, recognized that membership growth was critical to the Club's continued financial success, and that the relationship between our capacity to serve members and membership growth had entered a new phase. Accordingly, the Board asked Member Relations Chief John Lewis to develop and chair a committee to look into the general area of membership growth and develop a plan for overall membership development to the Board.

The Board further approved a project of "targeted recruitment" which proposed by Member Relations Chief John Lewis. He and Phil Jordan will be working on scheme to direct invitations to learn more about Skyline to already licensed pilots in the Club's demographic area. The goal of this effort is to increase the fraction of new members who bring lower training requirements to the Club, relieving some of the pressure on our instructor cadre while restoring the Club's capital acquisition account.

In other deliberations, the Board again reviewed the detailed financial reports for the year, and worked to resolve several issues raised by the Club Treasurer. For example, the Board expressed it's concern for the lack of documented precision in the Operations Manual (or By-Laws) for defining the prerequisites for, and rights of, inactive vs. resigned Club members. Operations Chief Dave Weaver is working on proposed language changes to resolve these concerns.
-- Jim Kellett

The annual Club Flying Safety Meeting is scheduled for 1000 on Saturday 9 February 02. Attendance at the meeting is mandatory. In the event that you are unable to attend you must view the video tape recording of this important meeting prior to acting as PIC of any Club aircraft or being towed by a club aircraft in a privately owned glider. In addition, those pilots who have not made 3 takeoffs and landings in a glider during the 90 day period prior to your first flight of the season are required to take a field check with a Skyline Flight Instructor prior to acting as PIC.

Since we'll be getting a late start on OPS due to the meeting, it would be a good idea for those people scheduled for duty (i.e., DO, ADO, Instructor, Tow Pilot) to show up well before the meeting so that the aircraft and DO equipment can be prepared for OPS. This will save us some time after the meeting. The ASK-21 really needs to be wiped down after sitting in hangar idle for a couple of months. The wing root tape needs to be replaced as well. I'll take on this chore.

I am scheduled to be the instructor on 9 Feb. Anyone who requires / desires my services should send me an e-mail with your requirements so that we can build the schedule. First priority will be given to those who require field checks.

I look forward to seeing everyone on Saturday, 9 Feb.
-- Dave Weaver

It is only temporary relief, but the threat to remove the skin of our venerable Pawnee has, for the moment, been dispatched. For most of the year it seemed like we would be forced to remove and replace the wing fabric during this annual inspection. After closer examination in November, it was determined that we could get by by replacing only four feet of the skin of the right wing and that we could delay replacing the fabric until next year. Temporary patches were applied which seemed to alleviate the problem. Then when we brought the Pawnee in for the annual inspection we conducted yet another examination. A successful punch test was conducted the suspect area including the temporary patches, which means that we do not need to replace the four feet of fabric this year and that the Pawnee is hopefully airworthy for another year. It was also discovered that underneath the pealing paint and decaying wing rib tapes there is a strong fabric skin and good rib stitching that will probably result in a successful punch test next year. However, the paint is peeling badly and the rib cap tapes will clearly need replacement.

Next year we will be required to remove the wings to inspect the wing attach fittings as part of a six-year Airworthiness Directive. With the wings out where we can inspect them carefully, we will examine them once again and determine if the fabric needs to be replaced. At a minimum, we will strip the paint, remove the rib tapes and examine all of the rib stitching. If all looks OK, we will apply new tapes and repaint the wings.

And now for something entirely different. We have finally eliminated the problem with the landing gear which made the Pawnee tilt to the left, geographically speaking, not politically. We installed new large diameter bungee cords which may make the Pawnee gear feel more like the rigid Scout gear for a while. After a few landings the bungees will relax a little and the gear will seem normal. So, tow pilots, grease it on for the first few weeks or it may have you hopping down the runway.

This fix may also resolve the apparent problem of seemingly burning more fuel out of the right tank as contrasted to the left. If the apparent fuel consumption problem was actually caused by the fuel transferring from one tank to the other on the ground because of the tilt to the left, then we should now see more uniform utilization of the fuel. We should also see more uniform tire wear.

Duty Officers and Ground Crew. You have done a great job in the past in wiping down the leading edge of the wing and propeller. However, many of the tow pilots have noted in their discrepancy reports that the underside of the wing next to the fuselage was showing severe corrosion. In the interest of delaying further deterioration of the right wing, I would like you to also wipe down the painted metal wing surface that becomes coated with exhaust products. During this annual, I stripped the remaining paint and found that although the corrosion was bad, I could still save it. The metal has been treated with a self etching primer and painted which should stop any further corrosion. However, you guys can ensure that the corrosion is permanently under control by cleaning the top and bottom metal surfaces from the leading edge back the trailing edge at the end of each day. If after every operational day, the ground crew will wipe down this area on the right side of the fuselage, it will be a fairly simple job for the next guy. A rag dampened with gasoline will do the job nicely. Be sure not to dispose of the rags in the garbage can, as that can be a serious fire hazard. Leave them exposed to the air, to allow them to dry out each day.

With each inspection, John Muia is rebuilding and replacing damaged sheet metal and non structural stringers that wear out from the continual vibration of the aircraft. He also calls me periodically to make repairs on the fabric that also deteriorates with time. These repairs have made the Pawnee in better condition than it has been in the past five years. We have one more significant problem that will be resolved early in the season. The reception of the Pawnee radio in the air is really bad and we don't know why. We have moved the antennae and installed grounding straps to ensure that it is properly grounded to the radio, but to no avail. Bill Bentley and I will fiddle with it one more time to see if we can find the problem and then if we can't, we will turn it over to a repair shop in Hagerstown to resolve the problem. The worst case scenario is the replacement of the radio itself.
-- Bill Vickland

This article is viewable by club members only.

Members, please go to http://members.skylinesoaring.org/MEMBERS/?gphillips

Dudley Matson

I have just learned that Dudley Mattson, my good friend, cross-country mentor and 1-26 Association member died on January 8 from long term complications of emphysema. Dudley was in his late 80s.

Skyline members who go back as far as the Warrenton Soaring Center will remember Dudley from the 1970s when Dudley would attempt triangle flights from WSC to Front Royal, to Thornton Gap and back to WSC, He also pioneered ridge flying from FRR south to LB Gliderport in Lexington VA and as far north as High Rock Mountain near M-ASA. Dudley owned and flew 1-26 #074, and I believe, did more cross-country flying than any other WSC pilot, except maybe Bob Collier.

Dudley discovered and documented a new form of lift associated with a downstream wake from the edges of the Massanutten and gaps of the Blue Ridge Mountains. Using his discovery, he subsequently planned and carried out a 120 mile cross country flight From LB Gliderport to Grottoes, up wind against a 20 kt wind to the south end of the Massanutten gaining altitude all of the way. He documented this findings in an article entitled "A New Form of Lift" that was submitted to Soaring Magazine.

In 1978 Dudley moved to Vallejo, California and continued flying at Air Sailing in Nevada where his cross-country flights continued over the Nevada desert. The bazaar tales of his outrageous retrieves continued unabated. Dudley was the first winner of the coveted "Old Buzzard" award, presented by George Powell, for the highest scoring pilot over age 70 at the 1-26 Championships. Some people, including Dudley, commented that he and the Buzzard shared an amazing likeness.

Dudley created and presented the 1-26 Association with the beautiful President's Trophy for the 1-26 pilot who completes the fastest task during the Championships. All of his eastern pilot friends, and also, I am sure, his friends in the west will miss him.
-- Bill Vickland

Somewhere between Europe and our East Coast a container freighter is heading west as we speak to bring us not only our new 2-seater Blanik, but also a new set of wings for our single-seat Blanik. By the time the field thaws out in March, we should have a beautiful new 2-seater, and the L-33 should be flyable again.

In the last Flypaper Joel wrote about the Foreign Object Incident and indicated what happened to him starting with a loose object in the cockpit. I want to start here with all that has happened since Joel wrote that report, and explain a little bit about why two new wings are on the ocean coming towards us.

When Gary and I looked in detail at the wings, we grounded the airplane immediately, based on my suspicion that they could never survive limit load again. Our own measurements and the opinion of Jim Stoia of South Carolina, an experienced airframe mechanic, indicate that those wings should never fly again. After all the investigations the question we must ask ourselves will end up to be "Why did the airplane ever fly another 14 flights?"

The TSS investigating committee validly concluded that the originally visible damage to the speed brake covers was cosmetic. Dive brakes are not a part of the structural wings. If the initial clearance of those covers had been greater, they would not have buckled. On the other hand, the buckling, and the inability to fit unbuckled dive-brake covers into the remaining cavities should have caused concern.

It is too soon to make judgments about the buckled wing skins, and also too soon to talk about the meaning of the loose and bent rivets near the wing roots. Over the next year I will try to analyze the failed wings and turn them into object lessons of how we must look at unusual damage when we talk about pre-flighting our gliders, especially after in-flight or landing abnormalities. -Thanks to Joel Cornell, Wolf & Frauke Elber and the Tidewater Soaring Flypaper for this eye-opener.

Talk about a chain of errors!! The original pilot missed the charger in his preflight. The next SEVERAL pilots missed the clues that something serious was wrong with the wing (this is not as hard to do as you might think-many wings will show paint popping off rivet heads, but its due to poor paint adhesion on a slightly different surface). ALL of these pilots were experienced! And, finally, a sharp-eyed and critical pilot closed the case down with a very careful preflight before anyone got hurt.

Preflights are things that it's easy for experienced pilots to get "lazy" at. And after a long layoff (e.g., winter) we're all at risk when we crank up again. Here's a few cautionary tales to remind us of the value of constant vigilance.

Some Club members may remember the surprise we had when, last year, doing a "useless" positive control check on a 2-33 that is NEVER disassembled, we discovered a cracked (soon broken) bellcrank on the spoiler which caused a unilateral spoiler failure. I was glad our student pilot caught that one on the ground and not on short final!

Recently, doing a preflight on the Virginia CAP Blanik, I very nonchalantly set BOTH altimeters to "minus 300 feet", and didn't catch it until the towpilot got impatient with us not getting off tow! (And to add insult, I had a Cadet in the glider at the time-very embarrassing.)
-- Jim Kellett

• Saturday, March 9th to Sunday, March 17th* Sponsored by Romney Flying Service, Grant County Airport, Petersburg, WV *Located in the Scenic and Historic Potomac Highlands

  Experienced Pilots from all over the East Coast will participate. Tow pilots will be available during the week. Oxygen will be available. At this time, there will not be a 2 place glider for instruction, however this may change. Fred will be there primarily on the weekends.

  Hotels available in the area * Fort Hill 304.257-4717* Hermitage 304. 257-1711*Homestead 304. 257-1049

  For More Info call 410.751-6449 or email: scowanbloom@mindspring.com

• 2002 Seminar at Caesar Creek The 2002 WSPA Seminar will be held July 8-12 at Caesar Creek Soaring Club in Waynesville, Ohio. Come join the fun!

  Caesar Creek Soaring Club is one of the largest clubs in the U.S. Located on a 140 acre farm, the facilities include a 3000' grass runway and a large fleet of planes. The club has three 2-33's, two 1-26's, a Blanik L-23, a Grob 103, a new ASK-21 and three Pawnee towplanes. Something for everyone.

  Caesar Creek is a great place for students, too. Instructors will be provided and flying will be at club rates. Affordable fun in Beautiful Ohio. Check the WSPA home page at http://www.womensoaring.org/
  -- Frauke Elber

• STILL HERE but my Schleicher Ka-7 has finally got to go. Too many things going on in my life to do it all. First priority is going to my Jet glider project which one day I hope to have looking like a 1/3 scale U-2 recon bird, turbine, noise, black paint and all. Possibly even some "amateur radio E-lint package" to boot. Ham radio satellites are my other great passion^ along with the THORP T-18.

  Glider Details: Schliecher Ka-7 two place glider, fresh annual in Feb 2002, only about 770 total hours and no wrecks or dings, two varios to choose from RICO audio type and a very sensitive (good) silent vario for both front and rear seats. Terra 720 radio, open trailer, new canopy and fabric three years ago. This is a composite design of steel tube, plywood, fiberglass, Dacron fabric and spruce. Very good shape. $9.0K to club members, with some cost flexibility. Might be able to help with transfer of the hanger also. No guarantee on the hanger deal. Great fun soaring machine-I've loved it for the past two years. Many many enjoyable afternoons of 'free' flying and no one to call me down.
  -- Glenn Baumgartner

• January 25th, Skyliner and Civil Air Patrol Captain David Dawood successfully completed his CFI(G) Practical Examination (checkride) with DPE Marvin Holland. David flew the Virginia Civil Air Patrol's Blanik L-23 for the mission at Winchester Regional Airport (OKV). With this accomplishment, David becomes another potential weekday switch-hitter (e.g., towpilot/instructor) for the Club. Well done, David!
  -- Jim Kellett

• Here's new my address: David Brunner Moody Hall #102 James Madison University Harrisonburg, VA 22807
  -- Dave Brunner

• Land's End logo items: For each member who missed the Annual Meeting a catalog and a guideline sheet is in the hangar. We will pass out these items again at the safety meeting for those who still don't have them. Land's End suggests that we limit our selections to the Corporate catalogs provided to us rather than catalogs received in the mail.

  Costs are as follows: In quantities of 6 or more of the same item the logo embroidery charge is $ 5.50 per item. In quantities less than 6, the logo embroidery charge is $ 11.00 per item. So it's more economical to order in quantity. Shipping is additional.

  Experience shows that Land's End (as well as PJ) can become confused by too many different sets of color specs. So it is imperative that we KEEP IT SIMPLE! We recommend that the items selected should be the following colors: Navy Blue, Black, Dark Green or White in order to get the best display of the logo and lettering. Since the logo is composed of Blue, Orange and Yellow its visibility will be severely compromised by selecting clothing colors that resemble the logo's colors.

  Members can select any item color in the catalog BUT neither SSC or PJ will be responsible for the results.

  The plan now is that each member can submit their order form to Phil Jordan who will in turn send to Land's End in groups to insure the lower rate where possible. SSC now has a Corporate Account with Land's End. Your order will be shipped to you directly and you will reimburse the SSC for the items and shipping costs.

• We are aiming for March 1 for our first big order. More details to come. New email address for Dick and Trish Otis
  -- Dick Otis