As you are all painfully aware, our Pawnee is still undergoing its transformation into a flying machine. What had been some 10,000 parts flying in an ever-loosening formation is slowly becoming a thoroughly rebuilt airplane. My latest report is that we will be flying on April 3, but stay tuned. Nothing is for sure.

In the meantime, we tried to set up an arrangement that would benefit us both in the short term and in the long term. This was to create an affiliation between our club and the Shenandoah Valley Soaring club. They had a newly rebuilt Pawnee but broken gliders-an excellent complement to our shiny new glider and undressed tow plane. We got together, we flew, we suffered. On returning from the sixth tow, the tow plane deviated from the runway to the south, and crossed the ditch. In the process, it lost its landing gear and struck the prop on the ground. If you've been out to FRR, you've seen it sitting in our hanger awaiting repair. But the affiliation between SSC and SVS remains in place and, as soon as we get our Pawnee back, we can expect to welcome SVS members to FRR.

It's been a slow start to the season, and I am as frustrated as you. But now we are about ready to begin. So let's all be real careful, get out to fly, and enjoy the season.
-- George Hazelrigg, Jr

Last month I examined the principle of group dynamics as it pertains to our ability to safely fly. To review, we are all dependent on one another to do what we do safely. One bad decision in the process can ruin someone's entire day.

My purpose in bringing up these morbid thoughts is not to scare you or to make you reconsider your decision to undertake this exciting and rewarding pastime. It is to increase your personal AWARENESS about the importance of making safe decisions when preparing for, executing and terminating flight operations. It bears repeating that we operate in a hazardous environment whether we are on the ground moving aircraft, being tugged into the air or gliding peacefully back to terra firma. There are nasty Gotcha Monsters lurking all over the place in an around KFRR. Remember, flying is for the birds, and what we are doing is trying to be just like them. Well we can do that to a degree but we are operating out of our natural element and we are doing it by operating heavy machinery.

Having said all that, this month's topic is "situational awareness" and its importance in flying. Many more years ago than I care to admit, I was once a Navy, multi-engine, advanced instrument flight instructor. My job was to transition Naval Aviator wanabees from single engine trainers to multi-engine trainers and teach them to safely fly instruments and instrument approaches with one engine out (go figure). The toughest part of that job was having to occasionally identify certain student aviators who lacked the ability to recognize when they were approaching certain catastrophe. They would fixate on one aspect of their flying and ignore other aspects which were quickly deteriorating such as airspeed or altitude or heading or power control or whatever. We had a Ready Room term to describe the condition. We called it "having No Apparent Fear of Death, (NAFOD)." This particular type of student would literally fly himself into the ground without making correction one if the instructor let him go that far. Needless to say, if we were unable to correct the deficiency with additional training, we were obligated, after due process, to remove that student from the program. They would have to go drive a ship instead or become a GIB ("guy in the back seat"-RIO).

The official term of course for this condition is "situational awareness" and it is a term that covers a broad area and multitude of variables. The bottom line however is a pilot who lacks situational awareness is approaching an unsafe condition that demands immediate, correct and effective response. Pilots who recognize approaching problems early and make good decisions and corrections, have a highly developed sense of situational awareness and you never really hear much about them. On the other hand, we read about NAFOD pilots all the time in the paper and NTSB reports. Now before you start getting all big and full of yourself because you have never had an accident or incident, let me point out that each and everyone of us is susceptible to suffering from a temporary lack of situational awareness. It can happen to any of us, especially if we allow ourselves to get distracted or to become complacent. Don't let it happen to you.
-- Stan Pawlowski

A wonderful thing occurred to me today. Every time I've attempted to write about flying technique-and I've made several attempts-there has been a barrage of responding emails, ranging from total agreement to total disagreement. The responses echo back and forth for several days on email before the oscillations diminish and eventually die out. However, I've written numerous discourses on a variety of topics in both the Skyline Newsletter, and the Front Royal Unicom, resulting in not a peep out of anyone! So I'll start the discussion here, and if you want to write a response, write it to the editor for next months newsletter. This way, I hope to only receive thoughtful, insightful, modulated responses.

For this month's topic, I'm going to discuss approach and landing technique in the Pawnee. I pick the towplane only because it limits the population of club members who might respond.

After glider release, I always make very slow reduction of power-usually about 100 RPM every 30 seconds or so, such that by the time I'm in the pattern, I'm down to ~1500 RPM. The purpose of course, is to limit the rapid, or "shock" cooling of the engine which, everyone will agree, is not healthy for an engine. Generally, I fly a high, tight pattern at ~80-85 using full flaps. By the time I'm on final, I've gradually reduced power to idle. In this configuration, full flaps and no power, the Pawnee has a prodigious rate of descent upwards of 1000 fpm. For a more rapid descent (as in too high, too close), a full slip adds another 500-1000 fpm descent. For less extreme descent, a touch of power adjusts the rate of descent to a more reasonable 500-800 fmp. I like 500 fmp because most aircraft can absorb a landing at that rate (in the event of a less than elegant flare and touch down) without damage. In a strong crosswind, I might reduce flaps to the first notch, add a wee bit of power in the flare, and for strong cross winds, opt for a wheel landing.

Many power pilots like to make long, power approaches (e.g. A flat glide path). The advantage of this technique, is there is little or no round out or flare required for a smooth touchdown. This is a great technique for big airplanes on long runways, especially at night or on flat water (for seaplanes) where depth perception is low. In general, I am averse to power approaches as a normal procedure for small planes and gliders for several reasons: it keeps you (and everyone else) in the pattern for a long time; it is difficult to determine where you will touch down; it takes a lot of runway; it doesn't encourage full stall (or in gliders low energy) touchdowns. But my biggest objection is one of energy management. Altitude = potential energy. On a flat approach if you lose power, you are not going to make the runway. In a glider, if you are low (judgment, downdraft etc) once you close the spoilers there are not any other options. If you have a steep approach, you have stored energy in reserve-energy that if you don't need, it is easy to expend with flaps, spoilers and/or a slip. I am told that years ago the Air Force adopted the "360-Overhead Approach" because F-86's were new and had a problem with Flame Outs at low power settings. This procedure made the "Traffic Pattern" more survivable Of course in the tow plane, you may also be dragging a rope below and behind you. In the end-landing, timing and energy management is a work of art, borne of experience. In summary, regardless of the aircraft you are flying, I encourage you to keep your patterns closer, your approaches steeper, and touch down at minimum energy, given a proper approach speed (1.3 Vso for Power-engine at Idle, and 1.5 Vso for Glider). Long, low, power dependent (or no-Spoiler) approaches are not the best display of good airmanship.
-- Richard the Instructor Otis

For me, soaring is not just about flying; it's about getting outside for fresh air and exercise (though we get less exercise since we sold Miss Daisy). It's a real release to get out to the mountains on the weekends-something I've missed since the beginning of December.

Ever since I began soaring I've really wanted to go up to the mountain ridge of Bull Run Mountain (it's the one that can be seen around mile marker 36 while traveling east on Rt.66). Since Shane lives on the east side of Bull Run Mountain I spoke to him about it in January 2002. He gave me basic directions on how to get up to the ridge, but it wasn't until two weeks ago that I finally set aside the time to hike up.

The plan was this: pack water and a light snack, Audubon bird book, camera and binoculars, then, sucker girl friend into going for a long walk. Shane had offered his driveway for parking, so we headed to his place. When we got there Shane was outside. He suggested a course up the mountain, then gave us directions, a map and a compass! Before we set out, Shane even shared some of the hillside's civil war history. Talk about service!

It was a fairly easy hike. The trail Shane had suggested we take up to the ridge was wide, relatively smooth, and not too steep in grade. It took under 1.5 hours to get to the cliffs at the top of the ridge. The view from up there is spectacular. The entire valley is right in front of you, and there are no obstructions. I'd never seen so many vultures up close. There were at least 30 birds soaring the ridge just over our heads or just out in front of the cliffs. We also encountered a red-tailed hawk and four audacious goats! When we finally had had our fill of bird and goat-watching, we headed back. We took a much steeper trail on the way down. It was a lot shorter in distance, but definitely more fatiguing.

The weather was about as perfect as it could be. There was still a bit of snow in the woods, but temperatures were in the mid 50's. At the top of the ridge, we were grateful for our sweatshirts, but the rest of the time, we were content to hike in our tee-shirts.

This really was the perfect alternative to actually flying. It encompassed a good distance and a moderate altitude gain. Although I'd probably choose soaring over hiking, I was glad to take advantage of the beautiful day and get outside. I'd definitely recommend it to anyone looking for an easy yet enjoyable hike. You can find more information at:

http://www.fobr.org
-- Geoff Hazelrigg

The following narrative is a description of the recent incident we had with the Shenandoah Valley Soaring Club Pawnee tow plane. A joint SSC/SVS safety committee met to review and report on the incident. That report is in its final phase of rewrite for delivery to our respective Board of Directors. Once the Board of Directors has digested the final report, lessons learned from this incident will be disseminated to all SSC members.

On Saturday, March 8, 2003, at approximately 3:45pm at Front Royal Airport (FRR), an SSC tow pilot was making his sixth full stop landing of the day in the SVS Pawnee tow plane N7298Z. Weather conditions were VFR with a high layer of scattered cirrus clouds, unlimited visibility and a slight crosswind of 2-5 kts from the south which was occasionally shifting to the southeast. The nature of the slight quartering tailwind had been observed by the tow pilots and the duty officer at the field but was not deemed sufficient to require a shift in operations to runway 09. The asphalt runway conditions were dry with residual snow from a previous snow storm plowed off to the side, beyond the runway lights.

The SSC tow pilot had just completed a normal rope drop in the grass at the approach end of runway 27 and continued to touchdown within the first 1/3 of the field. Actual touchdownwas on the long side of the first 1/3 due to three factors: a) the pilot held extra altitude on final to make the rope drop; b) the pilot landed with no flaps to counteract anticipated ground effect and c) the generally better performance and "slippery" nature of N7298Z due to the the presence of drooped wingtips on this aircraft.

The SSC tow pilot reported he touched down at 55 MPH, rolled out on runway heading and encountered a wind gust from the left side of the aircraft as he slowed to 30 MPH near the midfield paved taxiway. He attempted to counteract the sudden swerve with full right rudder and right brake but with little or no effect. He reported that he felt the tailwheel unlock with his first application of right rudder. The aircraft departed runway 27 to the left, approximately 30 degrees off runway heading and continued to roll rapidly down the slight embankment. The aircraft then struck a V-shaped concrete drainage ditch which runs parallel to runway 9-27 and is displaced approximately 25 feet from the south edge of the runway.

On impact with the concrete culvert, the left landing gear strut collapsed and folded under the left wing and the right wheel tire deflated. The aircraft pitched nose down and the propeller struck the soft ground 4-5 times which stopped the idling engine. The aircraft's momentum continued to carry the aircraft forward past the culvert, the aircraft returned to a near flat, upright attitude and slid to a stop on the snow and wet ground. The aircraft came to rest about 20 feet south of the culvert.

The SSC tow pilot was unhurt in the incident. He secured the stopped engine by moving the mixture control; magneto switches; master switch and fuel master control switch to OFF. He then exited the aircraft as the SSC tow car and other observers arrived to render assistance. There was no fire. The following damage was noted to the aircraft at this time:

Both tires and rims severely damaged. Left main landing gear collapsed. Bottom left inboard wing damaged by the collapsed gear. One blade of the propeller bent backwards

Preliminary investigation by the FAA reported right brake failure as the primary cause of this aircraft incident. It was determined that the incident did not qualify for an NTSB accident report. Damage to the aircraft is significant and will take 2-4 months to repair.
-- Stan Pawlowski, SSC Safety Officer

Jo Shaw is holder of many women's records in both the 1-26 and her LS-4. She and her husband Charles are great supporters of the concept of using the 1-26 to gain cross-country experience. The attitudes of many new soaring pilots is formed by instructors who seldom or never do any cross-country flying. As a result, the new pilots suffer from the lack of this valuable experience, and for those of you who bemoan the demise of the SSA, you don't need to look far to see the difference in attitudes about cross-country flying 30 years ago as compared to today. Here is Jo's response to suggestion by "senior" soaring pilots to the effect that landing out is some kind of serious safety issue, if not just plain careless.
-- Bill Vickland

Contrary to some clubs' mistaken feeling that it is poor flying to land out, Mitch Hudson points out there are real, positive advantages the 1-26 provides, and certainly no need for shame. The 1-26 is the perfect learning machine. In my opinion, all cross-country pilots need to be comfortable choosing an appropriate field and executing a trouble-free landing. That is contrary to the R.A.S. newsgroup's current predominant mind set (or at least that of the outspoken "authorities") that recommends newbies buy "high" performance, so they will be more likely to return home.

Without the skills and experience taught by 1-26s and other sailplanes with docile, rugged, highly-maneuverable characteristics, those pilots are an accident waiting to happen in my opinion. The flip side are pilots like current National Champions Bob Von Hellens, David Mockler and Tom Beltz-plus a host of others including Mark Keene and Pat Tuckey who learned the fundamentals in 1-26s. I'm convinced that being able to fly a 1-26 well provides a huge advantage to any sailplane pilot.

Husband, Charles, and I do a lot of 1-26 soaring during the course of the year. Essentially we alternate flying on every soarable day between March 1 and Oct. 1. We "retired" to Hobbs to make this possible sixteen years ago. Charles is pretty experienced when it comes to 1-26 matters, and has imparted a lot of wisdom to me over the years. It has been a long time since either of us has not gotten back to the gliderport on a day we did not intend down-wind distance. Depending on conditions, we'll rack up to 200-mile distances on these "local" 1-26 flights. Almost invariably, our first leg is into the wind!! If there is any question about finding another thermal, we stay within gliding distance back until we are comfortable we've accurately assessed the day's conditions. That entails that SPN-1 glide calculator again. (No, we don't get a cut on the sales.) Compare the distance it indicates you can make with a zero ring setting and 10mph tail wind versus a 10 mph head wind. It should then be pretty obvious why one heads into the wind initially, if one wants to make it back. It is not a problem if you have to land out and you are over appropriate terrain. But it is also very satisfying (and less work) to make it home.
-- Jo Shaw(196)

"Bit by bit, nevertheless, it comes over us that we shall never again hear the laughter of our friend...We told stories, we joked...And yet we were infinitely poor. ...a handful of men who possessed nothing in the world but their memories were sharing invisible riches." -Antoine de Saint Exupéry-Wind, Sand and Stars.

Dear Jim, I learned a lot about my husband. He did not talk about work very much. Thanks for everything. Your flowers had center stage with the ashes and flag and on my dining room table after the burial. Thank everyone for me.

-- Patti Feierabend

Dick Feierabend, 56, of Fredericksburg died Saturday, March 1, 2003, at Maryland General Hospital. He retired as a commander from the U.S. Navy after 25 years of service. He was a member of Calvary Chapel of Fredericksburg, a member of the Soaring Club in Front Royal, and was a high school soccer referee for the Rappahannock Soccer Referee's Association.

Surviving are his wife, Patti Feierabend; a daughter, Krista Feierabend of Fredericksburg; a son, Rick Feierabend of Richmond; his mother, Eleanor Feierabend of Ohio; two sisters, Joyce Waltz of Ohio and Chris Worthy of South Carolina; a brother, Cliff Feierabend of Ohio; and several nieces and nephews.

Interment will be in Quantico National Cemetery.

Memorial contributions may be made to Camp Berea, c/o Calvary Chapel, 1103 Potomac Ave., Fredericksburg, Va. 22405.

Thanks to Lisa Sergent for coordinating the flowers and the contributions for Dick. And thanks to all members for their contributions. I'm sure most of you had an an opportunity to sit in the shade and and share flying stories with Dick as I did - we'll miss him.

Thanks for the Memories

Jim, I just read your history of the Skyline Soaring Club and it brought back many wonderful memories. I was a line-boy with the WSC back in the 75-79 time frames and remember walking the cow pastures, heavy with the morning dew, as we moved gliders from the tie-downs to the flight line. Sadly, I never went on to pursue a career in flying, but to this day, that place, those names, faces and events are clearly etched in my mind. The autographed back of my shirt, from my solo in 1977, hangs in my office as a trophy and reminder of that place.

Being a line-boy was a great job and ... the flying and the camaraderie made the cold days of winter (at Orange and Front Royal) and the hot and humid days of summer worth it. Whatever became of the infamous tug-bugs? As I recall, one of them only had 1st gear with no reverse and a hole cut in the roof.

Thanks for the memories and good work on chronicling a nearly forgotten history.
-- Ken Scott, Regional Account. Manager, WorldCom

I noticed in the latest Skyline News* that there is some rumbling about getting a second towplane for your club... I believe you should at least consider a motorglider tug like I have, since it would fulfill a number of other needs as well, and it could be flown by every club member, not only those with a power rating. I have a power point presentation on the subject that I used in a session at the SSA Convention a couple of years ago that you may borrow, or I can show it at one of your meetings if you like. I have a projector and all that is needed to make the presentation.
-- Jan Scott

Yeah, every few years there's a "rumble" about a towplane, and the very same points you made come up! We seriously considered buying your Scout, remember? But the collective wisdom finally came down on getting another two-place glider, so we got the G-103 instead. Good thing, since we promptly crashed the K-21, but, hey, who can see around corners?

There really isn't a consensus within the Club about towplane acquisition. We talk about taildraggers, we talk about multiplace trikes (e.g., a 180, etc.), but there's no clear consensus on what we really want. But our Strategic Plan does have in it, in its present form, the goal (one of several) of getting a second towplane. In fact, I'm one of three folks on the Strategic Planning Committee (the other two are Kolie Lombard and Richard Freytag), and we're right in the middle of updating the plan. So your ideas couldn't come at a better time!

I'd like to see the powerpoint presentation-can you e-mail it to me? Maybe we'd like to include it-or something like it-as part of the revised Strategic Plan (but that's premature for me to suggest right now).

I have one concern-up front cost. I mean, we can get a nice used Pawnee or C-180, etc., for a good bit less than $50K. I'd be surprised if the price of a motorglider tug would be competitive within our price range. Hey, we ain't exactly flush!

Anyhow, love to see the presentation, we may want to talk to you more about details of costs/operations, and THANKS for thinking of us! Very timely.

* See?? There's at least two of us that read this thing!
-- Jim Kellett, Chief Flight Instructor

I warned everyone that if I didn't get enough contributions from the members, I'd write something myself. Realizing there are two sides to every story and some recollections lack the absoluteness of confirmed fact, I have often wondered about the lack of imagination and general knowledge when it comes to aviation. The recent events at Leesburg (JYO) point out that institutional denial is alive and well.

When I moved to the NOVA area in 1963 my son and I used to spend hours at the airport that is now the Skyline section East of Bailey's Crossroads. When it came to airplanes, we were both about 3 years old and never tired of the touch and goes. I dreamed of flying like that some day...Cubs, Pacers and 150s.

Then one day a very unfortunate/fortunate pilot landed on top of the Coke bottling plant and walked away from it. The hew and cry went up about this menace amongst us. Irate bureaucrats and citizens campaigned it had to go. And of course they were right because the airport was smack in the middle of a residential developed area. Homeowners' imaginations began to see the probabilities, and, of course, the developers were uncontrollably salivating over all that land.

Progress rendered it immaterial who was there first, who allowed that land to be so extensively developed virtually up to the edge of the strip and who would have the lack of imagination to buy a house under the approach to a runway.

I don't remember if the FBO owned the land (but hope he did) when he moved his operation out in the boondocks around Woodbridge. In 20 or so years history repeated itself and the FBO quit.

A few years ago Joe Parrish agreed to give me a BFR. He suggested we rent a Cherokee at Leesburg and fly to New Market. The BFR went smoothly and I got to fly the Cherokee back down the Shenandoah, through Harper's Ferry and back to Leesburg. Joedecided to do a bunch of touch and goes. During one of these go arounds, as we seemed to skim along the townhouses' roofs, I wondered aloud why would anyone allow development that close to a heavily used airport and what kind of unaware person would buy one. Joe sort of opined that everyone should have opportunity to buy a home and just because I had mine didn't mean they shouldn't have theirs.

Of course I didn't mean to imply that they didn't have the right but that it seemed so damn dangerous. How long, I wondered until some plane landed in their yard? Most of those homes were not there when my son learned to fly at Leesburg in 1979. Now we have the answer to how long.

Three airplanes in three yards-three highly qualified gifted pilots and two passengers gone-one young prospective pilot crippled for a while. Totally unrelated to each other, the accidents clearly point out the risks of home ownership in the fast lanes.

The first two accidents were understandably disconcerting to the neighborhoods. The last one was just bizarre. Someone allowed the development, someone developed the land and someone with a family purchased the house in whose backyard a much accomplished human lost his life. According to the newspaper, the house was 300 feet from the end of a runway-feet not yards.

In the news no one seemed to question the location of the house. It was all about the menace the airport was becoming and it's time to question the credentials of all these pilots. Institutional denial? Apropos to nothing, shortly after the FBO left Bailey's Crossroads, the development that replaced the airport suffered one of the most horrific construction accidents in recent memory with many people losing their lives.

Three hundred feet is a little like opening a Lemonade Stand on the road to Baghdad.
-- Phil Jordan

On Saturday, March 8, 2003, Brigadier General David E. Clary, USAF, visited Virginia Wing's glider operations at Winchester Regional Airport hosted by the Winchester Composite Squadron. General Clary is the United States Air Force Director of Homeland Security. Accompanying General Clary were Colonel Steve Doss, USAF, Deputy Director of Homeland Security; Colonel Richard Anderson, USAF, Chief, Air Force Auxiliary (CAP) Division, USAF Directorate of Homeland Security and Major Jim Macko, USAF, deputy to Colonel Anderson. Representing CAP were Colonel Joe Vazquez, Middle East Region Deputy Commander, Lt Col Warren Vest, Virginia Wing Interim Commander, [Skyline Soaring Club towpilot] Lt Col Eric Litt, Virginia Wing Director of Operations, Lt Col Jim Truxel, Group 3 Commander, and Lt Col Duke Stanton, Winchester Composite Squadron Commander.

Following the remarks by the general, a procedures briefing on the glider operations by Lt Col Truxel, and a safety briefing by Captain Lynn Jensen, Group 3 Safety Officer, the general, his staff and cadets to be flown retired to the airport apron to receive further briefing on the glider by [Skyline Soaring Club Chief Flight Instructor] Captain Jim Kellett and on the Maule take-up system by Lt Col Stanton. Operations began about 1100 with Brigadier General Clary receiving his first glider flight with Captain Jim Kellett as the glider instructor pilot. Following the general's glider ride, he piloted the Maule with [Skyline Soaring Club towpilot] Lt Col Eric Litt as his instructor pilot and performed his first glider tow. Other staff members flew in the glider and the Maule and mixed with the cadets who enjoyed their chance to talk with active duty members of the Air Force. The general and his staff enjoyed the camaraderie and the perfect weather for flying.

A nice article appeared on the front page of the Monday, March 10, 2003 Winchester Star-see http://www.winchesterstar.com/TheWinchesterStar/030310/Area_default.asp . An article also appeared in the March 9 Metro Section of the Washington Post and aero-news.net:, Tue, Mar 18 2003
-- Jim Kellett, Chief CFI-G

• I am looking for two partners to share the PW-5. This is the most fun-to-fly glass ship on the field, is perfect for east coast soaring conditions, and is suitable for low time pilots. At the same time, I am putting the ship up for sale.

  Between activities in the CAP, work toward Commercial and CFI-G and giving rides to friends I really only need a 1/3 share max in a sailplane. Under a shared ownership arrangement each share would be $7,500. The sale price is $22,500, and will appear in Soaring Magazine and on the SSA website.

  Includes factory instruments plus Microair transceiver with push-to-talk switch on control stick, and Borgelt B40 audio variometer. Has a Standard airworthiness certificate and forms 337 for the transceiver and the variometer. National parachute, selected for suitability to the PW-5. Professional custom aluminum

• For those interested in a less expensive set of wings, Mark and I are still looking for another partner in 081.

  While she doesn't have all of the goodies offered by Greg's PW-5, 081 is one fine flying machine with her own set of goodies.
  -- Phil Jordan and Mark Ballinger

• Here is your opportunity to demonstrate that the 1-26 is actually the best cross-country training vehicle available to a soaring pilot. It is also a great ship for guys like Collier to demonstrate their skills. The 1-26 Championships are being held at Caesars Creek Soaring Club, Waynesville, OH near Dayton on July 9-16, 2003. It is a great place to fly and a great opportunity to learn something about X-C flying. It would be great to have a team of three or four 1-26s from Skyline Soaring. With me, Bill Bentley and Bob Collier we have three already. How about the rest of you guys. You can fly team, and both learn as much as you would flying as individual entries.
  -- Bill Vickland

• Keeping Spirits Up-So, who will be dining out with the awards-granting National Aeronautics Association next year? Included among this year's record attempts, Steve Fossett is still seeking more than 49,000 feet in a glider. Gerhard Schauble, of Kelowna, B.C., Canada, will attempt to fly his Glasair 22,858 miles at an average 250 mph. He plans to stop only for fuel. Endurance of a different sort will be needed by the Pakistani military pilot who hopes to set the record for an ultralight flight from Karachi to Peshawar. And-though it's hard to believe it hasn't already been done-Lee Owens, a 54-year-old chief pilot and instructor, hopes to become the first black pilot to fly around the world solo in a single-engine plane, a P-51, in tribute to the Tuskegee Airmen.
  -- avweb

• Rubber-Band Plane Hits New Heights-In the guts-and-glory world of aviation records, it's nice to see the whimsical getting a little recognition sometimes. This is supposed to be fun, after all, isn't it? So, full marks to the NAA for naming the rubber-band-powered exploits of one James Richmond in its annual declaration of the Most Memorable Aviation Records. Last Aug. 4, the "double strand rubber motor" in Richmond's homebuilt model airplane helped keep the creation aloft for 47 minutes and 19 seconds, not much less than some fighters will last at full burner.
  -- avweb

• Researchers to Test Collision Avoidance for UAVs-It's already enough trouble to look out the windows for other aircraft, but what about ones that don't even have pilots? NASA and Scaled Composites are continuing a testing program next week to make sure you don't hit one. The future could be bright for unmanned aerial vehicles (UAVs)-from environmental monitoring to commercial applications-but first researchers have to prove that they can operate safely in the existing airspace system. They will use the pilotless Proteus aircraft's onboard radar to test 22 simulated conflict scenarios, using aircraft ranging from a hot air balloon to an F/A-18, whether or not they are equipped with operating transponders.-aopa ePilot

  It goes without saying that if your editor encounters one of these thingies in the air, 081 will become a UAV!

• All of my colleagues are well aware with my obsession with flying objects and often send me things they encounter in their travels. The following two I think will be of interest to all the membership.

  From fellow stamp designer Carl Herrman of Carlsbad, CA.-We went to the vintage Glider event at the Torrey Pines Glider Port today. (Sun, 16 Mar 2003) Saturday's flying was blown out by a storm. Today was very windy (25-30 K). I ran out of memory before I visited the take off zone so missed lots of close ups of many strange and exotic craft. You're a lucky guy. Those birds are a thing of beauty, sometimes looking like they're floating and not moving at all and other times banking and turning with what looks like the speed of a jet.

• I took this image in Salisbury Cathedral in southern England in January. A Memorial Window dedicated to WW II glider pilots. Thought you might like to have it.
  -- Libby Thiel

• You might be a glider pilot if.-you wax lyrical about a snow scraper
  -- Kolie Lombard