M-ASA is beginning a year-long celebration of our 50th birthday, starting with our Feb 23 annual banquet (rescheduled from Jan 19). John Hearn will speak briefly about the beginning and development of competition in M-ASA, and Gene Wilburn will present a short overview of adventures & mis-adventures in acquiring club flying equipment, our first tug, the winch, and sailplanes we have owned. If he can reschedule the date, Preston Burch will bring a colleague from N-ASA to speak.
Some photos of earlier days will be on display, along with our first newsletter, the Bulletin, and Convectors which reported significant events such as our purchase of Fairfield, and our hosting the SSA National Convention.
Did you know we once used tickets to pay for tow/rental? Remember when each member received a pin with his name & club logo? Do you know who is on today's roster - and the 9/71 roster (oldest we have)? We'll post that list, and a sample ticket and pin.
Honored guests will include M-ASA founder, Jack Perine. Decor will reflect the 50th-anniversary theme, and a continuous video about M-ASA is to be shown in the sitting room off the dining room. Some major club awards will be presented at the banquet, but, to allow more time for socializing, most awards will be presented at the March 8 annual meeting.
Reservations made for the snowed-out Jan 19 banquet are good, of course, however, you who were not coming for that day now have a second chance to make a reservation. Send to Phil Burgess. Come, join the celebration!
The SSA's competition pilots' poll results (available on the SSA website) offer a clear indication of the way competition soaring is going in the U.S. Few of the issues provoked controversy, and is seems likely the Rules Committee will do their best to respond to competitors' concerns.
The two new tasks, MATs and TATs (Modified Assigned Tasks and Turn Area Tasks) received overwhelming support and soon will most likely become options for competition directors in both regional and national contests. Both variants are popular because they reduce the likelihood of landouts; MATs because they do not force pilots to try to complete an overcalled task or when conditions deteriorate, so long as they have fulfilled the minimum time requirement; and TATs because they do not force pilots to go all the way to a turnpoint where local conditions have deteriorated. This enables pilots to weigh the penalties against the risk of landing out in bad terrain or weather conditions, and responds to some of the safety issues of most concern to competition pilots.
The introduction of start circles in place of start line gates has had a mixed reception, so that most pilots would now welcome multiple start circles rather than just one, as tried out at Uvalde with good success. One aim of the start circle was to reduce the risk of collision in pre-start gaggles and all the problems that resulted from sequential starts which had to be identified and kept separated and overtaking avoided, etc. GPS data recording made the visual identification of starters unnecessary or checking to see the start height was not exceeded. But I personally have never seen such huge gaggles as developed at the edge of start circles where lift was scarce, weak, and low - thirty or more gliders milling around in a 300' height band waiting for the start gate to open. I admit I started lower to avoid them, and very soon regretted it! Introducing multiple start circles will certainly help alleviate this situation.
The pilots' safety concerns made interesting reading, and the risk of mid-air collision headed the list. Some specifically mentioned the pre-start gaggles, but others included poor gaggle etiquette, the left turns at turnpoints rule, excessive instrument watching induced by GPS navigation, and older pilots with tunnel vision and stiff necks. One suggested neck exercises for older pilots. Fortunately for him, the names of those commenting were not included.
This reminded me of the response I received some years back to an article in Soaring, "The Graying of Gliding," which suggested that we should all be aware that our powers must eventually begin to decline as we age, and to watch out for each other. Anyone would think I had advocated euthanasia for oldsters from the clawing I received from soaring's gray panthers!
The left turn turnpoint rule was introduced to minimize the risk of collision close to turnpoints, and cameras were installed on the left side of the cockpit so all photos were taken on that side. But today pilots don't have to bank left to photograph a turnpoint (or even look down!), and most will turn directly in the direction of the next turnpoint as soon as the GPS indicates the turn has been rounded. So where does this leave the left turn turnpoint rule? It's clearly safer for everyone on the same task to merely veer away to right or left than to complete a complete left turn and then head right, which triples the time spent in the turnpoint area. We might keep a left hand circling rule - but then have to differentiate between a circle and a turn, which would involve the lawyers.
Pilots'final safety concern of note was task finishes -- and in particular low, slow finishes. Personally I favor a 500' minimum finish height for everyone, which would enable all finishers to sort themselves out prior to landing. But I know this is unpopular among the worm-burners who want to express exuberance. Today the datalogger knows all, and finish speeds and altitudes are carved in stone, almost, so them's my sentiments. Let the hate mail flow.
The alert reader will have noticed that Convector has a new editor. I want to thank Ed Fry for graciously taking this task over. I know that all join me in wishing Ed the only the best as he embarks. (And please keep the good material coming folks!)
The editor has an interesting role. If all goes well, no one knows he even exists. As I pass the reins to Ed, I would be remiss not to acknowledge and thank everyone who helped "make me invisible." I'm particularly thankful to "the Convector regulars:" Membership Chairperson Hope Howard; Roster-keeper and address label records Manfred Beutgen; Scheduler Ray Watson; Webmaster Alan Meyer; and to two club Presidents, Glenn Collins, and Tom Judkins. Every month just like clockwork they delivered needed issue materials. It was great working with you folks. I'd also like to thank Rick Fuller for his regular safety articles. Glenn and Charley Thurber also contributed multiple excellent safety articles. And special thanks to Sarah Macpherson keeper of the task day summaries this past season.
I'd particularly like to recognize all of the "lead story" authors. Their Convector cover page stories are now a part of the shared common fabric that in a small way helps weave the club together. In no particular order they are: Mike Higgins; Cathy Williams; Bob Ball; Dennis Petersen; Hope Howard; Preston Burch; Baude Litt; Paul Rehm; Val Brain; Jim Furlong; Maurice Deland; Pete Zawadski; Dick Mott; Chris O'Callaghan; Gary Baker; Carlos Reyes. Some contributed multiple times. Several saved my bacon with excellent stories on short notice after a frantic plea when the upcoming issue cupboard was empty. Thank you all!
Finally many thanks to my loyal partner Judy for the countless big and small tasks she assisted with- being a sounding board, trips to the printer, sticking on stamps and labels, proofreading, etc., and for just generally being supportive and not taking me too seriously. It was fun!
I am sitting in the Frederick clubhouse writing this month's notes for the Convector wishing I were instead at the banquet as originally planned. It was a tough call to fold the cards and postpone the event, but the weather continued to threaten up to the deadline and considering the distance most need to travel, I felt it was best to play it safe and not drag people out into the elements. The Ceresville staff was very accommodating and we are ready to try again on February 23rd. Hope all can make it that planned on the original date. Maybe some of the other members will also now be able to participate in this annual get together.
I want to extend a special thanks to Phil Burgess, Jim Trygg, Bill Whelan, Val Brain, Hope Howard and Gary (Caroline did the work) Baker. These members went the extra mile to help notify people of the cancellation by making countless phone calls and sending e-mails to get the word out. Hopefully we caught everyone. An important lesson learned from this drill was the importance of accurate membership information. Many have not updated their phone numbers or e-mail addresses after making changes. Please we cannot effectively communicate without this data. Review the roster and contact Manfred Beutgen if changes are in order.
I have fielded many recent questions regarding our tow plane fleet. All indications are positive that the Super Cub will return to service this week, after a prop strike at FDK in January. We are still waiting for the prop to be returned and the final sign off. Depending on the amount and type of work ultimately performed to return the prop to service, the final path required to complete the signoff will be decided. Pawnee 09P is a skeleton with a fair amount of work required. Those who have seen it will understand the magnitude of the effort Tom Judkins and John Vaughn are undertaking to provide M-ASA with a dependable tug. Plans are still to complete this work by 1 March however some recent discoveries are complicating the process and I am working with them to find a parallel solution to keep the timeline. If you get the opportunity stop by and see the work do so. At least pass your gratitude to these members who are working in the cold on a major undertaking so that all of us may fly. The last comment regarding tow planes is that the search continues. We have looked at a few but no offers have been made. We hope to find one in the next few months.
Unfortunately I must also address some motherhood as we prepare to kick off another season. The minimum acceptable level of participation is the performance of our assigned tasks. Most of us do not have a problem with this but things do happen. Last year we had a number of problems where folks failed to show up for duty. And yes, some do seem to have a chronic problem supporting those that support them. I mentioned in an earlier Convector that the Board of Directors was reviewing this. The solution has been to raise the fee for missing an assignment to $100. We will also print the names of those missing assignments in Convector. If a second assignment is missed the Board will review the circumstances and take action as needed. We hope this will not be necessary however a number of instances this past year indicate to me there are a few unaffected by fines and do not feel an obligation or responsibility to find a replacement if they can not perform. This is not intended to be a hard line position. We are also looking at ways to provide reminders so assignments are not innocently missed. The bottom line is that the club cannot function without everyone's participation!
Some other project updates are much more positive. After meeting with the State of Pennsylvania we were able to scope a definitive course of action to closeout the remediation effort regarding the old fuel tanks at Fairfield. We then advertised a request for proposals to complete the work as a firm fixed price effort. We received three bids and selected a contractor to do the work. The first of four quarterly tests has been completed and no measurable contaminants were found. This is encouraging and consistent with previous findings. This chapter should be closed in the fall.
The Ka7 has passed a major milestone. It is now sitting in the Frederick hangar partially assembled. New seatbelts need to be installed and the flight controls still need to have their rigging checked. It should return to service for the beginning of the season.
With the return of the Ka7, we will no longer need to rotate the ASK 13. It will remain at Fairfield while the Ka7 stays at Frederick. The Grob 103 will continue to rotate on a quarterly basis. We will continue the cycle we have used for the last few years.
We will however try something new. I have received a number of requests about the Pilatus B4 moving to Fairfield. To support this, the B4 will be based opposite of the Grob 103 so that when the Grob is at Fairfield the B4 will be at Frederick. We will see how this works out and if the utilization does not warrant the continued rotation of the B4 it will be discontinued.
Invoices will be mailed soon and the annual meeting is just around the corner. I am looking forward to another fun and safe soaring season. Thanks for all the help and support this past year,
Glenn
You Have Choices!
What classes and activities would YOU like to have at this year's Ten-Day Weekend?
The Ten (Nine)-Day Weekend started, as the name suggests, as just a relaxed, same-as-a-weekend extended opportunity to fly, and it will still be just that for those who prefer it. The event expanded to include ABC-badge work one year, morning classes in 1999 and 2001, and awards last year. This year, in celebration of M-ASA's 50th Anniversary, it will grow even more. Other local soaring groups will receive an invitation to participate. Feasts may be more frequent and varied - a breakfast? A restaurant dinner? Speakers?
To complete the survey, click here to bring up a printable survey form to register your preferences.
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SOARING ASSOCIATION Board of Directors:
Officers:
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For Sale: Schweizer 1-26. Excellent condition, hangared in main FFD hangar. Low hours. Red leading edge, previously owned by M-ASA club members. For more information, contact Leslie Elsner Bell at: (717) 845-4170 after 7PM or e-mail: lesliebell1555@suscom.net |
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Robert Bertram Bell was born to Leslie (Elsner) Bell and Robert Bell on December 18, 2001 weighing in at 8 lb 10 oz and 19.5 inches long. Mom and Baby are recovering well. Congratulations from M-ASA friends!
The following are completing their provisional years with M-ASA next month and should send the membership chairperson a request, with photo, for full membership.
Request must be written, by e-mail (hyhope@AOL.com) or U.S. Mail; photo by U.S. mail only (see roster).
Any full member not planning to pay this year's dues should send the membership chairman a written (or e-mail) request to go on the Inactive list.
To leave without doing this means that if you return, you will have to pay the initiation fee again (now $500). This privilege of going Inactive is not available to Provisional members.
Nominations for M-ASA Directors are due between Feb. 1 and Feb 15 by mail or e-mail, or verbally at the Feb. 8 meeting. The by-laws specify the nomination window and also that nominations will be made only to the President (Glenn Collins), the Vice President (Jim Trygg), the Treasurer (Mike Higgins), or the Secretary (Bill Whelan). Prior permission must be obtained from the nominee. The secretary will mail secret preferential ballots to all full members; however any vote returned by a member 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.
We seem to be out of trailer hangar space at Fairfield, and space in the Fairfield main hangar is also diminishing. Hangar space at Frederick ran out a long time ago, and only real optimists put their name on the FDK waiting list, which is enshrined in a glass windowed picture frame. Storing one's bird outdoors year round in a trailer isn't the best idea (your bird becomes an oven roaster in the summer). With the recent growth in the privately owned fleet at M-ASA and current lack of hangar space, it is appropriate to poll our members for indications of interest in building additional hangar space.
The M-ASA Board has requested that I pose a few questions to you that will help us plan for the future. As you may be aware, the present ground lease at Frederick expires in 2012, and building additional hangar space at FDK will only make sense if we can extend our lease significantly. The M-ASA Board has begun to address this issue, and your response to these questions will be a big help to our future planning.
If you are contemplating the acquisition of a glider within the next three years, or moving a glider from a non M-ASA facility to Frederick or Fairfield (or vice versa), please answer the following questions and send your information to me via e-mail, call me at home (you can leave a message on the answering machine if you wish), or contact me via snail mail.
[Note: See the printed roster for Preston's email, phone number and mail address]
The Secret Pleasures Of Flight
Bursting in our hearts to be shared
Our words poor messengers of delight
As if our tongues were snared
Our listeners plagued with incomprehension
Of lift and drag, waves and saves
Our flying tales get no attention
We are at capacity for trailer hangar space at Fairfield. The following members, in priority order, are on the wait list for hangar space.
Friday, March 8, 7:30 pm
Frederick Community College
Aircraft Maintenance Hangar
(Frederick Municipal Airport)
Attendance Mandatory for all members
Send articles, news, soaring achievements, ratings or badge legs earned, other significant flights, classifieds, other info the membership will find interesting.
| Frederick | Fairfield | |||||
|---|---|---|---|---|---|---|
| Day | Operations Director |
Tow Pilot | Assistant OD |
Operations Director |
Tow Pilot | Assistant OD |
| 16 | Bill Kerns | Gene Wilburn | George Constantin | George Green | ||
| 17 | Tom Jones | Bob Andrew | Marly Van de Ven | Mike Grinder | ||
| 23 | Elizabeth Judkins | Sam Harry | David MacVeigh | Bill Savory | ||
| 24 | Ralph Wentzel | Jane Robens | Howard Banks | David Pixton | ||
| 30 | Jack Goering | Lance Nuckolls | Dan Brown | Laura Hession | Jim Trygg | Ed Breau |
| 31 | Rob Myhre | Robert Robins | Rick Fuller | Elmer Mooring | Mitch Lambros | |
M-ASA Duty Notes: 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 $100.00. AODs are assigned as part of M-ASA training. After the AOD cycles have been completed every effort will be made to accommodate the new member's stated duty preference. M-ASA Scheduler: Ray Watson 410-484-0333.