Sunday, July 26 began slowly, with several training flights finding no lift at all around Fairfield. But close to midday some cu appeared over the hills which drifted over and we decided on a POST task of 2 1/2 hours with Burnt Cabins as the first turnpoint. I launched around 1 p.m. and found lift hard to find and center, but eventually reached 5,000' and started toward Burnt Cabins, 34 miles to the northwest, on the ridges over the far side of the Hagerstown Valley. Right after starting I found more lift, so I started again, just after Cathy Larsen in the Discus.
Over the hills we found better lift, and on the far side I climbed up to cloudbase at 6,200' at 500 fpm. I could see the Discus circling a mile or so further on, and we hopscotched across the valley past Chambersburg, heading into a 10-15 knot wind, which I was pretty sure would make ridge running a strong possibility. I was thus able to treat Burnt Cabins almost like a final glide, aiming to arrive at 2,500' so as to be able to go down on the ridge to McConnelsburg or Thompsontown. Another climb to 6,000' near Chambersburg gave me the altitude to head off directly toward Burnt Cabins at 80 knots and to arrive at 3,000' over the turnpoint. With this extra altitude I decided to divert upwind to the ridge leading around to McConnelsburg, which begins with a low ridge in the lee of another, with no landing fields for about four miles. This makes it important to start out with extra height, so if the ridge isn't working, one can still reach some landable fields.
Today the ridge was working, but not very well, since I was down to about 100' over the crest before I was able to sustain at 70 knots. Approaching McConnelsburg this ridge angles round to face the southwest, and today we had a northwest wind. I found myself sinking lower, level with the ridge crest, but hoped lift would improve again when I rejoined the west-facing ridge at the hang-gliding site next to the Omni station. I was by this time much too low to take a turnpoint photo, since the radio masts on top of this ridge were far above me, and I had to do S-turns in thermal lift to climb up to where I could take a photo looking down on the turnpoint. At this moment I could decide to continue climbing and proceed by flying thermals, or retrace my ridge flight to Burnt Cabins and then on north to Thompsontown. I chose the latter, since to the north the ridges swing round to the northwest and I should make faster time running them than I could hope to by flying thermals.
Approaching Burnt Cabins, the ridge ends in a wooded hillock from which one must transition downwind to the Burnt Cabins ridge, the real name of which is Tuscorora Mountain. Today this section was not working well, and I was just able to clear the saddleback around this hillock to where the buzzards were circling on the other side. Joining them in S-turns (because full circles would have been too close to the trees), I was soon able to gain enough height to cross the valley and join the Burnt Cabins ridge just at the crest. This ridge was working quite well, enough to make 70 knots most of the 80 in thermal gusts. I reached for my Styrofoam head protector and jammed it on top of my hat --- which avoids the hardest knocks while running the ridges. Occasionally the wind slackened, and I had to drop back to 60 knots, but all went well until I reached the big gap where one must transition to the big hogback ridge two miles upwind. I scratched around at this transition point for some minutes trying to find thermal lift to reach the 2,000' or so necessary to make the crossing safely. Eventually some birds helped me out and I was able to climb the 400' or so to cross over and joined the hogback ridge at about 1,600', expecting it would work better than the ridge I had just been working, since it faces directly northwest.
This wasn't the case, probably because its slope is much more gentle, and I was barely able to maintain ridgetop height by slowing to 60 and then 55 knots. This way I tiptoed along towards Thompsontown bridge, which is a mile or so out in the valley. Here again I had to scratch around finding thermal lift to climb to 2,000' so as to go in and take my turnpoint photo. Often these ridge thermals mark a lift street which one can run into the wind without loss of height, and one of these allowed me to cross the river and take the bridge photo before cruising back to the ridge again. I arrived just at ridge height and was able to maintain 1500' by slowing to 55 knots, which is the minimum cruising speed if one is to have enough control to maneuver, should one encounter gust and down currents over the trees. The wind appeared to be dropping, and I could see no movement of the leaves just beneath. The ridge top was now above me, and I was having to face up to the fact that ridge lift might not sustain me very much longer. I passed over some buzzards and gained a little, only to sink down to 1,300' a minute later.
At that moment I could continue on and hope for better ridge lift ahead, or fly out into the valley to search for a thermal --- and would have to land almost immediately if I couldn't find one. Instead, I decided to turn back to where the buzzards were circling, and made very careful S-turns to and fro until I had gained ridgetop height again.
This thermal eventually carried me up to 2,000', from which height I felt a little safer proceeding along the hogback ridge toward where the a transition is needed back to the razorback ridge that runs to Burnt Cabins. Up ahead lay the scar on the hillside where the power lines go through, with a cu right above it. If I could make a good climb at this point, I could decide to head back towards Fairfield or transition to the Burnt Cabins Ridge --- which might not be working any longer. Back to the northwest the sky was becoming overcast with blowoff from a big thunderstorm , and this coupled with the uncertainty about ridge lift made me give up on Burnt Cabins and head back to Fairfield once I had contacted a good thermal and was able to climb away from those all-too-close ridges.
My GPS now told me I had 44 miles to go to Fairfield, and with 6,000' at the top of the last climb, I could make it back with the help of a light tailwind. That proved to be the case. I was 1,000' above glide slope half way back and was able to increase speed from 70 to 80 to 90 knots, finishing at 500' in three hours and 21 minutes. Unfortunately my stopwatch didn't stop, so when I checked it after landing it was still going.
It seemed incredible to me that I could have made a fast run to Burnt Cabins, cruised the ridges to McConnnelsburg and Thompsontown, and made a fast final glide home, at an average of only 50 mph. In fact the thermal leg to Burnt Cabins into a 10 knot headwind averaged 51 mph, so the slow ridge running and time spent scratching to transition and climb out was not really the faster option. Abandoning the last leg to Burnt Cabins also cost some time. On landing I heard that Dave Pixton had been forced down even further to the northwest, where the thunderstorm blowoff seemed to be coming from, landing safely at an airport. But that territory is hard to reach by road, and his retrieve probably took several hours. But for a few friendly buzzards, I would have been down not far from Thompsontown, most likely.
Who said a buzzard is hard to love?
I would like to thank Roy McMaster for the fine talk he provided at the club's annual banquet. It was very interesting to hear his perspective on soaring and the soaring community's place within the population at large. "Thanks Roy!"
The club duty scheduler urgently needs your completed duty preference forms to generate the April and May schedules. There is always a shortage of members to fill the season's early months, and this year is no exception. If you plan to be active with the club during the 2000 season, please send your duty preference form to the scheduler ASAP. This will have two effects. The first is that you will be scheduled for duty during the early part of the season, and will get one of your duty cycles out of the way early in the year before the best soaring weather happens. The other is that it will ease the burden on the scheduler during this difficult part of schedule production. Thanks for your help.
On January 19, 2000 the bills for annual dues were mailed. Payment is due no later than the club annual meeting. Members whose dues are not paid by the end of the annual meeting will be billed a 10% penalty for late payment. Members whose dues and other charges are not paid by May 1, 2000 will be dropped from the club roster. Members who wish to rejoin after they have been dropped will have to start the membership process over again with the payment of the initiation fee and a provisional year. If you have decided to go inactive, take the time to let the membership officer know and arrange to clear up any outstanding charges to keep your option to reactivate with the club at a later date.
The club's annual meeting is scheduled for March 10, 2000 at 7:30PM. The meeting will start on time to ensure that we end promptly at 10:30PM. Please show up by 7:15PM to ensure that the meeting can start on time. The meeting will be held at the Frederick Community College Aviation Maintenance Technology Hangar. Attendance at this meeting is mandatory for all M-ASA members. Anyone absent from this meeting must obtain a safety brief from a club Board member or designated substitute prior to flying with the club. Please make your plans to attend this meeting. See you there!!
Over the last several years it has become increasingly apparent that the yellow SuperCub would need more and more care, attention, and money to preserve its utility as a club tow plane. This is the result of over thirty-three years and 4,000+ hours of use in tow service for M-ASA. It finally came to the point of deciding whether to invest many thousands of dollars, much time and effort to bring it back to good condition. Or, alternately, to sell and replace it with an aircraft better serving the club's current needs.
The Board of Directors has decided the better course is to sell and replace it with a Pawnee. The Board has found a buyer willing to pay a reasonable price, given its current condition, and has decided to accept it. The buyer and his wife expect to completely overhaul the aircraft over the next several years. The offer for the SuperCub is approximately 75% of the price of a replacement Pawnee. If the amount currently set aside for an engine overhaul on the yellow cub is added, we should have enough to purchase a Pawnee in good condition. We will keep the red and white SuperCub for tow pilot checkout and low time tow pilot experience gathering. We expect the deal for the yellow cub to be concluded by mid-February. A search for a Pawnee to add to the tow plane fleet has already started. We are looking for a Pawnee in good condition with no more than 800 or so hours since major overhaul on the engine.
On January 8, 2000 the club Grob was being put back into the hangar at Frederick when a momentary lapse of attention resulted in the elevator being backed into one of the upright posts and being damaged. The horizontal tail has been transported to Grob System, in Ohio and is awaiting repair. It is not clear at this point how long the aircraft will be out of service, but everything that can be done is being done to expedite repairs. Everyone should learn from this experience that a little inattention can be very costly. Putting club equipment away should be performed with the same focus and attention to detail as any other activity in soaring.
During the last several years there has been an increasing number of members accessing the airport by taxiing onto the airport from adjacent property. While the Board has no objection to members having access to the airport, to continue to allow this practice without executing an agreement with those involved could eventually result in an "implied easement" onto the airport from adjoining property. This implied easement would then be difficult, if not impossible, to deny to anyone subsequently purchasing the property. The Board is in the process of drafting an agreement which would allow access to the airport only with approval by the Board of Directors under the conditions outlined in the agreement. Those conditions are that the aircraft owner become and remain an active club member, that the aircraft not be used for commercial purposes, that the aircraft owner indemnify the club against damages resulting from such access, and that a fee be paid for such access. The fee is expected to be only that which is considered necessary to represent reasonable consideration. This agreement will prevent the formation of an implied easement and will limit the exposure to the club from such access. It will also eliminate any transfer of the access rights to any one purchasing any of these properties. I have discussed this potential agreement with all of the current property owners who have hangars or are planning hangars on property adjoining the airport. They have all agreed that the club needs to take this action to protect the club's property and future rights. Anyone contemplating purchase of property next to the airport, anticipating access to the airport, should discuss their plans with the Board of Directors prior to doing so.
Word has been received that Tom Sullivan passed away Jan 13 in San Diego after a battle with cancer. He was an instructor and a tow pilot while he was with M-ASA and he devoted his life to aviation. He worked for General Dynamics before retirement and continued to fly with partners even after he lost his medical. Thanks to Horst Eschenberg for passing this sad news on to us. Our sympathies are with Tom's family.
Dave "Rip" Dykhoff, attending Navy Nuclear school in Charleston, SC, prior to his next posting as Executive Officer on the USS Nimitz. Rip sends his regards to all his friends at M-ASA.
I am nominating Gordon Heidelbach for the Campbell Award. Gordon joined M-ASA when we were based at Westminster when the only club equipment we had was a Schweizer 2-22 (s/n 2) for a trainer and a Myers OTW for a tow plane.
Gordon ran the launch operation for the first M-ASA regional contests at Westminster and even then knew how to take charge and run an efficient no nonsense project.
In recent years since reactivating he has shown the same talents and dedication in working for the good of the club. Gordon undertook the refinishing of the main hangar roof at Fairfield. He administered the contract for the construction of the newest trailer hangars at Fairfield, making tough decisions quickly when called for. He was instrumental in the acquisition and installation of the new fuel system at Fairfield. He has worked on numerous smaller, but important, problems for the club without expecting recognition for his efforts.
It is time he got the recognition he deserves.
If you've earned a badge or badge leg, be sure to alert the Convector Editor and let all your friends in M-ASA know too!
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SOARING ASSOCIATION Board of Directors:
Officers:
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FOR SALE: LAK-12, open-class, 50:1 (measured by Dick Johnson), docile handling. As new condition, less than 100 hrs TT. Paint finish. ILEC SB-8 electric Vario with Repeater, Radio, Mylar seals, full covers, tail dolly. Located at FDK. Price: $ 27,000 (no trailer) (Selling half-share only would also be considered) For further details (Specs, Dick Johnson flight evaluation) contact Urs Thierstein, (703) 354-8990 (work), (703) 641-7981 (home) or e-mail RA1TU@aol.com. MOWING SERVICES! As some of you know, I mowed grass last year at the airport in Frederick in order to earn flying money. My sincere "Thanks" to all who helped by hiring me to mow around their glider tiedown spots and trailers last year. To earn extra cash this year, I'd like to offer the same services. Rates are: $10/mon. trailers; $15/mon. for tiedowns; $20/mon. for both. Contact me at 410-760-8364 or by email at Mike36166@aol.com. And thank you for the consideration. - Mike Riley FOR SALE: Entire ASW20BL sailplane now for sale. Cambridge S-NAV, Cambridge Model 10 GPS-NAV and flight recorder, Sage Mechanical Vario, Becker Radio, ELT, M&H Winglets, Shroeder Factory Trailer, lots more. Everything on this plane is in excellent condition. Email for detailed spec sheet. Bill Kautter (301) 776-3401, wkautter@gtco.com or Rick Fuller (703) 250-2840, mfuller@erols.com. (1/2 partnership still available.) |
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Volunteers are sought to bring foreign sailplanes from the port in Baltimore to Elmira during the the last days of June 2000. There are questions to be addressed about responsibility for insurance, customs clearance and unloading from the ships but there is time to do this. Bob Gaines has considerable experience in importing sailplanes. Interested personas can contact Bob via e-mail at: nolaminar@aol.com.
"Hello Bernie,
Since you are a member of MASA, could you please mention at your next meeting taht there will be a few guests bringing gliders into Baltimore for the IVSM 2000 during the first week of July. We need a few volunteers that would offer to bring the gliders from the port of Baltimore to Elmira during the last days of June.
Kindest Regards,
Robert Gaines."
Jonathan Gere once again prevailed as both the Task and Club Champion. Presented with a larger mug than last year with threat of increasing size mugs as he continues to win both these events. Val Brain was runner up in the 99 season task competition. George Green presented Bill Whelan with the Green Trophy for distance flying given for the best declared handicapped distance flight of the year for his 11 July Diamond Goal flight in his Schweizer 1-35C.
Gordon Heidelbach received the Campbell Award for 1999.
Our banquet's keynote speaker, Roy McMaster, received a M-ASA "tea cup" in remembrance of his notable talk highlighting the evening.
Tow pilot of the year honors went to Jim Trygg for his contributions providing tows for the CAP encampment. Jim will receive an engraved glass award to acknowledge his service. Dee Watson again flew the most tows - a repeat from 1998. Roughly one sixth of all 1999 M-ASA tows were done by Dee. Dee will also receive an engraved award to acknowledge her service.
Instructor of the year presentation awards were given to our three instructors who provided a great deal of their time in holding BFR ground schools for our members during he 1999 season. Recognized were Val Brain, Cathy Larsen and Glenn Collins. Vern Chapin again gave the most instruction flights and will receive an engraved glass award to go with his "iron-butt"-for-numerous-2-33-flights recognition. Our 1999 instructor team contributes greatly to our members, particularly our students and our members needing BFR time. Many thanks and public appreciation offered to the instructor team for 1999 which was composed of Val Brain, Rich Carlson, Vern Chapin, Glenn Collins, Tom Judkins, Cathy Larsen, Elmer Mooring, Bernie Paiewonsky, Dave Pixton, Christopher Scarlett, Charley Thurber, Don Turner and Gene Wilburn.
Turning from instructors to their students making their first solos with M-ASA in 1999, notable are Darren Danielsen on 8 May (instructors Val Brain, Elmer Mooring and David Pixton), Mike Vance on 1 August (soloed by Val Brain) and Carlos Reyes on 9 October (soloed by Gene Wilburn).
The next level of flight achievement awarded was that for seven of our students who became rated private pilots during 1999. First was Bruce Andrews a transition pilot, on 18 November. The remaining license recognitions were to students trained by M-ASA. Students receiving a score of 90 or higher received an A+ notation engraved on their souvenir mug. It was a pleasure to note that all students this year scored 95 or higher on the FAA's written exam. Our first two licenses were earned on 12 August by Dan Meyer and Chris Burns; and Jean Posbic earned his pilot certificate on 3 December. The three remaining students deserve special mention and were recognized by a presentation of a lead crystal mug engraved with an A++ notation for achieving 98 or higher on the written exam or "one or none" incorrect answers on the written examination. Paul Rehm and Marly van de Ven both passed their flight exams in difficult weather conditions on 8 October and Gary Baker on 3 December. Paul Missed one question for a 98, Marly didn't miss any questions when she took the exam before joining M-ASA and under extreme pressure missed two questions on the 1999 retake scored 97 - on average Marly missed one question and her average score was 98.5; finally Gary Baker closed out the season's final flight test with an error free written exam. Well done all !!!!!!
In as much as we are all about flying, we recognized thirteen members who made at least one flight every month during 1999. Those sometimes frozen and baked pilots were - Vern Chapin, Glenn Collins, Jay Dickhoff, Bill Donahoe, Michael Higgins, Tom Judkins, Bill Kerns, Paul Rehm, Mike Riley, Charley Thurber, Ray Watson, Bill Whelan, and Gene Wilburn.
Recognition was given for three badges earned during 1999 - Bill Kerns, Bronze; Mike Riley, Silver; and Tom Judkins Gold. Following Recognition for soaring badges three members were recognized for attaining diamond legs for their soaring badges - Mike Riley, Diamond Altitude at Minden Nevada on 3 July; and Tom Judkins and Bill Whelan, Diamond Goal for the Frederick, Carlisle, Winchester and return triangle flown on 11 July. Each of these members received a special edition crystal M-ASA mug. Special note was made of Mike Riley's other 1999 accomplishments including soloing in three different single place gliders, being awarded the Gogos scholarship that allowed him to fly for a couple of weeks in Minden Nevada, and award of a Single Lennie earned on his Diamond Altitude flight to 30,000 feet on 3 July.
As no club can operate without its Directors and Officers, the awards and recognition presentations closed with appreciation offered to our directors - Tom Judkins, President; Elmer Mooring, Vice President; Gordon Heidelbach, Director, Bill Kerns, Director; and Dave Leizer, Director. Our two remaining officers are Bill Whelan, Secretary and Elizabeth Judkins, Treasurer.
As she was attempting to escape recognition, Elizabeth Judkins was recalled to the front of the room and presented the 1999 M-ASA Member of the Year award and crystal mug for her unswerving dedication to all her duties as our Treasurer and for her efforts far beyond the call in writing and maintaining our flight record and operations tracking software.
All members noted in the foregoing recognition summary received a 1999 M-ASA mug with their respective achievements graved on the reverse side. A very special thanks goes to Paul Rehm who made the bases for the awards presented during the evening. These were fabricated from oak lumber over 50 years old that Paul collected from a barn he took down several years ago. Also, thanks go to our second volunteer, Glenn Collins, for his help in preparing the presentation mugs for etching. And final thanks goes to Christina Thurber for being willingly drafted to complete the masking on a number of the presentation mugs. Glass awards and mug engraving by Charley again this year.
And thus closed a gala evening.
Editor's postscript: All M-ASA members would be greatly remiss in not acknowledging the extremely generous and creative efforts of our Chief Flight Instructor, and "jack of all trades", Charley Thurber who again gave so generously of his time in so many causes throughout the year. Without Charley's extraordinary creative efforts, none of the beautiful and highly unique crystal awards given at the banquet would exist.
Exciting Flight??!? Share the story. Send details to the Convector editor: email to Tinwings@aol.com
Nominations for M-ASA director are due between Feb. 4 and Feb. 18, by mail or e-mail, or verbally at the Feb. meeting. The by-laws specify the acceptable time, and also that nominations will be made only to the president (Tom Judkins), the Vice President (Elmer Mooring), the treasurer (Elizabeth Judkins), or the secretary (Bill Whelan). Prior permission must be obtained from the nominee. Directors whose terms are continuing are Tom Judkins, Bill Kerns, and David Leizer. Those whose terms are expiring are Gordon Heidelbach and Elmer Mooring. They are eligible to run for re-election if they consent to do so. The secretary will mail secret preferential ballots to all full members, however any vote returned by a person who has not paid dues will not be opened. Ballots will be counted at the March meeting, newly elected directors will be announced, and then members will elect a president from among the five directors.
(reprinted from Jan00 Convector)
The snow is coming down as I write this, and warm weather seems a long way off. However, there's only four short months until our contest and great soaring weather! Planning and preparation for the contest are coming along nicely (translation: I haven't yet realized that I'm probably in serious trouble). Six contestants are now signed up for the contest, including four who registered via the SSA contest web site. Five of the six are people from outside of our club. We plan to fly three classes of competition this year: Standard, 15 Meter, and Sports Class. Flight documentation will be done by turnpoint photographs or GPS flight recorder as we did last year. Contrary to some rumors, GPS is not mandatory for regional competition this year.
Our most pressing need at the moment is for some M-ASA member to step up to the job of Scorekeeper. This is a key position in the contest, but doesn't require much time before the contest begins. The principal attributes for the position are a commitment to the job and the ability to work with numbers (you don't even have to be able to add and subtract; the computer takes care of that!); everything else can be learned. Carmen Waters and Juanita Koilpillai, who are both highly experienced at this position and very handy with computers, have agreed to train one or more persons to be the Scorekeeper and to help with scoring during the contest. What we need is a person each day to function in a lead role, provide continuity, and help spread the workload so that one person isn't saddled with everything. The Scorekeeper is responsible for keeping track of the distances and times flown by all contestants each day, entering this data into a computer, and producing the score sheets. You'll get to work with computers and all of the contest pilots, help download the GPS data from the flight recorders, assist the Contest Director in task planning, prepare the results of each day's flying, and do other cool stuff.
Jim Chick has agreed to be the Chief Tow Pilot for the contest. Jim and I will work together to create a tow pilot schedule for the contest. M-ASA has close to thirty qualified tow pilots, so those who want to fly the contest need to get to Jim or me pronto with your preferences. Once again, Jan Scott has generously offered to supply our contest with a tow plane as he did last year. This is a big help, and it is much appreciated. Thanks Jan!
Reservations for the contest banquet have been made with (where else?) the Hickory Bridge Farm. Cathy Larsen has volunteered to help with the cookouts (which is kind of amazing because she is also going to be flying the contest), and John Duryea has agreed to handle the turnpoint photo processing this year.
Operations Directors, Start and Altitude Gate Directors, Sniffers, Facilities Managers, Office Managers, Food Coordinators, and Line People, where are you? I know you're out there, and I've got your names and phone numbers! Please contact me and let me know what you want to do and when. Preston Burch
A day before the November 27 "near-miss" incident between a glider and a Lufthansa 747, I was on a transatlantic flight from Dulles to Zurich on board of a Swissair A330 Airbus. I was given permission to spend about an hour in the "jump seat " in the cockpit and admired the electronic displays and miniature side-stick controller. During the conversation with the two pilots, I mentioned the fact that I was flying gliders in the vicinity of Dulles and asked them whether they are aware of the glider activity above Frederick. The answer was negative and we also checked the IFR Navigation Charts and there is no information showing glider activity either.
It is discomforting to realize that it took a "near-miss" incident for the FAA at Dulles to finally request that they be advised of our flying activity. Hopefully, this information will now be included in the Dulles ATIS.
Editors Note: Urs' note begs the question of how glider activity, which occurs thruout the States, is highlighted to pilots flying the "Heavies"???
Gary Baker proudly reports that he is now the owner of "Charlie Xray"... a Pegasus 101AP, 700 hours, N101CX, Minden Trailer with a flying horse on the side, now parked among the trailers out back (i.e. in our "high class" trailer park) at Frederick.
A sailplane race is known as a task (a soaring contest consists of a set of tasks), and last month we looked at the various types of tasks. This month, we will describe how a task is started. Contestants are divided into classes depending on the type of sailplane flown and preferences. The Competition Director (CD) launches the gliders when he determines that there is sufficient lift to safely start the launch. This is one of the most exciting times during the contest as the entire fleet is launched by several tow planes in the shortest practicable time. Four tow planes can launch 30 gliders in approximately one hour, and the constant roar of tow planes taking off with their gliders and shuttling back and landing to pick up another glider, combined with the growing fleet of sleek sailplanes overhead, makes for an impressive and stirring sight. All gliders in a particular class are launched completely before launching gliders in the next class. The task for each class does not open until approximately 15 minutes after the last ship in a particular class is launched. Because the winner of a particular task is determined by who flies the distance in the shortest amount of time (i.e., who is the fastest), each competitor may start when he wants within certain parameters and as many times as they want.
The start time for a competitor can be determined by ground control or by use of a flight recorder using GPS. These two procedures are very different from each other, and we will describe here only the ground controlled start which will be in use at this year's Region 4 North contest. The ground controlled start requires a Start Gate, which is a vertical rectangle 5,000 feet high (AGL) and 3,300 feet wide and is typically positioned at the mid point of and perpendicular to the take-off runway. The plane of this vertical rectangle is established with a pair of strings supported by a pole which the Start Gate Director sights along to determine task start time. The base of the Start Gate must be clearly marked on the ground so that the pilots can see it. The 5,000 foot height of the Start Gate is established by a horizontal pair of strings supported on a metal frame, which is called the Altitude Gate, and is adjusted so that the intersection of the plane formed by these two strings with the Start Gate is at 5,000 feet. Adjustment and calibration of the Altitude Gate is done utilizing a tow plane flying straight and level at 5,000 feet AGL for a reference. An Initial Point (IP) is located approximately one mile from the Start Gate on a line perpendicular to the center of the Start Gate.
Once the CD declares that the task is open, a contestant may start the task by approaching the IP such that a 90 degree left turn will be made directly over the IP onto the start course. Sailplanes are given a task start and start time as they fly through the gate in the specified direction. The pilot notifies the Start Gate Director when over the IP, and proceeds to the Start Gate when acknowledged by the Gate Director. As the nose of each sailplane passes through the Start Gate, the Gate Director will transmit "Mark." The Gate Director will announce "Good Start" or "Bad Try" along with the respective call sign as soon as practicable after each start. A "Bad Try" may be given if the sailplane is not within the lateral and vertical limits of the Start Gate, starts in the wrong direction, does not make the left turn at the IP, is too close behind the preceding sailplane, or is overtaking the preceding sailplane.
Another element of the task start is the Start Time Interval (STI). The STI is announced by the CD as a part of the task, and is the maximum time that may elapse between a launch and the first start, or between successive starts. The idea here is to set a STI which will prevent a pilot from soaring to the first turnpoint, starting the task, and then proceeding to the second turnpoint, thereby shortening the task time while photo documenting the turnpoints in proper sequence (these guys and gals are very competitive!). If a pilot exceeds the STI, he must land, take a new start board photo, and relaunch. What's a start board photo? Tune in next month and we'll talk about that and some other esoterica like the photo defense.
This year there will be over 75 duty assignments for each field. If you want to fly this summer and get your duty assignments over, please send in your preference. You can email the assignment preferences to RaySWatson@aol.com or mail the form that you have received. We urgently need preferences for members so that the monthly duty schedule can be prepared. The deadline date for the next listing is February 16th so that I can prepare the schedule and send it to the Convector. Editors Note: Folks!... if you care where you do your OD assignments you gotta get Ray this critical info pronto... else you will get scheduled wherever necessary to..."fill the holes"!!!!!
There is a glider "population explosion" in process at Frederick. In the past 12 months, two Libelle 301s, one ASW19, one SGS 1-35C and one Pegasus 101 have joined the private ownership fleet!
| Frederick | Fairfield | |||||
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| Day | Operations Director |
Tow Pilot | Assistant OD |
Operations Director |
Tow Pilot | Assistant OD |
| 11 | Jason Garver | Sam Harry | David MacVeigh | Mike Waters | ||
| 12 | Rob Myhre | Jane Robens | Chuck Aston | Kevin Savory | ||
| 18 | Carlos Reyes | Gene Wilburn | Kurt Miller | Eric Weinstein | John Hearn | |
| 19 | Ray Watson | Dee Torgenson | Mark Segall | David Pixton | ||
| 25 | Tonas Kalil | Max Ullmann | Richard Latoff | Jim Chick | ||
| 26 | Dan Rovner | Tom Judkins | Peter Blacklin | Jim Trygg | ||