ISSUE NO. 9, July/August 1999
JIM ANDERSON, EDITOR
President..............Dick Townsend, 776-9588
V. President......John McCutcheon, 778-9426
Secretary......................Joe Rogers, 775-4463
Treasurer.................Jim Anderson, 771-0011
Maintenance .....Bruce Anderson, 775-4859
Instructor................A.C. Goodwin, 445-1889
Prescott Soaring Society's Web site (created and maintained by Bill Thrift)
THE TREASURER'S CHEST:
Please, members, pay your dues in a timely manner. Most do but a few don't. The club treasurery is not that flush and it counts on getting your monies in a timely fashion. I hate to send out reminders but sometimes it's required.
Checking Account $426.98
Savings Account $1,637.86
Blanik Loan Balance $5,687.55
(for additional detail, see the statement posted on the trailer bulletin board)
(Editor's note. Since there was some interest expressed at the field the other day in the "Early Bird" program, I am enclosing an e-mail note that I received from Bruce as a reminder as to what the program is. If you students, or anyone else, are interested, talk it up).
Here is the list of folks that at least do not object to being called to go flying early. In all honesty, everybody on the list seemed enthusiastic
about the idea.
So here is how this should work. If you want to get out to the gliderport early so you can get some pattern flights in before the normal day of flying, you start calling the other people on the list.
When you have enough people who have committed to come out to help run the operation, get the airplane out and run the winch, etc., then you call AC and make an appointment. If he agrees, then you call back the people you contacted and confirm the time. Then be at the gliderport at the arranged time. Try to
contact everybody on the list, the more folks who come out the easier the workload will be on everybody, Except AC. If you don't think that you have enough people who have committed to run the operation, call AC anyway, maybe he can then drum up some support from other members to help.
AC has agreed that he will work with this system. He doesn't seem to mind getting out to the gliderport early, he just doesn't like to get out there and hang around alone for hours before anyone else gets there. If you agree to be at the gliderport at a certain time, try to make every effort to be there. This will only work if we live up to the commitment to be there.
This method is more complicated than just showing up at the glider port, but it has a number of advantages over just getting there and drawing a card. There will be fewer people there to compete for slots, since most of the other members don't show up until later in the day when there is a better chance of soaring flight. Since everybody there just wants pattern flights, there will be a faster turnover of flights, resulting in more opportunities to get flights in. Also since there will be quite a few launches there will be plenty of opportunity to train on operating the winch.
SPRING WORK PARTY:
The Spring Work Party was just marginally successful. The combined effects of being scheduled on a holiday week end day and blustery winds limited participation to just a few dedicated members, Dick, Ken, Daryl, Rhonda, Gene, A.C. and one bunny rabbit. Not a great showing for a club with 32 members. The major accomplishments were cutting down some cactus and repairing the broken spring on one of the glider trailers.
GENERAL MEETING SUMMARY: (6/18)
A dismal turnout. Only eight members were interested enough to show up, Dick, Daryl, Rhonda, A.C., Ken, Nancy, Jim and Fred. Three members of the BOD didn't even bother to show up. Obviously with that few attendees there was no quorum so no official business could be conducted.
A treasurer's report was given, a copy of which can be found on the trailer bulletin board and is essentially the same as that presented in this edition's financial summary.
Dick reported on the sale of the blue canvas cover to Ben Barrentine for $200. Dick and A.C. trailered it down to Wickenburg for delivery.
A.C. stated that the Zugvogle wing has been repaired and the ship is flyable again. Which brought up the question as to whether the person primarily responsible for the damage (the driver of the tow truck) should be held accountable for the damage. It was the general opinion that he should get at least a verbal reprimand since he made no apologies nor made any offers to help fix the damage.
The machine shop work on the winch replacement engine is nearing completion.
There was interest expressed in getting the early bird program in operation.
Dick presented a summary of some of the by-law changes being considered.
Guest speaker Dick Kevern gave an informal presentation on some of his experiences crewing for cross country flights some of which were for Dick T. It was very informative and provided valuable tips as to what's involved in supporting cross country flights.
Jim provided the results of a flying search for suitable landing sites he and Dick T. made should anyone ever want to try a cross-country flight to Seligman or Ashfork. A map with marked potential landing sites can be provided if anyone is interested.
A.C. presented a brief tutorial on altimeters, oxygen systems, and variometers. It was a good refresher for all of the attendees and is information that will be needed by the student when taking the practical test for the private glider rating.
The meeting was adjourned at approximately 9:00 PM.
Note: Dick T. would like members' feed back regarding which day
of the week is best for General Meetings. If the last two are any indication,
Friday is definitely not good.
Ed Kiger's membership application was approved June 18th. Ed lives in Paulden, is retired and I believe, a current member of the EAA. Welcome to the club, Ed.
Brett Austin has requested inactive status effective June 1st. Brett is moving to Prescott Valley and has volunteered to help with the damaged Blanik restoration.
Mike Guida has requested inactive status for his annual treck to Logan Utah for the summer.
I don't know whether this is true or not but it was reported that Dick was driving home north on highway 89 after a day at the field and Becky calls him on the cellular phone and tells him that she has been watching the local TV news and it was reported that there was a "wrong-way" driver on 89 and to be careful.
To which Dick replies, "One..... heck, there's hundreds of em!
UNDERSTANDING ENGINEERS: Brett was riding across ERAU campus on a spiffy new bike when Geert stopped him and asked where he got the neat bike. Brett replies that a beautiful co-ed rode up to him on the bike, got off, took off all her clothes and said "Here, take whatever you want". To which Geert replied, "Good choice, the clothes probably wouldn't have fit anyway."
Editor's note: These events are entirely fictitious and any similarity
between the names used and those of club members is entirely for fun.
The PSS "Bored" of Directors has the responsibility to prepare a "flight manual" for club use. In so far as they have not done this, I offer the following for use in the meantime. Wal-do do Pecker
All club operations must be conducted in accordance with the F.A.R.'s, F.A.A.'s, V.O.R.'s, N.D.B.'s, F.B.I.'s, C.I.A.'s and C.F.I.G.'s. Note that F.A.R.T.Z.'s are specifically excluded from this list. These may be violated occasionally (but only if you are downwind).
No person may operate an aircraft in aerobatic flight......
a) Over any congested area of a city, town or settlement. (following club pot-lucks the outhouse might be considered a congested area)
b) Over an open assembly of persons. (what in tarnation is a open assembly of persons? If you can figure that out then always do your maneuvers over a "closed" assembly of persons. Then you will be perfectly legal)
c) Within the lateral, unilateral , bilateral or bisexual boundaries of the surface areas of Class B, Class C, Class D or Class E airspace designated for an airport. (note here that if your airspace is not very "Classy" you're O.K., also those airspace areas below the surface are excluded.)
d) Within four naughty-cal miles of the centerline of any Federal airway. (I don't know what makes these Federal airways naughty unless it has something to do with Clinton).
e) Below and altitude of 1,500 ft above the surface. ( if you can do your maneuvers below the surface then you are legal and you should join the submarine corps.)
f) When flight visibility is less than 3 statute miles. (need a little clarification here, are we talking "Statute of Liberty" or "Ulysses S. Grant" size statutes.)
No aerobatics directly off tow in club ships. (do your aerobatics while still on tow as this really gets the attention of the winch operator. (This is not considered free-flight and is, therefore, perfectly legal....no loops though).
No aerobatics in club ships with a passenger unless you have parachutes that have been packed by a certified travel agent in the last three minutes. (an exception to this Reg is if your passenger is your mother-in-law, then she doesn't need a chute.)
To summarize and simplify these regulations (down to gooney bird level) so we can all understand them, it means that aerobatic flight (any maneuver where you have to move the control surfaces) is illegal anywhere in the State of Arizona except a 10 square- foot area in the S.E. corner of Section 18 and then only below the ground, between 1,500 and 18,000 ft above the ground, and then only on a clear day with nobody or no thing watching.
Smoking or Chewing in Club Ships
Smoking, or chewing, is prohibited in clubs ships unless it is pot and then only when accompanied by a certified pot instructor (CPI). (when there are no thermals, how else are you going to get HIGH?)
Clear of Clouds;
Always remain.......500 feet below, 1,000 feet above, and 2,000 feet horizontally. (this is a toughie, how do you remain 500 ft. below, 1,000 ft above and 2000 ft horizontally all at the same time. The obvious answer, to be legal, you stay right in the middle of them.....and hope no one else is in there. While there, you can probably get a little unusual attitude practice.....like with no wings.)
a little applause, please:
Jim A. passes his CFIG written exams, (the knowledge test portion on May 10th and the Fundamentals of Instruction portion on May 17th.)
On May 22nd, a rather breezy day, Jim A. completes the oral and flight tests requirements with Jim Burch and earns his Commercial Glider rating.
I would like to thank Bob and Ken for coming out early on a breezy Saturday to provide support (both moral and ground) for me so that I could do my flight test with Jim Burch. Thanks also to A.C. for all the pre-test help in getting me ready for the oral exam and for coming out early to fly with me one last time before my flight test. The next step, I hope, is to get my CFIG ticket.
First about cloud clearance. The regulations say that if you are in controlled airspace (where we do a lot of flying within the lateral limits of Victor airways), more than 1200 ft. above the surface but less than 10,000 ft msl you must stay 500 ft. below, 1,000 above and 2000 ft horizontal from clouds. Also, in controlled airspace or not, if you are more than 1,200 ft. above the surface and at or above 10,000 ft msl you must stay 1,000 feet below, 1,000 ft. above and one mile horizontal from clouds. Why are these regulations important to us? Primarily to keep us from getting run over by some big, fast power plane on an IFR flight plan. Often, appropriately rated power pilots will file IFR even though weather is still perfectly soarable from our point of view just so they won't have to dodge around all the little cumulous clouds. And where do they fly? Right down the Victor airways where we do a lot of soaring. Keep you eyes out of the cockpit and your tail out of the clouds.
Oxygen requirements. I am sure you are all aware that the regulations say that if you fly above 12,500 ft. for more than 1/2 hour you are required to have oxygen. Also, if you fly above 14,000 ft you are required to have oxygen all the time. But did you also know that above 15,000 ft you are required to have oxygen available for you passengers. Quoting from Jim Burch's Practical Test Guide "Hypoxia, lack of oxygen, is one of the most serious problems a pilot can encounter. Its symptoms are similar to intoxication, affecting the pilot's physical and mental capabilities adversely without the pilot being aware of the deterioration in performance. Many pilots start using supplemental oxygen above 10,000 ft as a precaution against hypoxia".
Come on boys and girls, the scenery doesn't look any different from
17,000 ft than it does from 14,000 ft. Use your time and altitude to do
some constructive air work or practice cross country skills and not just
to see how high you can go before you become impaired. (Heck, some of us
are impaired before we ever leave the ground). If you want to be able to
brag about how high you got or to go for an altitude badge, then make arrangements
for oxygen. (Chances are if you don't have a barograph trace we are
not going to believe you made 17,000 ft anyway. Anyway, we don't care.)
The correct control position for a take-off in a crosswind from the left is:
a. right stick, left rudder
b. left stick, left rudder
c. right stick, right rudder
d. left stick, right rudder
(Answers on page 7)
Don't forget, 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.
About all you could say about April and May is "Where the hell is all this wind coming from". More weekend flying days were lost, or shortened, in these two months than any in recent memory. For example, in Feb/Mar. there were a total of 186 flights and in April/May only 102. If this keeps up maybe we can have a kite flying club instead of a soaring club. The good news was that on those days when we could fly the thermals were pretty active, both in strength and in turbulence. Many flights reached, or exceeded 12,000 ft and the hour flight limit.
The Frequent Flyer trophy for the month of April/May goes to Jim A. with a total of 16 flights. Ken and Bob were not far behind with 12 and 10 respectively. However, Ken wins the "I Can Hold It Longer Than Anybody" trophy with a 3hr 15m flight on April 17th and a 3hr 25m flight on May 8th.
Glider usage for the months of April/May are shown in the following table.
APRIL GLIDER MINUTES FLIGHTS
1-26 550 21
2-33 644 21
BLANIK 138 3
ZUG 18 1
OTHER 335 3
TOTAL 1685 49
AVE MIN/FLT 34.4
MAY 1-26 370 15
2-33 668 25 BLANIK 522 11
ZUG 0 0 OTHER 355 2
TOTAL 1915 53
AVE MIN/FLT 36.1
Where have all the flyers gone, long time passing.
Where have all the students gone, long time ago.
Pretty corny, but really, where is everybody. The last two or three week-ends has seen great weather but very few have bothered to fly. Its time to shake the dust off and get current
ZUGVOGLE CROSS COUNTRY:
(Editor's Note. This is a recounting of a flight A.C. made right after the club acquired the Zugvogle some years back)
Like most soaring days this Sunday was about the same. Last minute details, the trip to the glider port, rigging the ship, getting the winch ready. One difference was that the A.S.A. was holding a two day contest just over Mingus Mountain at Cottonwood. One of the club members and I were going to enter and fly. It would be our first contest but things didn't work out and we didn't have the ship ready until Sunday. So maybe that is why when I launched I had in mind to go over the mountain and see first hand how the contest looked from the air. Once over the contest site I got caught up with the ships going out on their tasks. I had 1700 ft. and at that point decided to make a run to the nearby airport in Sedona. With no problems, I then decided to run to Flagstaff and then a short 10 miles to MT Humphry at 12,633 ft., the highest point in Arizona. A circuit of the peaks revealed a few patches of snow although the temperature at the take-off point in Prescott was in the high 80's.
It was about this time I discovered my two mistakes, a wind blowing from the very direction I had come from had increased to about 20 mph so I had about 100 miles against a head wind and a day that was not getting any stronger so I figured to go on to the next airport at Williams. I had only 1500 ft agl but I hit a small rough thermal and, working hard, finally got back up and headed for Ashfork, 20 miles ahead. Less distance for the retrieve, I felt.
I made it to Ashfork but was low again, it was getting late, about 4:00 PM. I still had 45 miles to go to make it home. I picked up a good thermal and started out again. One more thermal, which I felt was the last one for the day, so I started my final glide. Things were telling me I just might not make it but I could get over the rough country. I could see a series of small hills leading to the airport. As I glided over the first ones I felt some lift and knew the wind was coming from my right so I ridge soared the last 5 miles to the strip making a straight-in landing. What a relief, one hour of easy flying, four and a half hours of hard work, but memorable.
Board of Directors Meeting (TBD)
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, email@example.com.
Remember, articles must be suitable for a family newsletter and must be submitted to the editor by August 20th, 10 days prior to the publishing date.
The views expressed in this newsletter are those of the individual "authors" (I'll put practically anything in this newsletter) and not necessarily those of the Prescott Soaring Society.