July 2001 WESTWIND

ON THE INSIDE

PASCO / SSA / Operations / Club Directory ...... Page 2-3 Minutes ...... Page 4 Classified Ads...... Page 5 Long-Winged Gliders ...... Page 6 MiniSafetyTips...... Page 11 PASCO League at Minden ...... Page 13 Calendar of Events ...... Page 14 Membership Application ...... Page 16 Statement of Purpose The purpose of the Pacific Soaring Council, Inc., a non-profit, 501(c)3 corporation, is to initiate, sponsor, promote and carry out plans, policies and activities that will further the education and development of soaring pilots. Specifically, activities will promote and teach the safety of flight; meteorology; training in the physiology of flight, and the skills of cross country and high altitude soaring. Other activities will be directed towards the development of competition pilots and the organization and support of contests at the local, regional, national and international levels of soaring. PASCO is the acronym for the Council. WestWind is the monthly publication of PASCO. Material may be reprinted without permission. The present board will remain in office until November 2001. Current dues are $25 annually from the month after receipt of payment. Pacific Soaring Council, Inc. Soaring Society of Officers of the Corporation Committees America President Karol A. Hines Awards: 4108 Coralline Ct; Fremont, CA 94555-3369 Cindy Donovan 510-791-2964 h 151 Haslemere Ct. [email protected] Directors - Region 11 Lafayette, CA 94549-2000 Karol Hines 925-932-4269 h Vice President Ty White 415-667-9142 w 4108 Coralline Ct., Fremont, CA 94555 41600 Marigold Drive [email protected] (510) 791-2964 h Fremont, CA 94539-4716 [email protected] 510-490-6765 h; 408-616-8379 w Membership/Address Change/Calendar [email protected] Ty White David Volkmann Secretary -Treasurer John Bell see address under Officers of the Corporation P.O. Box 64, Shasta, CA 96087 647 Martinique Dr. Public Relations: Redwood City, CA 94065-1337 Chad Moore H-530-246-7559 [email protected] 650-595-5264 h; 650-595-4731 fax see address under Directors of Corporation [email protected] Safety: HEADQUARTERS Publications Chairperson Diana Bishey Sergio Colacevich P.O. Box E, Hobbs, NM 88241-1308 5685 White Mountain Ct.; Martinez, CA 94553-5843 see address under Directors of Corporation 925-228-5371 h; 510-642-5779 w B-505 392-1177 510-643-1524 fax Competition: [email protected] Peter Deane 1511 Ben Roe Drive Directors of the Corporation Los Altos, CA 94024-6110 GOVERNORS 650-964-2797 h 408-721-5765 w NORTHERN CALIFORNIA Sergio Colacevich 408-733-1642 fax 4436 Northampton Dr [email protected] Bob Korves Carmichael, CA 95608-1555 1 Tinneil Court, Sacramento, CA 95833 916-967-5710 h; 916-274-5874 w Sawyer Award: (916) 924-5953 h, 916-967-5079 fax; [email protected] Ramy Yanetz 400 Nicholas Dr (916) 371-3110 w, Tony Gaechter Mountain View, CA 94043 (916) 372-8541 Fax 21060 Canyon View Drive Tel (650)625-0633 [email protected] Saratoga, CA 95070-5718 [email protected] 408-867-2182 h; 408-481-6000 w NEVADA 408-481-2020 fax;[email protected] FAA Liaison: Rolf Peterson Vern Frye Chad Moore see address under Directors of Corporation 2240 Saddleridge Ct., Reno, NV 89509 Lonoak Route, Box 6 h (775) 825-1125 King City, CA 93930-9404 Equipment: 831-385-4446 h Elden Hinkle [email protected] 700 Hastings St.; Chico, CA 95973-8865 530-898-8101 h; 530-518-4680 w HAWAII L. Rolf Peterson 530-894-7153 fax; [email protected] Elmer Udd 2618 Tahoe Drive 266 Poipu Drive Livermore, CA 94550-6624 PASCO League: 925-447-5620 h; 925-447-4255 w Tony Gaechter Honolulu, HI 96825 [email protected] see address under Directors of Corporation (808) 395-9502 h Information Numbers

Soaring Meteorology Consultant Aviation Weather Briefings Sierra Highway Information Doug Armstrong National Weather Service, Reno Auburn - 702 793-1313 [email protected] 800 WX-BRIEF (#*318) (775) 858-1300 (#*318) Reno - 775 793-1313 Truckee - 775 793-1313

Volume 36, No (7) (500 Copies) Calendar of Events, Ty White; Editorial Policy: WestWind is the journal of the Pacific Soaring Council. Material published in WestWind is freely contributed by members of PASCO. The accuracy of information and the opinions expressed are the responsibility of the contributor. Other publications may reproduce material printed herein, but credit is requested as to source. Classified rate is $10 per up to 35 words. Send ad and payment to editor. Display advertising rates available upon request. Articles and photo submissions are encouraged. The deadline for submission is the 5th day of the preceding month. Submit all materials to Editor, Janice Hoke 4188 Plateau Ct, Reno, NV 89509, 775-747-4145 h, 775-788-6307 w, [email protected]

Page 2 — July 2001 REGION 11 GLIDER REGION 11 CLUBS OPERATIONS & ASSOCIATIONS

Air Sailing, Inc. Airport Air Sailing, Inc. Airport David Volkmann 530-246-7559 Air Sailing, Inc. Airport David Volkmann 530-246-7559 Attitude Aviation 299 W. Jack London Blvd. Livermore, CA 94550, (925) 456-2276 Bay Area Soaring Associates (BASA) - Hollister Air- port, Hollister, CA; Truckee Airport, Truckee, CA; Central California Soaring Club Avenal Gliderport - Minden-Tahoe Airport, Minden, NV. Contact Stan Davies, 600 LaNeva Blvd, Avenal CA 93204, 559-386-9552 (408) 238-2880. Chico Soaring Association (CSA) - Orland Airport, Orland, Central California Soaring Club Avenal Gliderport, CA. Contact Elden Hinkle, 530-898-8101 h, [email protected] Avenal, CA. Contact Mario Crosina, 1747 Bobolink Lane, Fresno, CA (559) 251-7933. Crazy Creek Soaring 18896 Grange Road, P.O. Box 575, Middletown, CA 95461, 707-987-9112 Chico Soaring Association (CSA) - Orland Airport, High Country Soaring Minden-Tahoe Airport, P.O. Box Orland, CA. Contact Elden Hinkle, 530-898-8101 h, 70, Minden, NV 89423, 775-782-4944 [email protected] Mt. Diablo Soaring, Inc. Rolf Peterson, Flt. Instructor Crazy Creek Soaring Society (CCSS) - Crazy Creek 2618 Tahoe Drive, Livermore, CA 94550 Gliderport, Middletown, CA. Contact Roger Archey, (415) (925) 447-5620, [email protected] 924-2424. North Valley Aviation Montague Airport P.O. Box 70 Montague, CA 96064 (916) 459-3456 Las Vegas Valley Soaring Association - Jean Airport, NV, P.O.Box 19902, Jean, NV 89019- Northern California Soaring Association (NCSA) Northern California Soaring Association (NCSA) Byron 1902. 702-874-1420, [email protected] Airport, Byron, CA. (925) 516-7503 Contact Mike Schneider (925) 426-1412 Minden Soaring Club - P.O. Box 361, Minden, NV Owens Valley Soaring, 619-387-2673, 5201 Westridge 89423 Contact Rick Walters (775) 265-3386. Rd., Rt 2, Bishop, CA 93514 Mount Shasta Soaring Center – Siskiyou County Palomino Valley Soaring, Air Sailing Gliderport, NV. Airport, Montague, CA, Contact Gary Kemp, 530- Mailing address, Palomino Valley Soaring, PMB 356, 934-2484, [email protected] 9732 State Route 445, Sparks, Nv. 89436. (775) 475- 2440, [email protected], www.soar- Nevada Soaring Association (NSA) - Air Sailing palomino.com Gliderport, NV. Contact Vern Frye (775) 825-1125 h Northern California Soaring Association (NCSA) Byron Hollister Gliding Club, Hollister Airport – Hollister California, 831-636-3799, 831-636-7705 FAX, Aiport, Byron, CA. Contact Mike Schneider (925) 426- [email protected] 1412 Soar Minden Minden-Tahoe Airport, P.O. Box 1764, Silverado Soaring Association - Crazy Creek Gliderport, Minden, NV 89423, 775-782-SOAR(7627), 800-345-7627 Middletown, CA; Truckee Airport, Truckee, CA. Con- Soar Truckee, Inc. P.O. Box 2657, Truckee Airport, CA tact Douglas Lent (916) 966-4038 96160, 530-587-6702 Valley Soaring Association (VSA) - 2668 Husted Road, Williams Soaring Center 2668 Husted Road, Williams, Williams, CA 95987. Contact Peter Kelly (707) 448- CA 95987, 530-473-5600, [email protected] 6422 http://www.williamssoaring.com/

WORLD WIDE WEB ADDRESSES - REGION 11 SOARING SOCIETY OF AMERICA http://www.ssa.org PACIFIC SOARING COUNCIL http://www.ranlog.com/pasco/index.html AIR SAILING INC. http://www.airsailing.org JIM AND JACKIE PAYNE - FAI BADGE PAGE http://home.aol.com/JPAviation BAY AREA SOARING ASSOCIATES http://www.flybasa.org CENTRAL CALIFORNIA SOARING CLUB http://www.soaravenal.com CHICO SOARING ASSOCIATION http://www.syix.com/clarkaw/csa_home.html MINDEN SOARING CLUB http://www.community.net/~soaring/msc.html MOUNT SHASTA SOARING CENTER http://www.community.net/~soaring/mssc.html NORTHERN CALIFORNIA SOARING ASSC. http://www.bethany.edu/psych/ncsa PALOMINO VALLEY SOARING www.soar-palomino.com RENO SOARING FORECAST http://nimbo.wrh.noaa.gov/Reno/rnosafrno.htm SILVERADO SOARING, INC. http://www.silveradosoaring.org/ SOAR HOLLISTER http://www.soarhollister.com/ WILLIAMS SOARING CENTER http://www.williamssoaring.com/ VALLEY SOARING ASSOCIATION http://www.community.net/~soaring/

Page 3 — July 2001 Minutes of the PASCO Board of Directors

contact with the Herlong Airport manager June 4, 2001 It was noted that Drew Pierce (of the asking for weed reduction efforts. ATTENDING: John Bell, Sergio Colacevich, Hollister Gliding Club) goes to a lot of Tony Gaechter, Karol Hines, Chad Moore. airshows with his gliders, and that as part of YOUTH SOARING ACADEMY RESENTATION:Action Item: The Board DIRECTORS NOT PRESENT: Diana our efforts to promote the sport of soaring to members will read Stan Davies’ article and Bishey, Rolf Peterson, Ty White. new potential pilots, we might well assist him in addition to setting up additional efforts. be prepared to discuss supporting his efforts APRIL MINUTES: The minutes of the April at the next meeting. meeting were approved by email. WestWind is also a potentially useful advertisement for our sport. DEFINITION OF BOARD’S GOALS FOR TREASURER’S REPORT: As of May 15, 2001 (implementation ideas): cash and banking accounts totaled Action Items: Chad will inquire as to why Goal 1. To increase the exposure of soaring $14,620.02 excluding the scholarship fund there is no longer a PASCO membership as a sport. and money still owed that fund, but including form in WestWind. Chad will check if there $1504.50 in undeposited checks. By next is a press overrun for WestWind. The board agrees that it is critical to have meeting we will have accounting for the Chad noted that his time is very limited written material (as noted under Publication Regionals at Crazy Creek and some PASCO through July. Chairperson’s report) to distribute. league contests. SAFETY CHAIRPERSON REPORT: The The Board solicits the advice and We are currently on budget for this calendar recent Regionals at Crazy Creek was held participation of the membership at large. year. The largest variance is in the WestWind without significant safety concerns. Toward this end, an article with dates of local airshows and other events should be advertising income and this is likely a matter Sergio has completed an article on the Final published in WestWind for next year. PASCO of timing. Assembly Check (Critical Assembly Check will actively consider reimbursement for PUBLICATION CHAIRPERSON REPORT: plus Positive Control Check). Sergio also expenses for volunteers at such events. No report. reiterated that while assistance is important in these efforts the ultimate responsibility Places to establish a presence include those AWARDS CHAIRPERSON REPORT: resides solely with the pilot. following. Karol reported that Cindy Donovan has Chad expressed interest in the description of Power FBO’s. As there is some concern as to ordered “Keeper” plaques for recipients of an optimum Positive Control Check and has whether we might be considered unwanted the Les Arnold award. Total cost will be offered to additionally read and critique the competition by power FBO’s: about $500-$600. article. Chad also reminded us of the role Action Item: Karol will ask Roger how his MEMBERSHIP CHAIRPERSON REPORT: that unexpected canopy openings have played brochure was received by FBO’s. No report in initiating a number of accidents. Events and airshows. PUBLIC RELATIONS CHAIRPERSON COMPETITION COMMITTEE: Action Item: All will work to obtain list of REPORT: Marc Ramsey has been No report. airshows. maintaining the PASCO league website Action Item: Karol will check with Steve Museums. (http://www.ranlog.com/pasco/index.html) as Smith (who served ably as the Crazy Creek his time permits but he does not have the Action Items: John will stop by Hiller Regionals CD) regarding an article on the time to be more active in modifying and Museum and air museum at San Martin contest. restructuring the site. The board would like airport. Karol will check Oakland Airport to recruit a volunteer who can take PASCO LEAGUE CHAIRPERSON: museum. responsibility for the site, establish it under Sixteen pilots flew in the PASCO league REI club day (attracts active and adventurous the Pacificsoaring.org name and maintain it contest at Avenal, including one who drove in outdoor people) June 16. more extensively than Marc’s time permits. from Albuquerque, NM for the contest. Tony Action Item: Board to come up with people We will need to find an ISP and transport the was pleased that while the course was who can provide a presence, with T-shirts website. challenging at times, the Avenal area is a and WestWinds as supplies. Action Item: Chad will contact Marc very safe place to fly cross country. Action Items: Chad will sign us up to Ramsey to establish an estimate of the In addition to fielding a team, the Central participate at EAA fly-in on Sept. 7-9 at amount of time involved. Chad will contact California Soaring Club was a wonderful host McClellan. Karol will contact Ty for further Janice Hoke to put a notice in WestWind to and their great meals were appreciated. details on Moffett airshow. Chad will recruit a PASCO Webmaster. Tony expressed some disappointment that a determine times of Reno balloon races. Chad Chad has obtained a copy of a brochure few expected contestants did not make it and will contact Janice regarding pubicizing via published by the SSA (cost $1) for did not notify him and as a result PASCO had television coverage of events. prospective pilots but did not consider it as to pay for an additional, unnecessary interesting as the subject warrants. It was towplane. The board agreed that it was not CONSTITUTION OF THE NEXT BOARD: noted that it is better than nothing. There are practical to expect firmer commitments for Action Items: Karol will contact Ty to no more of the brochures produced a few such an informal contest and we must be determine which terms are due to expire. As years ago by Roger Archey. The SSA has prepared to accommodate such occurrences. the function of the Board is completely also produced a short videotape, which has FAA LIAISON CHAIRPERSON: dependent upon the continuing volunteer been described as “cute” and which Karol No report. efforts of its members, outgoing Board used to good effect in her talk to EQUIPMENT REPORT: Karol has contacted members’ significant responsibilities must gradeschoolers. Elden and the scales have been calibrated and include considering and recruiting their Action Item: Karol will get a copy of Roger’s all the equipment is available as needed. successors. brochure and her copy of the SSA produced HERLONG AIRPORT CONTACTS: Ken videotape to Chad for his evaluation. Pruchnick has offered to follow up on his

Page 4 — July 2001 Williams Soaring Center Proudly servicing the Soaring Community for over 15 years Classified Ads H-201 Libelle rebuild project, Left wing repaired and airfoil slightly • Winter Instruments • Cambridge GPS changed due to repair bulge. Fuselage and tail feathers undamaged • Tost Products, Tire Releases • Oxygen Systems (well minor damage to nose due to • Mylar Seals, Wing Tape • Flight Accessories the cart wheel) Turns good, turns left real good. Standard instruments • Pilot Supplies • Training, Rides & Rental plus Data Logger used exclusively in the Sierras. Contact JJ Sinclair [email protected]

WestWind Classified ads on the WORLD WIDE WEB Formerly Now for one low price PIK Pacific $10 per month for 35 words. Your WESTWIND classified Williams Soaring Center (530) 473-5600 ad will also appear on Rex & Noelle Mayes PASCO’s WWW page! Be 2668 Husted Road, Williams CA 95987-5105 sure to include your e-mail address in your advertisement.

(530) 587-6702

• Open May 1 - October 2

• Tows, Instruction, Rides, Rental

• Camp in the pine trees at the Airport

• Shower, bunk room golf carts, tie-downs

• Friendly and Fun • Sat night Bar-B-Q

Page 5 — July 2001 Lessons on flying long- winged gliders

By Milton Hare

Introduction: An eager beaver By Carl Herold Late in March, I agreed to come to Williams Soaring Center to fly for two days in the ASH-25 glider with a new partner, Milton Hare. A few tow, I let Milton get used to the We flew another couple of hours days earlier Gary and Rex Mayes had glider for about an hour in weak lift. in weak lift to make sure Milt could made some outstanding long 500-mile I had been talking with him most of diagnose his flying skills. It was flights with Milt in the Mendocino our flying time together but was not hard to break his stick and rudder Mountains. I had been watching the seeing any progress. I told him we habits picked up on his own after soaring weather and knew this spring were going to stay in the weaker, achieving his private license a few soaring in the coastal ranges was ex- smoother lift in the valley for the years ago. I pointed out to Milt that traordinary. I was interested in sam- day. Milt had still not significantly advanced soaring skills must be built pling it. changed his small-span habits, even on a good foundation of basic stick A few days before driving to Wil- though I was consistently achieving and rudder skills. It was clear that liams from Reno, I called Gary Kemp 250 fpm greater climb rates. while flying alone, Milt had been and asked about this talkative, enthu- To simplify the learning process, teaching himself based on book siastic 300-hour Pegasus glider pilot I decided we should start from the be- knowledge and had developed many transitioning to the ASH-25. Gary ginning and focus on each specific poor habits that needed to be cor- said I would be tested mightily in re- skill until Milt could perform each rected. tuning Milt’s stick and rudder skills. one consistently. In steps, I had him Flying an aircraft well, whether Gary was correct. not look anywhere but forward while in aerobatics, cruising straight, or On April 9, Milt and I took a 9:30 maintaining plus or minus 2 knots thermaling is to use the controls to a.m. tow and shared the glider for with about 50 knots in forward speed. change the path of flight and then just seven hours, each of us flying about As soon as he mastered this, I demon- use the controls to trim the aircraft to half the time. For a pilot experienced strated my aileron-only and rudder- maintain its flight path or positively in big wings, the ASH-25 is a dream only control inputs. I then demon- counter disruptive wind forces. This to fly. strated turns leading with the rudder is more important in large wings with For the other-half of the flight I and following with the trimming aile- high mass, but it is still important in was a passenger in a “Vomit Comet.” rons. I required that he hold his small wings. Milt clearly had what I call “respon- banks within 30 to 45 degrees and Milton’s situation is not unique. sive small-span-glider syndrome,” vi- maintain his bank within a couple of Transitioning up with only 300 brating and over controlling the con- degrees while thermaling. I also in- logged hours into a glider like the trol stick constantly in pitch and roll troduced Milton to sideslip ASH-25 is challenging. I feel that with little rudder input. I estimate thermaling, carrying top rudder for many pilots moving into higher per- that of the 135 rated-glider-pilot pas- ease of control and improved perfor- formance gliders in a short period of sengers in my 3DM in the past three mance. time are unprepared, with poor flying years; at least 30 percent of them had Improvements were apparent and poor tactical skills. Milt had rec- this syndrome to a greater or lesser within a few turns. His constant ognized this, and had sought the ad- extent. dishing-out (the initial stage of spiral vice and counsel of experienced pi- Without getting airsick and soar- diving) was disappearing. Previ- lots to transition into big wings as ing close to 300 miles on a 500-mile- ously, his stick aileron inputs had safely as possible. plus day, to the chagrin of Milton, we been faster than the glider could re- This is a sport in which accom- landed early, two hours before sunset. spond to, and he was constantly re- plishments come easier than in the I didn’t need any more. Gary was covering from dishing out while try- past, but it still takes a lifetime to right. This eager beaver needed the ing to maneuver tightly into the stron- master safely. Skill is developed direct approach. gest lift. Within an hour, his rate of with appropriate training inputs from The next morning we took a low climb improved to within 50 fpm of your peers and the diligent hard work tow into weak conditions and were on what I was able to do. A marked by doing and observing, not by read- the ground in an hour. On the next transformation. ing or talking. Page 6 — July 2001 I am pleased that Milton re- and sometimes frustrating. cold arctic air giving us exceptional sponded to my request to write this As I look back now I think this spring soaring weather and spectacu- important first-person story of his 13- approach to the transition was the lar flights along the Mendocino hour, two-day transition to becoming right one for me - trial by fire. In the mountain range from the San Fran- a much improved and more mature pi- space of a few weeks, I went from my cisco Bay Area north to 14,000-foot lot. I have heard high praise on his first solo in the ASH to flying 9-hour Mt. Shasta. It has been only three dramatic improvement from his recent cross-countries with highly experi- weeks since I soloed in “Phoenix” passengers. Thank you for your will- enced pilots - a very steep and re- (the ASH-25 my fiancée Alison and I ingness to hang in there. I am proud warding learning curve. After about have recently become partners in with of you, Milton. 100 hours in the ASH, quite a bit of Rex Mayes and Roland Von Heuen). Carl Herold those with very experienced pilots, I I have flown about 40 hours in it believe that this is the best way to since then, including back-to-back improve soaring knowledge and per- dream flights: a 9-hour 500-mile Introduction: formance. flight with Rex, then an 8 ½-flight Learning to fly the The following story was written with Gary Kemp for 473 miles - by Learning to fly the after I had been flying the ASH for a far the longest soaring flights of my Phoenix few weeks. At the time I was kind of life. reeling from the thrashing Carl had Carl and I had just completed a 7- By Milton Hare given me, but as time has passed I hour flight the day before, exploring a In January of 2001, my fiancée feel much better about the whole ex- wide range of conditions, from weak, Alison and I became partners in the perience. Rex and Gary pointed out unsustainable ridge lift at 9:30 in the “Phoenix,” an ASH-25 based at Will- my weaknesses in a polite and rea- morning and small, barely sustainable iams, Calif. The ASH was a big step sonable manner, but Carl pretty much 3,000 foot thermals to booming in complexity for me - flaps, wings demanded that I correct them immedi- 1,000-feet-a-minute lift to 11,000 34 feet longer than my old Pegasus ately. Carl is serious about improving feet. It had been an amazing day, an and lots of inertia. soaring safety and performance, one amazing week, an amazing spring - My flying background included pilot at a time. hell, it just doesn’t get any better about 400 hours in power planes and One way or the other, after this than this! Right? 300 in gliders - mostly glass trainers intense week of learning, my soaring Here I am flying the sailplane of and Pegasus time over a period of technique changed markedly and for my dreams, with some of the most ex- about 10 years, with occasional 2-33 the better. I’ve had the chance to pass perienced soaring pilots on the flights while I was growing up. Dur- along some of these techniques to planet, in the middle of great spring ing the previous year Alison and I other pilots flying the ASH for the soaring conditions at Williams, with had flown the Duo Discus on a regu- first time, and it clearly makes a huge day after day of great cross-country lar basis, with some fun flights in a difference. Many thanks to the pilots soaring conditions and lift as far as Stemme, and I was starting to go who have taken the time to teach me the eye can see. This is paradise cross country. about soaring. right? Well, not exactly... When the time came to buy an- The problem with my spring soar- other glider, we felt that the ASH was ing paradise was that the thermaling the best choice for us because we Soaring paradise skills I had come to depend on, built could fly together, it would be easier or purgatory? primarily while flying a Pegasus, to find experienced pilots to fly with or purgatory? were not working very well in the and learn from, and we had both made By Milton Hare ASH-25. This was especially notice- the mistake of going for a demo flight At 7:30 in the morning, someone able in the more turbulent, diabolical in it with Rex Mayes, who was offer- is banging on my door. Emerging into thermals (you know the kind) that ing the partnership. It was a beautiful consciousness as I stumble past the make you work really hard to keep machine with awesome performance, battery chargers and assorted soaring the number on climb averager from and with an experienced partner like gear strewn about the room, I realize being a small fraction of the peak lift. Rex, it seemed like the right choice that this is not a dream. Soaring guru I was making my thermaling correc- for us. Six months later, we are very Carl Herold is wide awake and ready tions as if I was flying a Pegasus, but happy with the decision, and it’s gone to go for another day of soaring. As I trying to follow the advice I had been even better than we were hoping for. stand in the doorway wearing three given about flying the ASH. This The ASH was fairly intimidating, layers of day-old thermal underwear ended up creating havoc, and it took but with Rex’s expert instruction, I and my hair a striking example of some real work to come up with a was flying on my own after about six chaos theory, it is apparent that once new approach that worked. I had flights. Changing my soaring habits again, he is way ahead of me. spent only four hours getting used to to suit a 25-meter ship took longer. It is Tuesday, April 10, 2001. I’ve thermaling the Phoenix before blast- This story is based mostly on the first been living my soaring dreams at the ing off with Rex and then Gary for few weeks of flying in the ASH, Williams Soaring Center in northern 1,000K attempts, and it was a real which was exhilarating, challenging California for more than a week, with trial by fire that made it clear I had a

Page 7 — July 2001 lot to learn. book in the library, ordered every the blazing orange sun sank to the While I realize quite well that I back issue of Soaring magazine avail- west, clouds glowing like they were have endless lessons to learn from pi- able and read them all at least 3 on fire - truly magical. One of those lots who can not unreasonably mea- times. I did all I could, given the fact sunset moments was so perfect that I sure their cross-country soaring expe- that I couldn’t actually fly much. couldn’t resist proposing to Alison at rience in units of Earth orbits, my I bored everyone with the virtues 3,000 feet in the Duo Discus (she had thermaling was a lot worse than I had of cumulus clouds, the magic of len- a chute and didn’t use it - that’s a yes expected. I was not satisfied with my ticular clouds and the obvious soaring in my book). performance on the long flights, and potential of the coastal mountain When it was time to buy a glider had probably turned two 1,000K ranges of California as we drove to start going cross country again flights into 500 milers. I’m pretty along the freeway. I longed to be in (you landed where in the club Pe- sure Gary was sobbing in the front the sky soaring in front of those fan- gasus?), Alison and I decided that go- seat at one point as I missed the third tastic stacks of lennies that seemed to ing partners in the Phoenix was the awesome core in a row and we sank run past the horizon. best way to go (and Rex can really below the lift band... I know I was. I read Winning on the Wind every turn on the charm when he needs to). When I flew with Carl, he wasn’t few months, and George Moffat was A big, scary step (especially when we even remotely impressed with my my hero. Over the years my figured out how long it takes to wax), thermaling prowess - quite the con- Grandma’s Kharmann Gia (with but very exciting as well. My initial trary, and he told me in blunt, ego- 400,000 miles on the clock) ended up training with Rex in the ASH went crushing terms. Although I felt like I at the hallowed ground of the Black wel. Handling and performance was was working hard to follow his in- Forest Gliderport (only a few hundred excellent, approach control was very structions and learn from his flying, it miles out of the way) and magical effective, and I managed to avoid hit- really wasn’t going well. I was fight- Calistoga - no flying, just a kid soak- ting anything with the 84-foot wings ing the ship, and Carl was not enjoy- ing it all up. or dragging them on the ground too ing the process at all. This wasn’t a At some point my dad drove me often. Using flaps for the first time dream - it was a nightmare! What was 300 miles through the mountains to was not nearly as dramatic as I ex- happening? Klamath Falls so I could spend my pected, although certainly not a ca- last dollar on a flight in a TG-2. We sual endeavor. Sooner than I was ex- flew with eagles and speculated about pecting, Rex said he’d seen enough A lifetime of who might be riding the lennies piled and I was on my own. soaring dreams up over Shasta. After 25 years, I still Changing old habits, step by step soaring dreams wonder who it was that came all the So here I am, finally living out I took this problem seriously. way out to that windswept airport just my soaring dreams. I’ve reached a ba- Soaring has been one of the most im- to give some kid a 20-minute ride, a sic level of proficiency (everyone portant parts of my life since being special flight. seems to agree that I can handle the smitten at the age of 8. That was 29 Finally, at the age of 24, I started thing without modifying any expen- years ago in the back room of my flight training at Lagoon Valley in sive parts). With a lot of help from grandmother’s dusty art gallery in the Vacaville, Calif. Rex got me soloed Carl, it is now time to come up with a Sierra Nevada foothills. I stumbled in short order and things were going better approach to thermaling the across an old National Geographic ar- well. I bought a Pegasus for a great Phoenix. ticle published in January 1967 titled deal a few months later (Soaring ar- Carl and I started working on the “Sailors of the Sky” which described ticle: how to get a glider loan) and problem at breakfast. Rather than an- the sport of soaring, with a photo of flew that around for a while, did some other long flight attempt, we would Richard Johnson in his majestic Sky- short cross-countries and fun contests fly locally (this was not my idea, lark 4 against the clouds. and eventually got my glider rating at given the soaring conditions, but in I was instantly and permanently Hollister years later. the end it was very beneficial). Carl hooked. I had been watching the soar- In the fall of 1999, I started fly- planned to help me work on my ing birds that summer with envy, and ing a lot - almost every soarable day. thermaling technique, starting with suddenly I realized that I could soar I spent hours and hours working on the basics and building on them one like they were” The concept was elec- the techniques I had read about in step at a time until I was thermaling trifying to me. My sparse funds and books and learned from people I flew with a little more respect for the laws lack of parental support for this crazy with. I flew in thermals and wave, of physics. obsession limited my “soaring” se- ridge soared up the face of 8,000-foot As I learned from Carl, two of the verely (three months of delivering pa- clouds and started learning about the major factors to consider when flying pers got me one 20-minute sled ride endless mysteries of soaring. Basi- with long wings are adverse yaw and in a 2-33 at Sky Sailing). cally I was having a blast, staying up yaw momentum. The ASH-25 has a My enthusiasm never wavered for in any lift I could find until darkness lot of both, with a span of 84 feet and a moment. I knew in my bones that forced me to land. I remember many very heavy wings (ask anyone who’s someday I too would soar like Rich- spring evenings where the full moon assembled one.). Once the wings start ard Johnson. I read every soaring rose over the green hills to the east as rotating around the vertical axis, that

Page 8 — July 2001 momentum is difficult and inefficient we ignored the cu’s building at make the difference. This isn’t ex- to stop. It is important to start that 12,000 feet over the ridges and flew actly in the order that we followed rotation in the right direction. Using around at 4,000 feet in the valley in- but it seems about right. Keep in the ailerons to initiate a turn causes stead so Carl could teach me in an en- mind that I’ve just barely learned this the wings to initially start rotating vironment where I had exactly zero stuff, so it would not be shocking if I away from the direction of the turn. excuses. Purgatory. misunderstood something, but this is The answer to this problem is ini- My thermaling style has always how I remember it. tiate the turn using full deflection of been on the aggressive side - Helmut Step 1: Airspeed/attitude con- the rudder. Ailerons are used only af- Reichman said to bank if you hit sink, trol. I was to maintain airspeed ter the rudder has been used to get the and bank even more when you hit lift, within two knots at all times while wings swinging in the right direction, so that’s what I did: lots of steep thermalling, and keep the attitude of and then only sparingly. Once estab- banking. I would do anything to get the nose against the horizon under lished in the turn, the ailerons and back into that strong little core (6- precise control. I was not to worry rudder are used to react to gusts and second count? We didn’t have about the airspeed during gusts. And maintain a consistent bank angle, thermals that big in my town!). I that wild steep banking with its asso- rather than trying to react instantly to would even rack it up and pull pretty ciated airspeed changes was abso- every change in the thermal. Rudder high G’s to immediately return to the lutely out of the question. is your friend. This also applies on core if I flew out of it - a series of Carl said that to really get this tow and on the ground: 270-degree turns to center that ther- right I would need to look out the Carl helped me discover exactly mal? Not for me: I’d rather guess nose at the horizon (and stop looking how effective rudder-only turning is where the core is and perform what- at the ground while unraveling the se- by using a simple procedure: First I ever maneuver was necessary to get crets of the thermal). This had imme- turned right using only the ailerons, in it asap. diate effect, and I was able to fly ac- then using only the rudder. Using ai- I ended up with varying airspeed, curate airspeed pretty well right away lerons, the nose initially moves left, bank and everything else as I attacked - glancing at the ground occasionally with the wings also rotating towards that thermal. When someone flew worked fine for tracking our drift, the left. Using only rudder, the nose dual with me, I would overhear etc. moves right, the wings rotate to the garbled references (between hurls) to Somehow I had gotten away from right, and the glider enters a nice the name “Bartell” fairly often. Being this most basic tenet of flying and smooth bank without any rotational compared to a national champion tended to use my peripheral vision momentum being introduced in the seemed like a good thing at the time. while looking between the wind and wrong direction. What surprised me is I didn’t normally worry much about the nose. This immediately quieted how effective the rudder was - fully passenger comfort. I was much more things down, and everything started two-thirds the roll rate of the aile- interested in learning how to thermal happening more slowly. This also rons. I had learned how to “pick up a well. meant a steady G load and a nice wing” with the rudder at slow The bottom line is that I was get- stable foundation upon which every- thermaling speeds in a 15-meter ship, ting away with murder because I was thing else I learned was based. but using only rudder to enter a turn flying a very responsive glider. I had Step 2: Use strong rudder de- was a new concept. developed habits that worked if the flection to bank into the turn, then This concept made sense, and the location of the core was pretty clear trim with aileron. Feed in aileron af- demonstration was persuasive, but but also made it much more difficult ter the turn has been initiated as putting it into practice was not so to sense what the thermal was doing. needed. This initiated the turns in a easy, since using ailerons had long I was so busy doing my wild aerobat- coordinated fashion and basically since become an automatic reflex. ics that it tended to mask the feed- worked like magic. It is important to Carl literally held the stick so I could back from the thermal. This isn’t think in terms of rudder deflection, make only pitch changes, and eventu- good in a Pegasus even when you get not pressure. It took quite a bit of ally my feet were doing all the work. away with it, and it’s impossible in repetition to make this sink in, but af- Carl first explained this on our Mon- an ASH-25 (assuming you’re inter- ter a while it was automatic. day flight while I was attempting to ested in going up). This was actually very unsettling deal with strong narrow thermals, and So Carl had me start from the for me. Turn with the rudder? That’s I was already working pretty hard. ground up. The ASH just doesn’t re- right up there with air pockets, isn’t Once I couldn’t use the ailerons and spond the way a Pegasus does, and I it? Most banking, corrections and ev- actually had to think about what my needed to make some major changes. erything else you would normally use hands and feet were doing, my form Over the course of eight hours of dis- the ailerons for were replaced by use really fell apart and things got ugly. cussion and four more hours of fly- of the rudder: Unnatural, but it This was not the best time to be mak- ing, we covered a lot of ground. It worked. In truth, some “trimming” is ing major changes to my flying! would take a year to write it all down always happening naturally with the Although I understood what Carl (keeping up with Carl is a non-trivial ailerons, but if you try to use the rud- was saying, I was having a hard time exercise). I have written down the ba- der primarily, it seems to come out putting it into practice. So that’s why sic steps I remember that seemed to about right.

Page 9 — July 2001 Step 3: Slip while in slow, steep and not upsetting its natural balance it as high as it would go. banks. One would think that this is is the most efficient way to fly. Un- not the most efficient way to fly, but less you’re going to make a real cor- Smoother, better flying it actually makes a huge difference, rection, just leave it alone. During my By the end of Tuesday, after 11 hours and many people thermal this way. I nine-hour flight with Rex the week of flying and another nine hours of have been flying this way, but I before, he would often say, “it discussion with Carl, my flying had didn’t realize it was important; it just doesn’t do that” when I would try changed. It was more relaxed, more felt comfortable. The reason for doing some quick maneuver, especially precise, and I was no longer fighting it is simple: Thermals are often quick bank changes while trying to the glider. I was much more in tune gusty, and if you are in a coordinated react to the thermal. Rex flew with with the Phoenix, and it felt great. turn at slow airspeed, a gust from the graceful precision and little wasted Carl explained that I had merely been side will momentarily cause uncoor- motion. Gradually I learned to be exposed to this information, and that dinated flight - either a slip or a skid. more patient and make adjustments actually learning it would take a lot Since you are already slow, a skid only when it was really needed in- of practice. can be the start of a spin or a “dish stead of trying to react to everything You mean I have to go on soaring for out” where you momentarily lose con- that happened. hours and days and months and trol and have to recover, at the least Step 5: Start with small bank years? Hmm - maybe this isn’t Purga- disrupting your consistent thermaling angles, achieve perfection through tory after all! turn, at worst causing you to spin into practice, then move to steeper bank P.S. I highly recommend flying with the mountain you were a little too angles. We started with angles of 30 experienced soaring pilots. Flying close to. By flying in a slip, gusts and 45 degrees, maintaining the bank with Peter, Rex, Gary and Carl has will momentarily put you into coordi- to within 1 or 2 degrees. This was been a tremendously rewarding expe- nated flight instead of a skid. A gust hard to do, since it often meant not rience. It would take decades to learn creating more of a slip does not in- staying in the core for the full circle, these things on my own. crease the chance for a spin, unlike a but for the purpose of honing your Also, there are many flying tech- skid. technique, this is the best way to do niques that you just can’t learn from I initially thought this to be a it. This was the hardest thing for me: books. You need to watch these mas- desert thermal-specific approach, but I knew the core was right there, and it ters in their natural element. Every- after trying it, I realized that it was hard to resist racking it up and one has their own approach, and there worked well for most thermals. Some- coring the darn thing. After a few are many ways to achieve the same how it seemed that I didn’t have to hours of this, I realized that my goal. Although there are no shortcuts make as many corrections, and my achieved rate of climb seemed to be to becoming a capable soaring pilot, bank angle seemed to stay more con- better flying this way than by trying learning from others is a great head sistent, especially in gusty thermals. to core a relatively tight but weak start. This explained what Gary Kemp had thermal. I’ve had two practice flights in Phoe- been up to on our long flight the pre- This reminded me of flying with nix since my training with Carl, and vious week. I was astounded at some Peter Kelly in a Duo Discus on a so far it is working very well. It of the moves he made while we were fairly difficult day at Williams. might have been the conditions, but in really strong cores. On many occa- There was a marked contrast between on both flights I was able to stay with sions, we would end up slipping quite our thermaling styles. The cores were the thermals to the top fairly easily, severely with the airspeed hovering a little too small to stay in, and I with seemingly accurate corrections around 40 knots, while staying in the would fight to bank as tight as I based not on hunches, but on a pretty best part of the core and climbing at could, staying in the core as much as clear idea of what the core was doing. 10 knots. Then he would transition possible. This often resulted in gain- Also, my average climb rates were into a more normal bank but manage ing altitude quickly, but losing it at a much closer to the peak climb rates. to stay in the core. It was a really im- high sink rate when I was not in the One additional and very practical pressive move, and he used it on core, and it was a lot of hard work. benefit was that my copilots were many occasions when we were in very Peter flew one precision circle af- much more comfortable, and the term strong but unpredictable thermals. ter another in a 30-degree bank, fly- “Vomit-Comet” no longer applied. It Clearly, it takes a lot of practice to be ing back through the core every time, will take many more hours before I able to do that, or even know when but not losing much while outside of really know the effects of this change you should do it, but at least I under- it. This patient approach resulted in a in approach, but so far so good. I’ve stand the basis for it now. slow, reliable climb that worked bet- talked to a number of pilots who’ve Step 4: Pace. Slow down. Every ter than my approach. It was like rock been through a similar experience sailplane has a rhythm that works and roll versus Mozart, and the clas- during their transition to big gliders - best. The ASH-25 does not react as sical music won the day. I lost I’m very thankful that I got help from quickly as a smaller glider; making a thermals more often, even though I the right people early on, so I didn’t lot of small changes just doesn’t tended to climb pretty well, but his have to spend too much time fighting work. Letting the glider do the flying, style allowed better sensing of the the Phoenix. Now it’s time to prac- basically keeping it trimmed correctly thermal, and he was able to stay with tice!

Page 10 — July 2001 do. is made of fields (better if there are Now here I will not say all the more than one) I consider the size as Minisafetytips things to do, there are many text- an important good characteristic. books that teach that very well. I am First of all, at times it is not easy to just emphasizing the aspects where estimate the size and the chosen field Landing Out our emotions may trick us. may be much smaller than what it The universal rule to follow when looks. Then when we are near the by Sergio Colacevich flying cross country is to be always ground it may appear that there are Landing out is a multi-faceted within gliding distance of a landable features in the field that are undesir- theme. For many glider pilots, worry area. When I fly, I am almost always able, like undulations, ditches, sparse of a landout is the major deterrent able to reach an airport. For a limited rocks or bushes, ponding water or against cross country flying. Visions time I may be within gliding distance mud. It is good to have extra space to of low flying above unlimited forests, of good fields. On occasions I am maneuver and chose the best landing or in narrow canyons, or above rocks within gliding distance of poor fields. spot. is what chills the enthusiasm for the A couple of times during my 700 In general, a cultivated field is adventure of cross country, especially flights and 2,000 flying hours, I had better than a pasture. It will not have if one is a novice to the sport. the choice of horrible fields. It has rocks or heavy cattle steps, or wan- I always go cross country, and I never happened that I was low over dering cattle. However, a cultivated like to stretch the day, starting early, absolutely unlandable territory. field may have irrigation systems lay- going far and coming back late, living I think everybody knows the prin- ing directly on the ground, deep rows, through a low point in almost every ciples: be always in conditions to tall crops. They say there is a color flight. And I too sometimes have reach an outlanding area (airport or code to recognize the type of crop but those worries in the back of my mind. field) at the minimum altitude for do- I never found it very useful. I think is But just because of that, I think, I ing a visual inspection and for ex- better to know what type of vegeta- never saw those worries realized. We ecuting a regular pattern. This alti- tion is likely to be found in this sea- all have that survival instinct that tude is normally considered to be son of the year, and this is something keeps us away from really dangerous about 1,000 feet. If the landing area that can be seen by just looking situations, like climbing an impos- is far away, or if weather conditions around when driving. sible cliff or walking into traffic are uncertain etc., starting with the It is important to look for the without looking. So, I would like to aim to be there at 1,000 feet may not wind, because it may be different say that we should not worry too feel comfortable enough and you close to the ground than it is at eleva- much about horrible things that will may want to take more. You may aim tion. Try to guess the slope - not an likely never happen. to be there at 1,500 feet. Even at easy thing to do, as everything looks On the other hand, I have found 2,000 feet. 2,000 feet is plenty but so flat from above. Considerations of myself in worrisome situations, al- take more if you feel better. If you landing near a gate or close to a good though different from what I was decide that you do not have your road to make for an easy retrieve are imagining. Of course, if I could imag- minimum safe altitude, don’t go. It is of minimal importance. ine it I probably would have been that simple. The second fundamental rule of able to avoid it. So, it is reasonable I know, I know, the principles are landing out is to have the firm re- to have a general sense of caution, notorious but the application is often solve, once a field has been selected, but we should concentrate our atten- faulty, which takes to the real prob- to stop looking for lift and commit tion on real dangers and on ways to lem: the danger is not out there, the ourselves to the landing itself. From a avoid them. I am saying this to try danger is within ourselves. If we re- safe altitude (advise 1,000') just do a and remove the useless fear of the un- ally would be able to dominate our regular pattern like at any airport. It known from the minds of the novice emotions, to control our excitement, is important to look constantly at the or overcautious pilots. I am saying: to curb our overestimates, we would desired touch point, and at the air- stay in touch with reality, and prepare be always safe. speed. Looking at the landing spot yourself by getting to know what to When the available landing area from the different points of view cov- ered during the pattern gives more de- tailed information about the features of the field. Watching the airspeed very frequently (every 4 seconds Capital Campaign 2000 max., especially during the turns) will avoid the danger of falling into a spin. Look for wires - the most danger- ous feature of an outlanding. Seeing the wires is very difficult, so the aim is to try and spot the poles and recon- struct where the wires may be. I will

Page 11 — July 2001 recite here again the Gospel accord- I found a thermal and I did not have watch the speed, watch the speed). ing to John (Shelton): if you find to land in there. But while going I would like to mention a truth yourself going towards wires, aim to home, I was able to look at the field that rarely I see divulged: The most pass underneath them, not above. And from the ground: it was inclined by dangerous landing place, by far, is all becomes easier if the field is big. 30 degrees to the horizontal, and the home airport. Almost all the dam- Personally I like to present my- landing in there was bound to be dif- ages I did to my gliders happened at self high and far on final. I find that I ficult for rounding the flare, and for the home airport. True, it is the place have my desired touch point in full turning on one side before stopping where we do the most landings, so view in front of me, while the details so as to avoid going backward down probability works in favor of an acci- of the field become increasingly hill. I would say it was a very poor dent happening there. Still, the over- clearer, and I find more easy to do field, but still it had high probabili- confidence we feel for our airfield is adjustment to the trajectory. Again, ties of a survivable landing, and pos- dangerous and promotes inattention everything is easier if the field is big. sibly with no damage to the glider. and carelessness. So here is a useful A pilot friend asked me what do I Other instances come to mind, trick: treat every landing at the home do if I find myself in an unlandable where notwithstanding the general airport with the same attention as if it place, and if it ever happened to me. ugliness of the situation, still there was an outlanding; and treat every Well, I have to say that a very few was a way to minimize damages to outlanding with the calm that you times I found myself in ugly situa- glider and pilot. So I can say that is would have at your home airport. tions. But then, you see, even in very difficult that one is so foolish as those situations there was always to put himself in a situation where a May the lift be with you always. some limited choice. One may skip landing is absolutely impossible. Be- Edited by Kathy Hewitt. the obvious bad spots and find the sides, any type of controlled landing less horrible places to land. The first has a high degree of survivability, in- Sergio Colacevich is a transporta- time that this situation presented it- cluding landing on pine trees, includ- tion engineer and works for self was on the second cross country ing even landing in a vineyard. What Caltrans in Sacramento. He came flight I ever did. is really likely to do great damage to from Italy in 1984 with a Silver In that occasion the less danger- glider and pilot is loss of control badge, gained the Gold badge in ous field was a pasture uphill, long close to the ground, like spinning into 1991, and the three-in-one-shot enough for a landing. As it came out, it (close to ground, watch the speed, Diamond in 1996.

800-345-SOAR 775-782-7627 Fax 775-782-6505

• website : http//www.soarminden.com • email : [email protected] • 3 - 250 hp Pawnee towplanes Minden - Tahoe Airport • Our professional staff will assist you from Minden, Nevada tiedown/assembly to staging & takeoff

Gliders Available Hourly *Daily Mar.-Sept. New for 2001: 26 New Glider Tiedowns on the East Side. Discus B $57 $250 There will be room for all. We have placed them on LS-4 $48 $215 both the north and south side of runway 21. Each tie down is 60 feet wide with an 18 inch wide, 24 foot LS-3A $48 $215 long concrete pier for the main tire and fuselage.

Mini Nimbus B $48 $215 Access to these tie downs will be by the new perim- 4-Grob 103 Acros $60 $260 eter road (paving will be complete by the end of August) but also by escort by Soar Minden staff. The 2-Grob 102s $41 $190 East Side is coming on line, be one of the first with your own tie down. $4 Day, $18 Month, $200 Year.

* Daily rate includes unlimited use of glider, O2, Barograph, Parachute & 1st tow up to 3000 ft tow. PASCO League By Tony Gaechter

The PASCO League contest was held on July 14-15 at Minden-Tahoe Airport in Minden, Nev., hosted by Minden Soaring Club, Soar Minden, High Country Soaring and Mansberger Aircraft. Minden Soaring Club organized the event, and An- drew McFall of Soar Minden was the contest director. The great state of Nevada pro- vided perfect weather, and Andrew did a great job of task calling for the conditions. The weather report both days forecast lift to 18,000 feet, and we actually had it with cloud bases above 18,000 feet. Eleven pilots participated, the Minden Soaring Club team taking the honors. The Saturday Pundit/Interme- diate task was Minden, Bodie, Hawthorne, Sweetwater and Minden for 175 miles. The Novice task was Minden, Bridgeport, Hilton Ranch, and Minden for 133 miles. This task From Ty White: The Truckee PASCO selection was intended to keep all pi- League event, postponed because of the lots in the same general area. Martis Fire in the Sierra which started June 17, has been rescheduled for July The Sunday Pundit/Intermediate 28-29. The wonderful Truckee BBQ will task was Minden, Hilton Ranch, be held on Saturday night. For more Bridgeport, Dayton Valley and information, please contact Tom Minden for 165 miles, and the Novice Christensen: [email protected], task was Minden, Sweetwater, Dayton (925) 829-9187. Valley and Minden for 117 miles. Again the idea was to keep all pilots in the same general area. The Saturday night barbecue was held at the Mansberger Aircraft hanger and was attended by approxi- mately 60 people. Tri-tip, salmon and chicken were served with salads, corn and potatoes. A dessert of fruit and whipped cream completed the splen- did dinner. Following the meal, Rick Walters reported on the 18-Meter World Championship in Spain. Conditions were great for this contest with perfect weather, great tasking, great groundwork facilitating a fast launch, and great hospitality from the entire Minden crowd. Thanks to you all for making this such a successful PASCO League event. Looking To Lower Calendar of Events Your Soaring Costs? Look to Silverado Soaring Inc. July 28, 29: PASCO League Meet #2, Truckee, CA. Contact Tom Christensen, (925) 829-9187(h), [email protected] Become a member of Silverado Soaring, Inc. and cut your soaring costs. Share ownership of 2 Grob August 4,5: PASCO League Meet #4, Air Sailing 103s (2-place) and 1 DG-101 (single place). For a Gliderport, NV. Contact Tony Gaechter, (408) 867- monthly cost of $60, enjoy the following benefits. 2182(h), [email protected]

• A generous, reserved scheduling allowance. August 11,12: The Fourth Annual Gerlach Dash, Air • No hourly use charges. Sailing Gliderport to Gerlach, NV. Sponsored by • Access to club gliders for cross-country flights. Nevada Soaring Association. Contact Vern Frye for information at (775) 825-1125. Motel reservations at • Ability to fly with other experienced pilots. Bruno’s in Gerlach (775) 557-2220. • Gliders based at various locations, giving vari- ety to your flying and taking advantage of September 10: PASCO Board Meeting, 7:00 pm, Old gliderports seasonal conditions. Terminal Building, Buchanan Field, Concord. All For additional information contact: members invited. Doug Lent, (916)966-4038, [email protected] November 5: PASCO Board Meeting, 7:00 pm, Old Membership requirements are private pilot certifi- Terminal Building, Buchanan Field, Concord. All cate in gliders, checkout with an approved instruc- members invited. tor, and initiation fee. Pilots using gliders for November 17 : PASCO Safety Seminar and Awards cross-country must meet certain minimum require- Banquet - 6 pm at the Dublin Monarch, Dublin, CA. ments.

If it flies, we have the avionics for it! Sales & Service

KING • COLLINS •NARCO • BENDIX EDO-AIR • GENAVE • ASTRONAUTICS

“SERVING GENERAL AVIATION SINCE 1971” Darrel A. Strachan, President • Debra K. Phillips, Office Manager

1250 Aviation Ave., Suite 110 • San Jose, CA 95110 • (408) 295-4144

Page 14 — July 2001 Barograph Cross Country Soaring Calibration in The Great Basin ORDER YOUR CD NOW Service YEAR 1999 & 2000 PASCO Extended XC Soaring Seminar SSA Approved Facility This CD contains the 1999 and the 2000 Briefings Includes goodies and software tools Calibration 16 Hours of 18 Briefings by: Enevoldson, Gudgel, Herold, Izuno, Kemp, $25 if you hand deliver, or mail & pickup in person Plaszowiecki, Payne, & Semans $35 plus UPS insured for mechanical Baros 138 GPS Recorded Flights by 31 Pilots $40 for Electronic Barographs, EW, XYLON, Rendered by Charles Thaeler with 3D Terrain Includes Cambridge PC Software Ver. 5.882 GPS Navigators: Cambridge, Filser, Volkslogger, etc. Includes PowerPoint97, Excel97, and Acrobat 3.01 Viewers Will Calibrate as you wait (1.5 Hr) by appointment You can view CD with your browser or the Viewers C.H. Engineering 1230 Riverberry Drive If you have an Apple MacOS, order an Apple CD. Reno, NV 89509 Phone / FAX (775) 786-8505 Write & Mail a $17.00 check made out to: E-mail: [email protected] Carl Herold, PASCO CD 1230 Riverberry Drive, Reno NV 89509

Page 15 — July 2001 Join PASCO today!

A $25 Membership includes A One Year subscription to WestWind

Name Address City State Zip Phone email

❑ New ❑ Renewal ❑ Gift

(from ) Please make checks ($25)payable to PASCO Send to: Ty White, Membership Chairman 41600 Marigold Drive • Fremont, CA 94539 P P Fremont, CA 94539 41600 Marigold Drive Pacific Soaring Council P P P ASCO ASCO ASCO ASCO ASCO Permit # 632 U.S. Postage First Class Sandy, UT PAID

Page 16 — July 2001