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Coyote Tales Newsletter ISSUE NO. 8, MAY/JUNE 1999
President..............Dick Townsend, 776-9588
V. President......John McCutchon, 778-9426
Secretary......................Joe Rogers, 775-4463
Treasurer.................Jim Anderson, 771-0011
Maintenance .....Bruce Anderson, 775-4859
Instructor................A.C. Goodwin, 445-1889
New Official PSS Address:
P.O. Box 11762
Prescott Arizona, 86304-1762
Prescott Soaring Societyís Web site (created and maintained by Bill Thrift)
Friday June 18th, 7-9:00 pm
Yavapai College, Bldg #4, Room #112
The entire prior Board of Directors (see "Club Officers" above) was elected to serve the club for another year.
All of the board members are to be commended for volunteering their time and expertise in helping to move the club in a positive direction. President Dick Townsend for his professional and impartial leadership, Secretary Joe Rogers for his work in getting club assets transferred, Maintenance Officer Bruce Anderson in keeping the clubís tattered equipment operational, Flight Offficer A.C. Goodwin in providing student training, all deserve special mention.
With your re-election, the club says THANKS.
When a glider is launched by airplane tow the pilot is busy at first getting off the ground safely, but then it's just a matter of staying behind the tow plane. Doing this, the pilot doesn't worry about speed or climb angle, for he has no control of either (he has some control of speed by communicating with the tow pilot). As you know, it is different during a winch tow, for the pilot must try to control both climb angle and speed.
How much control of speed does the pilot have during winch tow? Have you heard someone say that, when on winch tow, pulling up to a steeper angle should cause you to go faster? Well, that would be true if our speed control were "tight". Examples of such a system are aircraft propeller -governors or automotive cruise controls. But automotive engines controlled by a throttling butterfly valve are droopy; that is, an increase in load causes a reduction in speed. Likewise, a reduction in load causes speed to increase.
So, on our winch system, when pulling up to a steeper angle the trigonometric ratio that should produce more speed also loads and slows the engine, so the speed is almost unchanged. The only effective speed control we have is via the radio link to the winch operator.
Up to a point, increasing the angle of attack increases the rate of climb, so some of our pilots just pull the stick back to the stop and sit there f,d,& h. The 2-33 and 1-26 tolerate this and the weak link usually holds, tho the stress on the wire is definitely increased. This procedure is not acceptable when flying our other planes. Too much back stick puts the Zugvogel in a deep drag, mushy condition, and with the Blanik the drag can easily break the weak link or break the wire at a worn spot.

How does one establish the optimum angle during tow? Up to now we have relied mainly on the apparent angular relationship of the wing tip to the lateral horizon. Put in other terms, it,is "seat of the pants", or "whatever seems right". Because it is so difficult to determine the best angle while on winch tow, I have been intensely interested in the devices made by Gene Ogden and Jim Anderson. These were just the first models, and I'm sure improved models are forthcoming, perhaps by other members. With some such device accurately showing the angle of the glider we can determine the best angle for each glider, and members will be able to achieve better tows consistently.

(for additional detail, see the statement posted on the trailer bulletin board)
Things are pretty much the same as far as club maintenance goes. Last time the Ford truck was reported as returned to service, since then it has become apparent that the brakes are bad on it. So although it starts and runs great, it doesn't stop so well. Until further notice do not use the Ford.
Thanks to Jim Anderson, the radio situation has been cleaned up considerably on the winch. Wires no longer dangle everywhere, as a result it's easier to set up the radios for operation, and we will probably have fewer problems with the radios. Along with organizing and rerouting the wires, Jim has included an on/off switch on the main box, a separate box for the speaker, and a jack for a headset. It's a tremendous improvement.
The wire has been changed. We got over 500 tows on that wire. There is also some experimentation with a simpler method of splicing the wire. If it is successful everyone will be briefed on how it's done.
Prior to April, some of you may have noticed that the winch seems to lose power at higher throttle settings. Initial diagnosis indicated that the problem was caused by a clogged air filter. The filter was replaced in early April, so if you have any problems with power from the winch, please advise me as soon as practical.
A replacement engine for the current or future winch has been purchased. It will need to be overhauled, but it's a good core, and the price was right.
Ken Swanson has found a winch for sale in Canada. It sounds like it is similar to what we have now, and we are waiting for pictures and more information. The price they are asking is probably much less than it would cost to build one from scratch.
That's all for now. Again if you experience any maintenance problems, have any maintenance questions or comments, please do not hesitate to call me, or leave a note in my box.
Editorís note: Bruce and A.C. deserve special mention for the timely repair of the tow truck clutch. The truck was not "down" a single flying day.

The March 19th general meeting, the main purpose of which was to hear committee reports and elect a Board of directors was well attended with 20 members either in person or by proxy.
Secretary Joe Rogers reported that the equipment transfer from the Prescott Soaring Assoc. to the Prescott Soaring Society is almost complete.
Jim Anderson presented a club financial summary, the most noteworthy item being that the Blanik loan had been reduced from its original $10,000 to $6174.63 in the past 12 months.
Maintenance items included:
1) Replacement of the tow truck clutch.
2) Oxygen system installed in the Blanik.
3) Winch radio reinstallation.
4) Club parachutes being repacked (no excuses now not to use them as required by Regulation.
5) Repair of two of the Genave VHF radios
Joe Rogers gave a little "show and tell" of the multi-channel battery charger he is developing. and of a method of doing some recording of wire tension during flight. (more on both of these subjects in the future).
After the election of officers, the meeting was adjourned.

In the "work session" the treasurerís report was presented, the main item of which was that the present Blanik loan balance is $6013.62. (see posting on the bulletin board for additional detail).
A.C. reported on the following maintenance items. A rebuildable Chev. V-8 engine has been purchased for use as either a backup winch engine or to be used for new winch. The clubís Genave radios have been repaired. The tow wire has been replaced. Joeís new battery charger is almost ready for use.
The club equipment title transfer is mostly complete except for the official change of addresses. Joe requested that someone else take over that responsibility and Dent volunteered.
Bill Webster of the State Land Department visited the operation Thursday March 25th when some of the members were flying. Billís plans are to move the hang-glider operation to another state land section.
Dick requested that the board members bring recommended by-law changes with them to the next board meeting.
Joe suggested that the Board work on getting a set of club flight rules published (as required by the by-laws). Jim volunteered to get some samples of other clubís rules and make them available to the board members by the next board meeting.
A.C. presented a list of gliders suitable as a possible replacement of the Zugvogle. Considering the criteria of affordability, all metal, easy flying, aerobatic and high performance, the list gets pretty short. It was suggested that the Zug. might get more use if it were easier to get out.
At Dickís request, Jim will make his modified "angle of climb" indicator available for more evaluation.
Some experimentation has been done downloading GPS tracks of soaring flights onto a computer using DeLorme "Street Atlas, USA" This can be useful for the documentation of informal contest or cross country flights. More about this as a future newsletter article.
Transport of Jerry Barberís damaged truck (for use in building a new winch) from Cottonwood to PSS was discussed. A.C. will ask the Davisís, who live next to the winch, what they would charge to get it over the hill.
A spring work party is scheduled for Saturday, May 29th at the field. One of the main activities will be mowing the grass/weeds in the compound but there will be other chores also.
A general meeting is being planned for sometime mid-late June. The next board meeting is planned for April 22.

The Treasurerís report was presented and was reported to be exactly the same as at the previous board meeting. Nine members have not, as yet paid their Jan/Feb dues.
The Flight Chairmanís and Maintenance Officerís report included: The Zug wing was dinged due to careless ground handling primarily by the tow truck driver. Future preventive measures might include having two persons walking wings, a longer tow rope and the driver paying a little more attention to what he is doing. The winch air fliter was cleaned. The 1-26 battery latch needs better pre-flighting as it came out of its box on one of Dentís flights. It was agreed that glider pre-flight checklists were a good idea. A.C. and Bruce will combine talents to have them made up.
The "hang-up on the wire" incident was discussed and what policy/procedures changes are necessary to preclude it ever happening again. (See the following article "Procedure Changes" for more detail).
Samples of a flight manual and recommended by-law changes were passed out for review.
For attitional detail, see the Board meeting minutes posted on the trailer bulletin board.

Donít be a waldo pecker flyer............... think ahead Pecker



Like most incidents/accidents, the cause Jimís incident of not being able to release from the tow wire can be traced to a chain of events rather than any single cause. To preclude that type of event from ever happening again, several corrective actions have been or are being implemented.
First, the weak links have been modified so that there is only one ring on the link and it is clearly labeled as to which glider it applies to.
Second, it is required that each dayís operation have a qualified line chief in attendance and in charge of all ground operations. The line chiefís duties, along with a list of qualified members (as deemed by the Board of Directors) are included below. It is hoped that the line chief will be a volunteer from those members normally in attendance and that a formal roster will not be required. If anyone feels that they should be, or should not be, on the list, mention it to Dick Townsend, thatís what he is getting the big bucks for.
Third, a check list will be posted on the winch which will include an item to insure there are cutters available before any tows are pulled. Future modifications of the winch will, hopefully, include a guillotine so that the wire can be cut without the winch operator leaving the cab.
Last, but certainly not least, people must start paying a little more attention as to whats going on, especially the pilot-in-command who is ultimately responsible for the safe outcome of the flight. There are checklists in the gliders, USE THEM. Another problem source is the informality we have at the take-off end. Members wander around the gliders being readied for take-off and members , other than the line chief, come out and chit chat with the pilot/passengers at a crucial time when the pilotís full attention should be in preparing for the flight. Most clubs do not have this problem as their flight line is located a long ways away from the "peanut gallary. Simple solution, if you are not the pilot, passenger, line chief or tail holder, stay back away from the gliders.
The club is not the little 8-man operation that it used to be where most members were seasoned pilots. We are a 32-member club with a whole range of ages, levels of skill and experience. It now requires a little more formality in its operation.

A Line Chief shall be designated to expedite operations at the launch end. The Line Chief shall be a member in good standing, and be familiar with all operations.
Basically the Line Chiefís responsibilities are:
Assisting the pilots in pre-flight preparations, hooking up the gliders, performing first-flight release checks, holding the wing and watching for traffic and/or other obstacles to take-off.
Maintaining safe and efficient operations at the launch areas.
Maintaining (or assigning someone to maintain) the flight log.
Establishing flight time limits based on the number of members and available gliders.
Informing flying members when they are near their flight time limits.
Informing flying members if there is a change to their flight time limits as a result of wire breaks or other conditions.
Keeping the tow truck staffed and responding to the needs of the operation.
Insuring that waiting gliders are clear of active runway.
Informing winch operators in advance when it is their time to fly and arranging for their replacement.
Assigning members to assist in the prelaunch preparations of the glider.


A more detailed explanation of the Line Chiefís duties can be found in the Policy and Procedures Manual.

..................................................article by Edward
"Every body continues in its state of rest, or of uniform motion in a right (straight) line, unless it is compelled to change that state by forces impressed upon it." ..............Isaac Newton, The first law of motion, Principia Mathematica.
When is the last time you spun an aircraft? When is the last time you practiced recoveries from unusual attitudes? Been a while right? As glider pilots we spend alot of time on the edge of stalls while thermaling... ... well ... everyone but myself. Anyway, while you are dancing around on the inside of your favorite thermal, your controls are set up in just the right way for you to stall and spin. To add fuel to the fire... some of us thermal under a thousand feet .... not much room to recover, and unless youíre very current with spins and spin recoveries ... well could find yourself with a serious mouthful of dirt.
Now, I can hear some of you out there ......."I have been flying for 200 years and I have never accidently just spun an aircraft". Well, Im proud of you .... but it only takes one time to spin in the wrong place at the wrong time. Now despite popular opinion.... I myself do not remove myself from such a set of circumstances ..... if you are a pilot and you fly... it COULD happen to you. So.... what do I do to reduce my chances of eating Mother Earth? I stay VERY current with stalls, spins and recoveries. I spin the plane I fly every chance I can ... and I spin it in every configuration I can get it into. I know exactly how much room I need to recover, Iím very familiar
with how the plane flys and feels just before, during and after spins, stalls, and any unusual attitude. Now Im not saying that I think you should be up there doing it as often as I do. Some folks just donít like such things .... and that is respected. But shouldnít one do these things now and then just to stay current?
Spins can be fun if done properly and at a safe altitude. And there are so many ways to do it. Try a regular spin... try an "over the top" spin... try recovering from a spin on a certain magnetic heading. While having all this fun you are also staying current and learning a lot through incidence.
I am NOT saying you should just go out and do these things all alone. If you havenít done them in a long time ... get an instructor to go with you ... and while you are up there..try some recoveries from unusual attitudes. If you area student, DO NOT TRY THEM ALONE! During your training you WILL receive instruction on spins and stalls.
MOST gliders are very benign in the spin mode..that is that they donít have any nasty habits while spinning and they recover quite well,as long as the proper technique is used. I have spun...or tried to spin, every plane I have ever flown.... including power planes except for the Piper Arrow I fly now and then .... and I donít spin the Arrow because its "placarded" against doing intentional spins. I have spun planes least from my perspective, had rowdy spin habits, but none of these were gliders. And they ALL recovered well when proper technique was used. All of us ... from the student to the 10,000 hour glider pilot can spin by accident .... and it CAN kill any one of us. Remain educated and current. and remember that it isnít the spin that kills ... its the lack of a timely or proper recovery technique that will permanently implant your control panel in your forehead.

The photographer for a national magazine was assigned to get photos of a great forest fire. Smoke at the scene was too thick to get any good shots, so he frantically called his home office to hire a plane.
"It will be waiting for you at the airport!" he was assured by his editor.
As soon as he got to the small, rural airport, sure enough, a plane was warming up near the runway. He jumped in with his equipment and yelled, "Let's go! Let's go!" The pilot swung the plane into the wind and soon they were in the air.
"Fly over the north side of the fire," said the photographer, "and make three or four low level passes."
"Why?" asked the pilot.
"Because I'm going to take pictures! I'm a photographer, and photographers take pictures!" said the photographer with great exasperation and impatience.
After a long pause the pilot said, "You mean you're not the instructor?"

Kenneth Moranís application for membership was approved on 3/14/99. Kenny is a student glider pilot, lives here in Prescott and is a painting contractor by profession. Welcome to the club, Kenny.
a little applause, please:
Bruce Anderson solos in the 2-33, February 28th, 1999.
Jim A. passes his glider commercial written exam.

To act as pilot in command of an aircraft carrying passengers, the pilot must have made at least three takeoffs and three landings in an aircraft of the same category, class, and type within the preceding
A. 90 days
B. 12 calendar months
C. 24 calendar months
Answers on page 7
(Edís note: Three landings on the same flight do not count.)

Madam Librarian:
Rhonda has volunteered to organize and maintain a library of soaring related material for the club. If anyone has any books, magazines or other literature that belong to the club, or that you would like to donate, get in touch with her. Also, if anyone has an old, but usable, book case they would like to donate, contact Rhonda or one of the board members and arrangements will be made to pick it up. Thanks Rhonda.

February was another banner month as far as total number of flights, a total of one hundred five. Things picked up a little thermal-wise also as there were thirty flights of fifteen minutes or more. Gene and Daryl each had a sixty minute flight, the longest of the month.
Thermal activity picked up considerably in March. There were 6 flights of over 60 minutes, one by Brett being 90 minutes, the longest of the two month period. Twelve other flights were over 30 minutes. Also, the last weekend in March there were several flights exceeding 10,000 ft. in altitude. Dent and Mike each had flights above 12,000 ft, Dent in the 2-33 and Mike in "Ol Wood Rot". (Which brings up a question.....are termites considered passengers, and would they have to wear itty bitty parachutes?)
The Frequent Flyer trophy for the February/March period goes to A.C. with 16 flights (not counting flights with students) followed by Ken and Dent with 15 each. Five members did not fly at all during this period.
March came in like a lion weather-wise with no flying the first weekend. The weather cooperated the second Saturday but the tow wire didnít as there were four (yes, you heard right) four messy wire breaks. Kind of slowed things down for the day. Yet the next day, there was not a single wire do you figure it? Saturday the 20th was very windy but there was a good turnout of hardy (but not too bright) souls so we flew anyway. No problems except to keep your lunch from blowing across the prairie.
Sunday, March 28th the tow wire was changed out before the dayís flying. Bill B., Jim, Mike and Brett took care of stringing the new wire out while Mikeís son and daughter rode along to keep Mike straightened out. Sweetheart rode along also to give Bill a good "licken" should he fall asleep at the wheel. A.C., Ken, and later, Bruce, Dent and Ed took care of removing and bundling up the old wire. (By the way, if anyone wants a roll of slightly used wire for Slinkies there are a few available). The activity went off without a hitch and was completed by 11:45, ready for the dayís flying. Thanks to all who came out and helped and if I have forgotten to mention anyone, my apologies.Flight Sumary

Board of Directors Meeting: May ??, 7:00 p.m., @ Dick Townsendís home.
Spring Work Party, Grass Cutting and other Needed Tasks, Sat. May 29th, 9:00 a.m. at the compount (where else).
General Meeting: June 18, 7:00 p.m. Yavapai College, Bldg. 4, Room 112. Mark your calendars.
Weekend Soaring: Sat and Sunday, approx. 10:30 AM, weather permitting.
If anyone has anything that they would like to include, get it to the Editor typed , or on a floppy disk in word processor format, call and dictate it if its not too long, or e-mail it to me,
Remember, articles must be suitable for a family newsletter and must be submitted to the editor by June 20th, 10 days prior to the publishing date.
If anyone wants, I will include a column for free aviation related want ads. They must be from members and be limited to 20 words.

The Editor would like to have a reporter(s), who flys regularly, to report interesting things that happen on those days when he , the editor, is not present. Any volunteers?
Donít forget to check your mail folder in the plastic file box located at "flight headquarters" i.e. trailer when you come out to fly. Also the bulletin board has some interesting material about club activities. It was noticed that some members had not cleaned out their folders in a long time. For example, there was a notice of the Wright Bros. first fly-in in Bobís folder, (just kidding).
Answer: (A.)
The views expressed in this newsletter are those of the individual "authors" whether of sound mind or not and not necessarily those of the Prescott Soaring Society.
Do you have the stall speed, maneuvering speed, max tow speed and redline speed committed to memory for the gliders you fly. If not, you should. Take a few minutes, look them up before you fly next time so they are fresh in your mind.Speedy