They say growing older makes you nostalgic for the Good Old Days. Not me. I'm nostalgic for the Bad Old Days.
No one today gets lost, even when told to. At least, no one with 100 bucks or so to spend on a WalMart GPS. For 100 measly dollars and $3.00 of AA batteries you can be permanently and precisely Found, absolutely located to within about ten meters by our new guardian angels -- not the stars in heaven but man-made satellites, artificial fixed stars that not only tell you exactly where you are, but also where you are headed, how far you have to go, and how fast you're getting there -- and also say "ding!" when you get there. Hitch your GPS to an in-flight computer and it'll tell you how high you need to be to make it home or to the nearest airport, so you never again have to tell a farmer "the wind quit" and ask to use his telephone, borrow his tractor, or ask him to navigate the retrieve crew from the known world to dogpatch via highways, byways, and dirt tracks that have no names or markers.
In other words today one is no longer lost, as in the bad old days, and gliding is thereby diminished by experience, adventure, and adrenaline. My cross country seminars used to spend time on map reading and dead reckoning: how to plot courses and note landmarks and mark charts, and how to locate an invisible turnpoint within a framework of roads, rivers, and railroads, so that somewhere down there has to be a grass strip amid a thousand others where you must make a precise turn while pointing your wingtip at an aiming point identified by a fuzzy black and white image in a turnpoint booklet that is likely to be upside down.
Today all you have to do is read the numbers and wait for the ding -- about as close to navigation as microwave cooking is to haute cuisine. What we have lost, fellow pilots, is the experience of being lost, the helplessness, the humiliation, the essential human angst of knowing only what you do not know, trapped in a goldfish bowl with an unfoldable chart, while trying to figure out whether the town beneath is really A. Littlestown, or B. Taneytown, or C. Uniontown, or D. Somewhere Else. If A, then the big highway is to the north, the river to the south, and the race track to the east. The airport must then be straight ahead where the road forks, but it isn't. So how about B, etc. Meanwhile the altimeter is winding down and the anxiety meter is rising to panic and one is in danger of just fluttering down like a wounded bird to flop into a field soon filled with people who all know exactly where they are.
Sometimes this scenario is not confined to the private hell of the cockpit but broadcast for all the world to hear, as the ingenue pilot blurts out his predicament to a panel of would-be advisors who ask him "Can you see the quarry?" No. "What about the power station?" No. "The bridge over the river?" What river? and so on until an exasperated voice says "Cut out the chatter. This is a contest frequency," and the bleating of the lost sheep is finally silenced.
I speak with some authority because I was always prone to getting lost. On my first cross country, back in 1957, which lasted six and a half hours, for the last six I was lost, staying up because I had no permission to come down -- at least, not anywhere other than Lasham, where I had taken off. It was a perfect summer's day, and I was flying a red Olympia imaginatively called Red O, to distinguish it from the green Olympia called Green O. I took a winch launch and joined a gaggle of other gliders that climbed to 5,000' before heading off, and of course I followed them. A few miles on we all started circling again and I climbed up with them, except that when I got to the top of the thermal they had disappeared, and so had Lasham. For as far as I could see the trim cultivated fields of Hampshire extended to the horizon. I had no radio, no chart. Fortunately lift was plentiful, so I was able to sport in this nowhere for another six hours before the sun began to sink in the west. I had drifted to the outskirts of a large city, and below was a huge church, a cathedral with its Gothic towers and flying buttresses, which I reasoned must be Winchester, not much more than 20 miles from Lasham to the south, or possibly the southwest, or even the west, which meant heading to the north, or possibly the northeast, or even the east, after due deliberation. In the end the matter was decided by landing more or less directly underneath according to the flutter down principle, on a school playing field, by adroitly avoiding nets, goalposts, and other obstructions. To my surprise, a horde of little girls in school uniforms surrounded the glider, followed by a tall and very severe schoolmarm who said loudly "don't touch it, girls. You don't know where it's been." Actually the retrieve went smoothly, and I was given only a mild tongue lashing (hence the name lash 'em) by Derek Piggott, who was clearly relieved I hadn't rolled Red O into a ball.
When I discovered the New World in 1958 and bought into a 1-26 group with cross country ambitions, I found it even easier to get lost. All the little American towns looked exactly alike and none had cathedrals, so I just had to keep going until I ran out of air. That's how I got my Silver distance. On one flight out of Westminster I reached cloudbase at not much more than 2,000 agl and headed east. Much of the flight was in cloud, using a turn and slip I had purchased while in England, and on emerging some time later looked down to see only water beneath. I was on the edge of the Bay, and landed at Weide Air Force Base, where a pilot obligingly flew me back to Westminster, so I retrieved myself.
Later, in the 1970s, I recall a 300K attempt while headed down to Culpeper, Virginia from Frederick in my Austria SH-1, when I encountered an enormous lake south of Leesburg which shouldn't have been there. Could I have overflown the turnpoint? Should I turn back? To heck with it, I pressed on and found the airport at Culpeper with its glider operation that I had visited only two weeks earlier while on vacation. I was able to take my photo and return to Frederick, and on landing I asked about the mysterious lake. The advice was: Get yourself an up-to-date chart. The entire valley had been dammed and flooded. But for awhile I was again lost.
In those days flying in a contest at another site was always a challenge, requiring charts to be studied and courses marked and landmarks noted. I recall once flying out of Harris Hill near Elmira over unlandable terrain running fresh out of landmarks with only the vaguest idea of which direction to fly home. I was climbing slowly in what was likely to be the last thermal of the day, and when it topped out I headed into the murk on a compass course in the general direction of where the airport should be. The wooded hills stretched on as far as the eye could see in every direction, and I cruised on for mile after mile, altitude bleeding away. Then, Alleluia! At less than 1,000', the airstrip at Harris Hill, almost level with the horizon. My palms were sweating. 500'. A mile to go. 200'. The airport boundary approaching, and at the finish line, a crowd of onlookers all waving -- those good people! I resisted the urge to wave back, dropped flaps, and landed straight ahead on the runway. My satisfaction was short-lived: I had just grounded the tender belly of the glider on the most abrasive runway in North America. The grinding went on for an age, and a wisp of smoke filtered up into the cockpit. I was quickly surrounded by helpful spectators uttering pleasantries about "Those who Had and Those who Will," but humiliation does not love company. The good news was that Tom Smith, the PIK dealer and fiberglass repair expert, was on hand to work much of that night replacing three out of the four layers of fiberglass left on the runway, so that by launch time I was ready to go again.
Three years ago I finally broke down and bought an entry-level Garmin 38. Designed for campers, it quit at 90 knots, which was unhelpful on final glides, but it introduced me to the new world of the permanently Found. My long-honed navigational skills eroded fast, and my charts were no longer marked with courses and turnpoints. But one day, on a task from Fairfield to York, Carlisle, and back, I followed the numbers out of York and some time later found myself approaching Three Mile Island -- a landmark as unmistakable as the Eiffel Tower. Suddenly I knew again the terror of the Unknown, the awful truth of Garbage in, Garbage out, the mantra of the programmers. My Carlisle coordinates were rubbish, and I was lost, lost, deceived by technology and abandoned to my own devices, my rumpled chart and the lost art of dead reckoning. In fact, what I did was to change my GPS turnpoint from Carlisle to Roxbury Dam, a turnpoint in the same general direction, and follow the numbers until Carlisle hove in sight. A close call. I could have fluttered down into a field near Dillsburg or East Berlin or wherever. With one difference: today you know exactly where you are in latitude and longitude, to three places of decimals, within ten meters.
And that's progress.
V.B.
It is now March and the beginning of the 2001 soaring season for M-ASA. With weather forecasters predicting a La Nina type weather pattern (hot and dry weather pattern for our area) this bodes ill for the farmers, but should bring a very good year for soaring conditions. I hope everyone will be able to achieve their personal soaring goals for this year and that Soaring magazine will be filled with M-ASA members' names for badge and contest accomplishments. Happy Soaring every one.
The general club meeting on February 9, 2001 resulted in the adoption of the new fee structure as proposed. The hangar fee bills have been mailed and are due by May 1st, 2001. Hangar fees should be paid as soon as possible and will become past due on May 1st, 2001. Hangar bills not paid by that date will be assessed a 10% penalty for late payment. The new tow fee rates and new glider usage rates will be effective on March 1st, 2001. Operations Directors should make sure that checks are completed for the correct amount. This should be the amount listed on the computer report after it has been verified with the flight sheet data. The new rate structure will be entered into the computer in time for any operations after March 1st. The computer will automatically charge the correct rates. Extra attention will be required to ensure that checks are made out for the proper rates. This is especially true when members want to make out the check amount before they leave field. It is suggested that members leave the check amount blank so that the OD can fill it in based on the computer printout at the end of the day. New fee structure charts have been posted at each operating location and on each OD Flight Sheet Board. A new summary of club fees and charges has also been posted at each operating location for members to review.
The final report on the effort has been reviewed by myself, Roger Andes and Jim Trygg. We had some minor changes which have been incorporated into the final report which should be submitted by the time you read this article. After submission the state has 30 days to accept or reject our findings. The end result is expected to be a requirement to attach a notification/restriction to the airport property deed limiting the use of ground water taken from near the excavation site and limiting any digging in that area as well. This will not affect the well that already exists and would not prevent the club from erecting a hangar, clubroom or similar building at that location, as long as excavation does not go any deeper than about 10 feet. This should bring an end to the project and make us eligible for a letter issued by PADEP releasing M-ASA from liability associated with the spill. I expect to follow this effort to its conclusion and will provide any further information as it becomes available.
T.J.
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SOARING ASSOCIATION Board of Directors:
Officers:
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For Sale: Grob- IIb- Beautiful condition. 575 TT. Last Grob II b- Club shipped to the U.S. Excellent sailplane and excellent partner. Interested in selling my 1/2 share. This particular model is loaded with great instruments. Extremely comfortable and wonderful flight characteristics. Hangared at Fairfield. $10,000. For further information please call David (Raznick) at (410) 875-3323 (hm) or 410-549-3323 (off.). For Sale: Cambridge Pocket nav system with an compact aero palm nav, data logger, model 20, LNav, version 5.6, temp probe $3000. Sage vario $375. Call Mike or Carmen Waters (717) 642-6253. For Sale: Rolladen-Schneider LS-4a-1981, 1380 hours TT, Cambridge S-NAV w/ GPS-NAV, Becker AR3201 radio, dual Tost hooks, dual batteries, relief system, oxygen, Mylar seals, Butler parachute, Komet trailer. $36,000. Joe Parrish (703) 834-3228, joe@parrish.net. Hangared in Front Royal, VA. |
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When?? March 9, 7:30PM.
Where?? Frederick Community College Aviation Maintenance Technology Hangar (Same site used for years. Located at Frederick Airport. If you are a new member, ask someone for directions!)
Who should attend?? Everyone!! Attendence is mandatory
Russell ("Del") Pierce, who was a founding member as well as M-ASA's first president in 1952, died on February 7th while in a long-term care facility at Emmitsburg, suffering from Parkinson's disease. Mr. Pierce was 79. He was a mechanical engineer who for 35 years worked for the National Security Agency and it's predecessor organizations. He was awarded the NSA's Cryptologic Service Award upon retirement.
Mr. Pierce is survived by his wife of 53 years, Anna. He was a WWII Navy veteran, who graduated from Laurel H.S.
Mr. Pierce was a sportsman whose many interests ranged from scuba diving and fishing, to flying and hunting.
Memorial contributions may be made to the American Parkinson Disease Foundation Tribute Fund, 1250 Hylan Blvd., Staten Island, N.Y.10305.
Anne Morrow Lindbergh passed away on Feb. 7th at the age of 94. She was a noteworthy early aviation pioneer as well as being the wife of Charles Lindbergh, first person to fly solo across the atlantic in a single-engined aircraft. She was also the first American woman pilot with a glider rating issued in 1930.
Val Brain notes that Elliot Blitz's name was inadvertantly left off the list of M-ASA members with year 2000 accomplishments. Elliot successfully soloed on August 5th. Congratulations Elliot!
The planning for our annual contest this year is off to a good start. The January mailing was expanded as compared to last year's, and we are getting a good response which includes some folks who will be competing in the R4N for the first time. Many of the people who helped make last year's contest a success are coming back to help again this year. In addition to those we mentioned last month, the following have taken the initiative to contact me and offer their services: Cathy Williams (Cookout Coordinator; it would be great if someone would offer to help her so that she could devote a little more time than she did last year to thinking about contest flying, and a little less time worrying about food), Chuck Forrester and Jim Trygg (Tow Pilots); Hope Howard (Office Manager and Retrieve Desk); and Chris O'Callaghan and Jack Beavers (Sniffers). In addition, Karen Geisinger has offered to tow for us again with her spiffy Cessna 180, and the Delmarva Soaring Association (DSA) has again generously agreed to loan us their Callair A-9 tow plane as they did last year. Also, Dennis Dellies, a DSA member and a very accomplished pilot who owns a Schweizer 1-23 and a Lak-12, has offered his assistance for the entire week in the interest of learning more about sailplane racing.
As I stated in last month's contest column, I'm still mulling over the decision to eliminate the start/altitude/finish gates and go with flight recorders for task documentation (with camera for backup). I know that this year's Competition Director, Charlie Spratt, is a strong advocate for this approach as are many of our club members and prospective competitors. Unless I hear some strong arguments to the contrary before the preferential entry deadline (March 27, 2001), that is probably the way we will go for all three competition classes. If anyone has some good ideas for a contest tee shirt design, I could use your help. Lastly, the Region 4 North 2001 contest is an equal opportunity employer; we do not discriminate with regard to piloting abilities, soaring badges earned, type of glider(s) owned/flown, knowledge of sailplane racing rules and procedures, glider club affiliation, or beverage preferences. We need help from people willing to work as ops directors and line people, banquet coordinator, contest reporter, sniffer, facility manager, and flight activity recorder. Feel free to find out more about the contest or volunteer by giving me a call at home or work, or sending me an e-mail (pburch@hst.nasa.gov).
P.B.
As you all know, flying at un-controlled airports, we need to be very careful announcing our intentions especially on landing. One way to ensure the other traffic is aware of what we are doing is to announce at least once your up-coming landing. When landing at FDK, we have 2 options, either landing on runway 30 or runway 12. One suggested method is to announce the landing just before you enter the IP above the farm. Remember the Unicom frequency at FDK is now 122.725 Mhz. I have been using the following short sentence(s) to do that: "Frederick traffic, this is glider 'call sign' entering a left down-wind for runway 12 (spoken as "one two") on the grass to the left, Frederick" or "Frederick traffic, this is glider 'call sign' entering a right down-wind for runway 30 (spoken as "three zero") on the grass to the right, Frederick." I do emphasize the side of the runway I am landing on, left of 12 or right of 30 and I conclude the transmission with "Frederick" in case someone missed the beginning. Furthermore, if possible I would also recommend announcing another time on final using a sentence like: "Frederick traffic, this is glider 'call sign' on final for runway 12 (30) on the grass to the left (right), Frederick." Make sure you speak calmly and intelligibly. Finally, it is also recommended, if you can switch frequencies easily, to announce your up-coming landing on our glider frequency (123.30 Mhz) by letting M-ASA ground and our other fellow glider pilots in the air, know you are coming in for landing in the next 4-5 minutes. This can be done a little earlier than when you enter the IP. Needless to say but please keep your eyes open. Safe flying.
J.P.
Fred Bane and Skyline Soaring are once again running the annual Petersburg Wave Camp from 3 to 18 March. I went up for four days last year and had a great time. Three of the four days had workable wave to over FL200 and supported several Diamond altitude flights. Bane runs a first class operation with several tow planes (including a Super Cub), oxygen refills, and a full service FBO. The Grant County Airport has a long paved and parallel grass runway pointed the westerly wind on wave days. The drive up to Petersburg from Frederick takes about 3 hours. I plan to pick a good weather window and go up for 3 or 4 days again this year. I'll be pleased to coordinate the trip with others (call me at 410-437-7498, email to higgins@carltech.com), or call Fred directly at 304-257-4435 for other details. PS -- I talked to Fred this morning (2/16) and he reports that he is selling the Petersburg FBO and moving to Taneytown Maryland soon (and a likely new MASA member). He will be at Petersburg part-time and will work with Skyline to make sure the camp comes off as planned.
M.H. ("X-ray 6")
Blue Ridge Soaring is sponsoring its 1st Annual Racing Camp and Fun Meet at beautiful New Castle over 4-6 May, Friday - Sunday. The plan is to have a Sport's Class type contest using handicapped scoring focusing on pilots new to racing and with limited XC experience. I suggest we form a group of MASA pilots and go down as a team (to crew for each other and have a generally good time). The fee is $150 and includes three tows and three dinners. Camping on the field is encouraged. Call or email Gary Naber (540-228-2729, glnab@naxs.com) for an application. I also have applications and can email them to anyone interested. Space is limited -- move fast on this if you're interested.
H.H.
(Note: Don Turner offers this MS Excel based spreadsheet as a tool for those wishing to understand aspects of cross country soaring. It is a good way to explore and assess the interplay between glider polar and the environment, specifically winds, thermal strengths, and sink on cross country flying. It also is designed to be a tool for flight planning for pilots flying cross country in ships lacking integrated navigation computers. Ed.)
To use this spreadsheet, you must enter seven items:
If you don't have a plotter handy, the tick marks on the vertical lines (longitudinal lines) of your sectional aeronautical chart are one nautical mile apart. (If your airspeed is calibrated in mph, a mph version of the planner is available.)
You will need a plotter or a protractor to measure the angle between longitudinal lines and your course line to get your true course. Radio navigational aids, like the blue circle shown around Frederick are in relation to magnetic north. Also, runway headings are (to the nearest 5 degrees) magnetic headings.
Forecast wind speed and direction is available from your local FSS, (Flight Service Station). Wind direction is the direction from which the wind is blowing, in relation to true north, i.e. a 20-knot wind at 35 degrees is coming from the northwest.
Estimated rate of climb is not thermal strength. It is average rate of climb. Thermal strength must be adjusted by subtracting a "luckanskill" factor. No one is good enough or lucky enough to hit every thermal just exactly right. Even if they did, a little time would be spent in centering some thermals. This computer program sees rate of climb as total altitude gained in all climbs, divided by the total of all times not spent progressing forward.
An accomplished competition pilot, based at Minden Nevada, flying in a contest at Minden, would subtract a very small luckanskill factor, compared to a low-time pilot flying a first cross country in the Eastern USA. A factor of 100 should be good to start with. If the forecast says you can thermal at 300 fpm, enter 200 for your estimated rate of climb.
For maximum expected altitude, enter forecast cloudbase altitude, less 500 feet. (Have to keep it legal you know.)
Minimum acceptable altitude is that altitude at which your brain switches from cross-country mode to survival mode. How low will you go? As a rule, at 2000 feet AGL change course, if necessary, to fly over a landable area. At 1000 feet AGL you should have selected and evaluated a good field. Stay within gliding distance of that field until, hopefully, you catch a thermal and can get away.
"Basic speed to fly" between thermals is the speed that a MacCready ring would indicate, when flying in air that is neither rising or descending. (In this calm condition, the variometer will indicate the measured sink rate for whatever speed you are flying.) If you don't have a MacCready ring, a good rule of thumb is to increase the "basic" airspeed by 5-knots for each additional 100 fpm of sink up to about 75-knots, and to decrease airspeed by 5-knots for each 100 fpm of sink less than measured. In the first example, 55-knots is basic, with measured sink of 262-fpm. If sink were to increase to 450 fpm, speed up to 65-knots. If you're cruising under a cloud street, with only 100-fpm sink, slow down to 50 knots.)
"Course correction" plus "True course" gives "True heading while gliding". Imagine the start gate and the course line as being directly over an interstate highway going straight north. As you fly through the start gate you turn to the compass heading. (true heading plus or minus variation plus or minus deviation), which will take you upwind of the highway. The first thermal will drift you back over the highway. This same heading is used for all glides. Your track over the ground will look like saw teeth, with points touching the course line and the rest of the teeth upwind of the highway.
On the other hand, if you start at the bottom of a thermal, you will drift downwind of the highway. But at the end of the first glide you should be back over the highway. In this case, the saw teeth will be on the downwind side of the highway. These plots, of course are only lines on a sheet of paper. In actual flight, each thermal won't be there when you end each glide at 2000 ft AGL and you won't gain exactly 3000 feet in the next thermal. And you won't use the computed heading or a GPS heading; you're going to point the nose towards lift.
"Speed to fly for fastest average ground" ("MacCready speed") is, after all, merely a series of algebraic and trigonometric calculations based on the assumption that you will fly into a thermal before you fly into the ground. For this reason "Maximum allowable thermal spacing" is displayed. In the first example, this is 31/2 nautical miles. If thermals are more than 31/2 miles apart, you won't get to the next thermal gliding at 55-knots.
"For maximum distance over the ground", slow down to 45 knots. "Thermals can be up to" a little over 4 nautical miles apart. This is the best you can expect but the first example is a difficult task under fairly adverse conditions. The second example shows the return flight. With a tailwind, thermals can be over 10 miles apart, or if you slow down to minimum sink, you can glide almost 15 miles between thermals.
Data for all airspeeds is shown on the lower half of the spreadsheet. This is primarily for instructional purposes.
This planner is designed to be printed and carried along on the flight. If the actual winds aloft are anywhere near the forecast wind conditions, it will give a very good idea of when to start your glide and what airspeed and heading to fly.
Distance to fly and available altitude are two completely separate programs. Choose a distance; the first computes, (for each airspeed), the altitude required to fly that distance. Choose an altitude; the second computes, (for each airspeed), the distance you can glide from that altitude.
Free copies of the spreadsheets are available via e-mail from dtstf@aol.com. You must have "Excel" to use the programs. Earlier versions of Excel won't translate the latest versions, so please specify what version you are using.
If your airspeed is calibrated in mph, a version in mph is also available. (The "mph" spreadsheets were made for a 1-26C.)
If your variometer is calibrated in knots, a version with sink shown in knots can be made available but allow a couple of weeks, it doesn't exist yet.
Data used in the examples was obtained from Dick Johnson's tests, published in the March '82 issue of Soaring. The small graph in the magazine was enlarged as much as possible using a photocopy machine, then vertical and horizontal lines were added in order to read rates of sink as accurately as possible.
The polar and some of the data used are not shown in these examples. On the computer, this data appears when the display is scrolled to the right. You will, of course, have to enter the measured sink rates for your particular sailplane. Programs exist for the Russia AC-4, the PZL-55 and the ASW-24 and will be e-mailed on request.
D.T.
(Two illustrations of the spreadsheets are shown on pages 9 & 10. This is for an SGS1-36 flying out and back -roughly to Carlisle- with a good wind out of the N.E. Note the differences in the transit times, flying upwind and returning downwind. Climb rates are about 300fpm, fairly typical, although winds from the N.W. are much more commonly seen.)
Had some difficulty with some of the Frederick County wildlife today. Coming out my road approaching the muddiest part down at that low place, there was a young owl sitting on a small dry spot in the middle of the road. When he saw me he partially opened his wings to look bigger but wouldn't move. I stopped and we spent some time staring at each other. I moved closer and he stayed put. More staring. I beeped my horn and he would tense and open his wings a little each time but still wouldn't move. I backed up a little and beeped some more, same results.
I thought he might be injured but decided that he had just been kicked out of the nest and he wasn't sure flying was the thing for him. He seemed to be giving the whole process a lot of serious consideration, like some of my students. It was becoming a problem, I couldn't go and he wouldn't go. It seemed the only thing to do was to convince him to move over or if need be pick him up and move him out of the way.
I put on my work gloves and got out of the car. He had settled down and folded his wings until I got closer. He partially opened his wings again and kept a nervous eye on me. I heard some cooing sounds about then and decided to look around. An agitated mama owl was about 50 feet up in the trees flying from one branch to another, it's amazing how silent they are.
Since I wasn't wearing a steel helmet and flack jacket I rethought my position. I got back in the car, carefully backed up, drove over to the side as far as I dared, and went around. I wasn't sure even four wheel drive would get me through. I looked in the rear view mirror and he was still sitting there as I drove away. I hope he has decided to solo before I go home.
G.W.
| Frederick | Fairfield | |||||
|---|---|---|---|---|---|---|
| Day | Operations Director |
Tow Pilot | Assistant OD |
Operations Director |
Tow Pilot | Assistant OD |
| 01 | Peter Kern | Dee Torgerson | Dennis Pet | Guy Pfeffermann | Bob Jackson | Ray Scarpu |
| 07 | Jack Goehring | Mike Hostage | Mitch Lamb | Maurice Deland | Rich Horigan | David A Ch |
| 08 | Steve Silverman | Lance Nuckolls | Hans Jorge | Rhett Linke | Phil Burgess | David Lloy |
| 14 | Urs Thierstein | Craig Moen | Phil Schee | Bruce Andrews | Jim Trygg | John Ebert |
| 15 | Holland Ford | Robert Robins | Chris Rile | David MacVeigh | Chuck Telleche | Arlie Long |
| 21 | Jim Homer | Dee Torgerson | Daniel Oui | Eric Weinstein | Bob Jackson | Claus Scho |
| 22 | Dan Rovner | Bob Andrew | Jeffrey Fi | Laura Hession | Chuck Forreste | John Mitch |
| 28 | Rob Myhre | Bob Ball | Chas Linds | Peter Blacklin | Bill Savory | Heather Ch |
| 29 | John Allingham | Jane Robens | Stephen St | Elliott Blitz | David Pixton | |
Members assigned to operations duty must be on site in enough time to start operations by 10:00AM and stay at the field until operations are concluded. Each person listed on the duty roster is responsible for that day's assignment. In the case of "no-shows," the person acting as OD should indicate this fact on the flight sheet. "No-shows" will be fined $50.00. M-ASA's training process requires all new members to serve as Apprentice OD (AOD) at both M-ASA operating locations. This is to familiarize new members with the operating practices at each field. Any member who joined the previous year and who was not scheduled for AOD duty at each field, will be scheduled for AOD duty at each field in the current year. Note that AOD scheduling is done independently of duty preference information submitted on the member's duty preference form. After the AOD cycles have been completed every effort will be made to accommodate the new member's stated duty preference whenever possible. M-ASA Scheduler: Ray Watson 410-484-0333.