Convector
Newsletter of the Mid-Atlantic Soaring Association

This is a dreamlike thing, and a fluid passage through present and future tenses and thoughts. Reveling in approaching summer. The daylight increases. The grass will soon be long, and plenty of gnats added to that. It will be hot. I will be hot. The club's elite will sit in folding chairs at our Frederick airport operation under a big tent, while those without chairs will sit in ones left unoccupied or on the grass by the water dispenser.

Flash present: The heat. Why am I out here like this? The grass is long, and it feels as if the blades are like dull razors as they wisp by the skin around my ankles and lower legs.

It's been three or four hours since I arrived at the field, and it seems all I've done is hold up the end of a big piece of white plastic while the owner of this and three other parts assembles them into a sailplane - and this is the second person I've helped like this today. I've had plenty of water today and I still want more. The grass again, it feels heavy under the foot - but how could something be this way - shouldn't it be the feet themselves that are heavy? The footwear is amazingly successful in keeping their occupants bakery oven hot and gymnasium sweaty. Even my khaki-colored shorts seem to be absorbing all these rays.

"Can I get a hand with my glider?"

Surprisingly it's not an assembly this time, only help with the hangar and then the long trudge to the flight line holding yet another wingtip. And of course it can't just be an easy walk in a grass field: I have to watch the pattern for traffic. I want to enlist descendents of those professionals hired by Northern Virginia families who instead of heading out to Bull Run and the subsequent battles hired convenient replacements. I'm revealing a secret truth shared by many I believe - sometimes I try to look unavailable to those needing help. But I end up doing even more to help crew my fellow members. They've helped for me, and the only slack I've been guilty of lately was in the polypro line linking the Super Cub piloted by Rich Horigan to the Grob 103 I was flying in the low tow position with Val Brain calmly-quiet in the back as we brought the ship from Frederick, Maryland to Fairfield, Pennsylvania. I kept accelerating on the Cub, and I decided that Val's experienced pilotage had numerous benefits - including the idea that with him flying this would be the second or third time I ever actually got to look at the ground for more than a few seconds while in a glider and have a lengthy look around and down, minus the time of repeated accelerated stalls in a 2-33 with Glenn Collins and the idea that even with this strange angle looking at turf - nose down and against the straps but also pushed into the seat - we sure didn't seem to be going fast. But that's a 33 for you.

Back to the flight line as yet another soaring shell is parked for the happy-clam pilot as I remember the fact that I am one non-rich dude who definitely appreciates the lines of all these white gliders. I think with glee of the incredibly cool vintage glider I own that looks like a forty-nine-foot-wingspanned cardinal. But I also marvel at the polymer sailplanes. It is amazing what science has done - modern alchemists who instead of turning cheap base metals into gold now turn huge amounts of American dollars and Deutsche marks into a few pounds of slick and efficient plastic. The ultimate coup would be to buy a glider on a credit card and turn that plastic back into plastic.

But this is now and so back to my easily-created scenario. It's mid-April 2002 and it is in the 90s outside. This is very cool to me - I can't ever shake the three decades of California living that preceded my move to the East Coast, and even my frequent visits back there make me think that I never left. I know that there will be hot weekends ahead. I will come home from a day at the field with that particular hot-dry sweaty feel that I believe comes from decades of conditioning in Western dry heat. Humidity sucks. But hot is better than cold for this Californian.

There are clouds that look like endless French chefs have risen up in a dogpile with their funny mushroom-topped white-hatted heads converging in a foamy mass. These clouds sometimes look like the 2-D ones in the MGM backlot - Western sets meant to evoke that expanse of endlessness, and though wild and stretching certainly past the horizon, this scene is never desolate to one who wishes West but is instead hopeful. I see newly those clouds that for years seemed static - even when I flew powered planes. Now, I see that they are actually living things - breathing real air and teeming with all sorts of activity. The skies above the Mid-Atlantic area are populating with them, right now even in this very sentence. I notice that there are these variations of shading in them and I think of the West as the perfect subject for all those great American artists who needed canvas like Montana and typewriter ribbons as expansive as the Arizona highways. Such clichés, but even with my clumsy intrusion, how could they go wrong? Every day's skyline was a new adventure, and still is. These clouds make me want to fly right up to their bellies and tickle them with the capped-fairing top of the 2-33's rudder as I describe left and right turning circles. I want to see them do their moves up close - they will move in the way that reminds me of what my stomach feels like on minimal sleep and no breakfast - lots of movement and churning, but nothing upsetting; only the reminder that this body - these bodies - are dynamic forms.

Other members are looking at the clouds - I believe that most will cast a skyward eye to them at least once this afternoon, including the ones staying on the ground. For now I'll return my character to the summer tent.

I'll sit looking sleepy through sleepier-looking eyes not shaded by a tennis hat (I'm in the non-wearing minority on this soaring wardrobe essential) as the flight line unfolds like an awesome Lego set out there. There is the static look of gliders in a line: the one in front will have at least one pilot in it. Then there's the sound of a reciprocating engine under the easy-weight of a propeller. This towplane does a funny move because it heads toward the glider and then turns around in front of it and faces the same upwind takeoff direction. M-ASA members connect a yellow floss-thing to the two. This could be a cool knife-fight staged in an '80s music video with the combatants tied together until they cut themselves completely, except that these two aircraft will be in concert shortly. We know that they'll work together or else nothing will work at all. I'll keep watching this.

Hope Howard will be there as visitors inquire about what soaring is all about. Gene Wilburn will have a bowl of green grapes rinsed with a little water that is rapidly evaporating. I'll eat some grapes and maybe a few of the chips or crackers there. Vern Chapin will be flying along with somebody and verifying the pilot's skills.

A throttle will open and I'll look to see someone by the towplane doing a Pete Townsend arm-windmilling guitar move signaling the launch. That high-priced toy on the end of the line will soon catch air and keep behind the towplane. We'll watch the climb-out. There will be a few flashes of hot breeze to come along. A nap would be exquisitely delicious right now. But a club glider - nominally a 2-33 - is now back.

This part has become familiar, but again I'll project. I'll walk up to the 33 while someone pushes the nose down. I'll hop in and adjust the rudder pedals and make the seat cushions fit right. I'll relocate various objects in pockets that can peek and poke into all the wrong places. Then I'll fix the belts and straps. I'll scan the checklist and get the cockpit configured. I really enjoy the feel of flight controls at any moment - even while the aircraft is stationary on the ground and sometimes only thinking about them while miles away from any airport. The sailplane is like any other object. It is an object. It moves because it has to, not because it means to. The pilot imposes flight upon it. I mean not to sound like Bach in A Gift of Wings saying an airplane isn't alive (while he attempts to subtly make the reader think that the author thinks the exact opposite while still arguing the original point). There are others who you've read to bring the life of flight into words for you - Bach again, and Gann, and Joseph Colville Lincoln, and even our favorite infamous Jim Furlong. But these are people. The only character a glider has is that which an individual imposes on it: only persons perceive personality. A sailplane - like any aircraft - only flies for a short time and spends the greatest, almost-complete part of its being as a fixed, static thing. A glider goes not because of gravity being the moving force, but because it is manned. Otherwise, it is perfectly content (but this is a character trait ...) as an inanimate object to be inert as a lazy construction. It will not fly unless flown. A 20 year-old glider with 2500 hours on it still leaves at least 172700 hours of non-flight. But as a pilot I get to make it get away from that and into the short life of flight with a little help from Newton and a lot from all these people at the field. These people are the ones who all mill about the cockpit as the canopy is opened, all part of this time with me before the flight. They've done this same thing, some even today.

I'll see the elevator ride as it enters the pattern. The heart rate will go up a little as I keep dancing on the pedals. I don't dream or fantasize about flight at this moment like all the hours I am away from planes. At this place I am aware of only that which follows in logical order. Nothing but the execution of everything necessary to make the flight a flight. But it will still be enjoyable, and I know that there will be the strange sensation of more excitement not during the flight, but after. But that's after. Soon that same link will happen again - a temporary training-wheel gimmick that helps get me airborne, some yellow string that has its origins many years before man. This cord will start the process. Take-off and then stay low to let the guy in front do the same. I'll stay precisely behind the prop plane that's straight ahead, even when turning. Then the spring-latched pull away from yellow rope and into a gentle right turn. Freedom is in the simple things. It's summer in America and I'm above it but also in it, and of course you will be too. And this is the thing that we know. A quick note to say hi. Having a great time. Can't wait to come back. Wish you were here.

SSA'S Badge Lady, Arleen Coleson, has accepted M-ASA's invitation to our Ten-Day Weekend. She will talk to us at the kickoff Pancake Breakfast on Sat. June 29, and will be around Sat. & Sun. to fly with us. When you send your badge claims to SSA, it's Arleen who processes them. You see her photo in every issue of "Soaring" on the page with badge & record listings, now meet her in person. She says she enjoys an opportunity to talk to pilots and answer their questions.

Our ten days of flying starts Friday, June 28 and continues through Sunday July 7th, at Frederick.

• Sun. June 30 - Reading the Sky - Will That Cloud Keep Me Up? Presented by CFI-G Bernie Paiewonsky.
• Thur., July 4 - Basic Thermalling - for beginners - and for anyone who falls out while others stay aloft. Presented by CFI-G David Schober, (a new M-ASA member this year, with hundreds of hours of instruction time.)
• Date TBD (5th, 6th, or 7th) - Flying for Badges/State Records. You'll be surprised how attainable some of the records are. Presented by CFI-G Cathy Williams.

Awards will be presented at dinner Sat. July 6, based on flights made from Frederick between 6/28 - 7/6. Award categories will include:

• Longest Flight - time/distance
• Badge Legs - first three gold or silver legs achieved(claimed)
• State Record Set (claimed)
• First Solo (not transition pilot)
• Most Tows - tow pilot doing most tows
• Instruction Flights - CFI-G who does most instruction flights
• Other Awards - TBA

• Sat. June 29. Pancake Breakfast with the Badge Lady. $5. 8 -10 a.m. at Community College Hangar (where we have our annual March meeting). Phil Scheel manager.
• Sun. June 30. Flight-Line Picnic -$5 - noon to 6 p.m. by the shade canopy near the flight line (same as last year). Caroline Baker
• Thur. July 4. Annual Feast - $10- c7 p.m. after flying-before local fireworks. At hangar club room (as last year). Judy Whelan
• Sat. July 6. Catered Awards Dinner - c$10- 7 p.m. Tables will be set up at towplane end of hangar.

Reservations for meals not required, but would be very helpful, especially for catered dinner. Sign-up sheets will be at Frederick clubroom but if you won't be there before 6/28, you can send e-mail to Hyhope@aol.com.

Help! Lots needed for pancake breakfast, to set up, clean up, flip pancakes, brew coffee. Caroline could use a couple of helpers especially for a mid-afternoon break on 6/30; Judy could use a couple, particularly for clean up on 7/4. For Awards dinner on 7/6, help decorate, move tables & chairs before & after.

Come for all of the Ten Day Weekend. Or come for one day or whatever you can. Come to learn, to eat, to socialize, and above all to fly.

May is just about behind us as we prepare for this year's Region IV contest. Preston Burch appears to have the logistics well in hand and Chris O'Callaghan is preparing a challenging list of potential tasks. Everyone is welcome to come out and lend a hand or enjoy the camaraderie and festivities. Be forewarned though, Preston is sure to be on the prowl and may put you to work helping out.

The Ka-7 has flown and quite a few have managed to check out in her. She is surely a beautiful sight in flight. Paul Rehm did a wonderful job bringing this task to closure and seeing it through. Despite the nay-sayers, restoration of our older gliders can only be accomplished through the labor of love demonstrated by the few willing to put the extra effort in so others will benefit. Paul, Bob Andrew, Charlie Thurber, and Gene Wilburn along with others lead the way on this and did M-ASA a wonderful service.

The 260 HP Pawnee (09P) is also close to returning to the skies. Its return will be short lived though. Since we have not been able to complete all the work we wanted to we will take it back out of service to finish the work after the contest. Mechanically Tom Judkins and John Vaughn have accomplished all their major goals. To finish it off however a fresh coat of dope on the fuselage is needed. Since we are committed to providing three tow planes for the contest, and would prefer not to completely shut down FDK operations for two weekends, we will use 09P. Once the contest is over, it will be painted and returned to full time service as a primary towplane.

Future tow pilots beware. The current fleet of tow planes is driving our ability to schedule tow pilots crazy. Life was much easier when each field had a Super Cub. It seems we are constantly out of phase, scheduling pilots restricted to the cub to the field were there is not a Cub. To remedy this, new pilots will not be added to the scheduled rotation until they qualify and check out in the Pawnees. The bad news is you will remain on the OD rotation until transferred to the tow list. This isn't all bad though. You should be able to pick up a few tows anytime you're at the airport.

Since the last Convector, we have made a couple of modifications to some of our ships. Pawnee 99Z is flying behind a four-bladed prop and sporting a new muffler system. Most say it sounds much quieter. We will put it to the test during the contest when with the help of Jeff Fink Sr., we will collect quality sound measurements. We also performed some cosmetic modifications to the club's Grob 103. Most of you know there was an accident at Fairfield on May 5th involving the Grob. The best news is that no one was injured and the aircraft is repairable. Thanks to all who helped move and store the aircraft after the event. A very special thanks is also in order for Ralph Wentzel and his wife. They graciously offered to drive the trailer to Grob Systems where is currently being repaired. Right now the timeline for its return is dependent upon parts from Germany; once we know concrete details we will let them be known.

The 2002 season is still young. Hopefully all will be able to get out and enjoy a great soaring adventure or two in the months to come. Keep it safe and take advantage of the experience and dedication our instructors have to offer. If you have questions about the operation ask. If you are not current or just feel a little rusty, take someone along, most likely they will be able to add a new trick to your repertoire in the process. Fly safe, Glenn

Those M-ASA members that are on e-mail will already have seen Glenn Collins' several e-mails about the reduction in the P-40 TFR from an 8 N. Mi. radius to a 5 N. Mi. radius which became effective midnight 24 April, 2002. Others should be aware of this change by virtue of the pilot briefing and sign-off acknowledgement being done at both fields.

Obviously this is a tremendous improvement for pilots operating out of both sites. From FFD we no longer have the 8 N. Mi. boundary sitting virtually astride the runway. For Frederick we can now position ourselves upwind to the northwest of the airport on the 70% of the days when the winds are from the northwest without too much concern about being too close to the TFR SE boundary. Aside from these benefits, the P-40 TFR exclusionary area still sitting in our midst, like the proverbial 800 lb. gorilla, has been reduced from 201 to 78 square N. Mi., a wonderful improvement. We as pilots need to maintain the discipline we have shown so far and keep ourselves completely out of this reduced TFR. Note also that the new TFR still precludes a direct line of sight flight from FFD to FDK. This discipline will hasten the hoped-for success of the continuing efforts to restore P-40 for glider pilots to its pre-9/11 size of 3 N. Mi. radius.

It is appropriate to acknowledge the efforts over many months by those at M-ASA who worked this issue in various ways, particularly Glenn Collins, Preston Burch and Chris O'Callaghan. Also for Lance Nuckolls who monitored and supported this from the AOPA side. There was a tremendous amount of work, many phone calls, and much behind the scenes effort, working with the FAA, and the agencies involved in establishing airspace usage conventions. These folks also donated precious personal leave time for the successful meeting with the FAA on April 25th. Once again "thanks" and very much appreciated folks.

I would like to put together a web page documenting the refurbishment of N9809P. I would like pictures showing the condition of the aircraft before the refurbishment. I have some, but none show the whole aircraft. I am asking members to let me know if they have such pictures. I would like to see them and will choose from among them for representative pictures to show the "before and after" of the aircraft.

The following are completing their provisional year with M-ASA and should send a photo and note requesting permanent membership.

Overdue:

• Sarah Macpherson

Due for 6/21 Board meeting:

• Mahrdad Bayat
• Frank Benson - note only
• Scott Petrasek

Requests may be sent by e-mail to Hyhope@aol.com. Photos should be sent U.S. Mail or handed at the field.

• Brian Arnett
• Mark Carlisle
• Steven Shelton
• Zachary (Zack) J. Thornhill

With the season off to a slow, wet start, we've only managed to get 4 tasks in, 2 of which were on one weekend in May! That weekend had an excellent showing in number of pilots if not number of finishers. Jonathan Gere (34) and Val Brain (13) are doing their annual race for first place, with Val in first place this month with 2610 points. Jonathan is not far behind him with 2326 points. Hats off to Baude Litt (LBL) in third place with 1787, and constants David Pixton (9X), Howard Banks (1XX), George Green (5), Mike Higgins (X6) and Peter Zawadzki (ZP). Mike Smith (XM) and Bill Savory (9) also joined us for a task this month. Right before this task sheet "went to press" we had our first turn area task. Stay tuned to find out how that went. In the mean time, taskers, keep up the good work.

I'm sure by now most M-ASA members have heard about the unfortunate Grob 103 Twin Astir accident on 5 May at Fairfield. Thankfully, the pilot was not injured. Declared an "accident" by the NTSB, it caused significant damage to the Grob tail boom and rudder. It's presently at Grob Systems in Bluffton Ohio for repairs.

The purpose of this article to review what M-ASA is doing to understand the accident. The M-ASA President has convened an accident board to review the suspected causes and to make recommendations for corrective actions to the Board of Directors. As of this writing, the accident board is completing the fact-finding stage having interviewed several witnesses, the pilot and other M-ASA members. Pictures of the accident site were also taken for future reference. We will soon analyze the results and draft the board's recommendations. A broad charter has been given to the accident for suggesting improvements to the policies and procedures of our club. The board is presently reviewing several aspects of our training syllabus, instructional and aircraft checkout procedures as well as internal club communications.

The accident board will not duplicate the efforts of the FAA or NTSB. Undoubtedly, they will investigate deeper into the accident than M-ASA is capable and we'll certainly rely on their determinations of probable cause and contributing factors. The NTSB preliminary accident synopsis is posted on the NTSB web site at http://www.ntsb.gov/ntsb/Month.asp. Click on the month of May and scroll down to 5 May.

In the near future the Board of Directors will report out the accident board's findings and final corrective actions that will focus on reducing the probability of this type accident in the future.

Safe Soaring!

Considering upgrading your family room furniture? Or moving and changing out your den or family room furniture? If so, and you might also be interested in making a donation of your older furniture to M-ASA, please contact a Board member or an Officer of the club. The Board would like to enhance our facilities by upgrading the clubhouse furniture at both sites - particularly the sofas. Before spending any club funds to do so, the Board thought it would be worth checking with members first to see if anyone is in a position to help here. Again, please contact a club Officer or Board member if you think you can help.

1. A member of "The Ninety Nines", an organization of women pilots, approached M-ASA with the idea of coordinating some glider rides and/or having a field visitor day with the group. If you would be interested in being the coordinator or facilitator for this activity please contact Glenn Collins. Existing commitments and bandwidth constraints on Officers and Board members will require a volunteer coordinator if this activity is to be supported.

2. Would you like to donate a glider ride for a charitable cause? M-ASA was recently contacted by Walkersville H.S. to see if a raffle prize of a glider ride could offered as a part of fund raiser.

If you'd like to volunteer to support these activities please see Glenn Collins.

The severe weather missed Frederick today. We had a light shower about 3:00. When I came out of the gym just before sun set the overcast had broken into bands parallel to the ridge, wave, and there was blue sky showing. A light sprinkle started as I headed for the hangar and increased as I drove. To the northwest the white hot ball of the sun just touched the ridge and slowly melted its way out of sight. When I got out of the car at the hangar the sun was about half gone but I didn't stay outside to watch because the shower was being driven hard by the wind.

After the sun was down it shone on the few strips of cloud left over the ridge making peach highlights on the dark purple shadows. The sky beyond was light blue near the ridge becoming a deeper blue higher up sharply outlining the clouds. Overhead there were several bands of high cloud with edges parallel to the ridge. A jet at about 10 thousand feet climbing toward the sun disappeared into a cloud layer.

To the southeast were bands of puffy cumulus still bright white against the darkening blue above.

I never seem to have a camera when I need it.

I recently faced the task of having to remove painted-on contest letters from a fiberglass sailplane. Finding a procedure that worked well took some doing, and in the hopes of saving someone else some time I've decided to document what worked for me.

My understanding is that folks use either lacquer or enamel paint. Lacquer can be removed with acetone, but not enamel. I found that acetone worked for me, but very slowly due to the large surface areas involved and the thickness of the paint. The procedure I describe below uses a combination of acetone and sandpaper.

You will need a few sheets of 600 and 1500 grit wet/dry sandpaper, a bottle of 100% pure acetone, a small rubber sanding block, lots of clean cotton rags, a good sized spray bottle filled with water, masking tape, wax of the type you normally use, and lots of elbow grease. A good local auto parts store will carry the sandpaper. I found the acetone at the local pharmacy in the nail polish remover section.

1. Mask off those parts of the fuselage, tail or wing that you do not want to get wet. Work only one surface at a time.
2. Pour some acetone onto a clean rag and gently wipe down the surface of the contest letters. This will clean the surface and remove some of the wax on it.
3. Use the 600 grit sanding paper and start sanding away the letters. Use lots and lots of water. In fact, what I found to work best was to hold the spray bottle in one hand and the sanding block with the other. This is by far the toughest step. You want to remove most of the paint, but stop when the gel coat starts showing through.
4. Now you will have either removed or significantly thinned the paint at all the points of its surface. Acetone works extremely well to finish removing the paint. It evaporates very quickly, so you have to work fast. Pour some on a clean rag and start rubbing.
5. Even by switching rags often, I found that I had left a thin colored haze on the surface. I was able to remove this using 1500 grit sandpaper. As before, keep the sandpaper very wet. The sandpaper also polishes the surface.
6. Carefully inspect the surface for any traces of paint. The surface will have a dull finish to it. Remove the masking tape.

I finished off by applying three coats of wax. It took me at least ten hours of hard work to remove the letters. Not wishing this on someone else, I bought stick-ons for my contest letters!

A few years (1/97) ago our own Elmer Mooring wrote an article for Soaring magazine describing Emergency Locator Transmitters (ELTs). These are small self-contained radio transmitters that can be located by satellites and ground-based stations in an emergency. I encourage you to read his article for an in-depth overview of this life-saving technology.

What you may not know is that the ELTs that Elmer described will be obsolete on February 1, 2009. A new generation of ELTs that operate at 406 MHz (the old units operate at 121.5 MHz and 243 MHz) are starting to become available. The new units digitally transmit your GPS location. They have 50 times greater signal strength and six times the locating accuracy of the old units.

The last time I checked, the 406 MHz units were substantially more expensive (about $1500 versus about $300) and not yet approved for aviation use. I expect that both of these obstacles will soon go away. I'd keep an eye out for this important technology.

The first take-off in a single-seat sailplane is always a magical moment. You can never be 100% prepared for it. You can never be 100% sure of what to expect. That first flight is usually the culmination of a lot of hard work. That was definitely the case with the first flight in my ASW-20 ("Charlie Golf Romeo") on May 19.

In the movie Witness, there is a moving scene where an entire Amish village comes together to raise a barn for a fellow farmer. Everyone meets together at dawn, they work diligently as one all day long, and before the day is over the work is done.

Although it took five months from the time I purchased the glider until the time I first flew it, it very much felt like the metaphorical barn raising depicted in the movie. It feels like it took the efforts of our entire club to raise this glider off the ground.

First, I have to thank Mike F. Smith for taking such good care of the glider and for willing to sell it to me at a price that I could afford. He was a gentleman throughout the entire process, which did wonders to ease my first time buyer jitters. I may never reach the top tier of national glider competitions, but thanks to Mike I can claim that at least my glider did.

There are too many names to list all of the other folks that helped me along the way, but I have to mention Gene Wilburn, Vern Chapin, Dave Pixton, Paul Rehm and Glenn Collins. Thank you.

I didn't realize just how big of a deal this flight was to everyone when not one, but two photographers materialized out of nowhere to take my picture before the flight. Then a third one showed up to take a picture of my landing! Thanks everyone. PS - Yeah, it flies great.

Send articles, news, soaring achievements, ratings or badge legs earned, other significant flights, classifieds, other info the membership will find interesting.

Deadline: 20th of each month

Submissions to:

Ed Fry

convector@m-asa.org (note hyphen!)

Feedback and suggestions welcome.

The Ka-7 has flown ... she is surely a beautiful sight in flight.

Peter Kern took these photos at the field:

• Forward view on the ground, Gene Wilburn at the controls
• In the cockpit with Gene Wilburn and Paul Rehm
• Profile on the ground
• In flight on tow

	Frederick			Fairfield
Day	Operations Director	Tow Pilot	Assistant OD	Operations Director	Tow Pilot	Assistant OD
01				Richard Latoff	Phil Burgess
02	Peter Kern	Bob Andrew		Mark Segall	David Pixton
08	Jim Homer	Sam Harry		Christophe Blanchi	John Hearn
09	Baude Litt	Lance Nuckolls		Claude Blanchi	Jim Trygg
15	George Simms	Bob Ball		Luis Fernandez	Elmer Mooring
16	Maurice Deland	Robert Robins		Howard Grundland	Pete Welles
22	Jason Garver	Poul Hansen	Bobby Telatovich	Gyorgy Fekete	Don Robb
23	Steve Kinsley	Tom Judkins	Janet Frank	Pete Zawadzki	Rich Horigan
29	Michael Hearn Wilmar Sick	Bob Jackson Craig Moen		Chris O'Callaghan	Max Ullmann
30	Andy McCarter William J Judge	Dee Torgerson Ray Scarpulla	Peter English	Gigi Gere	Mike Smith

	Frederick			Fairfield
Day	Operations Director	Tow Pilot	Assistant OD	Operations Director	Tow Pilot	Assistant OD
04	Dennis Petersen Phil Scheel	Jane Robens	Andrew Dessler	John Mitchell Chris Scarlett	Keith Newins
06	Bill Kerns Bill Donahoe	David Schober Dick Bernstein	Gary Goldberg	George Constantin	Chuck Forrester
07	John Thornhill Roger Andes	Gene Wilburn Hans Jorgensen	Robert Dutilly	Jim Lewis	Phil Burgess
13	Mitch Lambros	Scott Petrasek		David A Churchill	John Hearn
14	Bob Luskin	Jan Steenblik		Howard Banks	Buddy Denham
20	Edward Breau	Bob Andrew		David MacVeigh	Jim Chick
21	Rob Myhre	Lance Nuckolls		Laura Hession	George Green
27	Jim Karcher	Bob Ball		Leslie Bell	Bill Savory
28	Bob Whitehead	Robert Robins		Rick Fuller	Mike Grinder

	Frederick			Fairfield
Day	Operations Director	Tow Pilot	Assistant OD	Operations Director	Tow Pilot	Assistant OD
03	Gary Miller	Sam Harry	Brain Arnett	Arlie Long Jr	David Pixton	Steve Shelton
04	Urs Thierstein	Tom Judkins	ackary Thornhill	Mike Vore	Elmer Mooring
10	Tonas Kalil	Craig Moen		Sarah Macpherson	Pete Welles
11	Garv Garvin	Dee Torgerson		Elliott Blitz	Don Robb
17	Frederick Air Show (no M-ASA operation)			Bruce Andrews Jack Beavers	Rich Horigan Max Ullmann	Peter English
18	Frederick Air Show (no M-ASA operation)			Jonathan Gere George Burns	Mike Smith Keith Newins
24	Holland Ford	Poul Hansen		Leslie Bell	Jim Trygg	Gary Goldberg
25	Dan Meyer	Bob Jackson		Darrel Shiles	Chuck Forrester	Robert Dutilly
31	oe Birkenstock	ay Scarpulla		Bob Schott	Phil Burgess

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. 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