ARIZONA SOARING ASSOCIATION
The Arizona Soaring Association is a chapter of the Soaring Society of America. It is a non-profit corporation in the State of Arizona for the purpose of fostering the sport and science of soaring and educating the public on motorless flight in Arizona.
Officers and Directors, 1997
President Bill Bartell 580-9270
Vice President John Goodman 395-9334
Secretary Jeff Turner 940-4050
Treasurer Hans Heydrich 971-7875
Director Jim Burch 942-2734
Director Sally Sisson (520) 537-5438
Director Tony Smolder 942-6519
Director Kirk Stant 933-1572
Ship Manager Kirk Stant 933-1572
Contest Manager Tony Smolder 942-6519
Equipment Jeff Turner 940-4050
Legal Advisor Bob vonHellens 954-8015
Membership Arnie Jurn 279-7840
Newsletter Ed Doug Bell 566-3593
Airspace Bob vonHellens 954-8015
Historian Ruth Petry 274-3968
Tuesday, January 27 General Membership Meeting Barros Pizza - Coral Gables & 7th Street, Phoenix
Tuesday, February 24 General Membership Meeting Barros Pizza - Coral Gables & 7th Street, Phoenix
Tuesday, March 24 General Membership Meeting Barros Pizza - Coral Gables & 7th Street, Phoenix
ASA CALENDAR OF EVENTS
DATE EVENT LOCATION CONTACT
1997 Season, a Personal Perspective
by Mike Parker
The 1997 Arizona Soaring Association (ASA) contest series is over, and El Tiro pilots ended up winning both class A and B. Nilton Reno dominated class B, and I squeaked out a last day come-from-behind victory to beat Neil McCloud in class A. Participation continues to increase; 37 pilots competed in the series over the year, and 43,955 miles were flown. A clear message in the results throughout the year is the tremendous improvements made by the Phoenix pilots that you hear on the radio flying cross-country most weekends throughout the year.
While I focused on flying in Arizona, other Arizona pilots flew in the 15 meter Nationals, competed in several Regional contests, and one went to the World championship in France. The quality of the competition is such that half way through the 15 meter nationals, three Arizona pilots were in the top ten. Pilots from other parts of the country are envious of the training that Arizona pilots get from ASAs yearly contest series. The sections that follow describe the season from my personal perspective. I attempt to give the reader a flavor for the preparation required to win, and the fun to be had along the way. For if we have fun and fly safe, there are truly no losers.
2. Pre-Season Practice
At Turf before the racing season, practice races and cross-country flying were being conducted almost every weekend. With the current shortage of contest pilots at El Tiro, this is something that we can no long do. I decided to practice at El Tiro anyway and focus on improving in two areas that do not require other pilots. First, I have historically been overly conservative on the final glide. In previous years I often finished a race with 800 to 1,000 feet of excess altitude. This was costing me a couple of minutes every race which translates into 12 points out of a maximum of 1,000 points every race. That may not seem like much, but it adds up over the season. So before the season started, I flew several simulated contest finishes from 15 or 20 miles out every day I could. Considering that I started the last contest day only 29 points behind Neil, this practice clearly paid off.
At the end of each final glide, I would attempt to find a thermal and climb back up. This gave me excellent practice and confidence working narrow and weak thermals near the ground, with a convenient landing at El Tiro assured should I not succeed. This practice paid excellent dividends, helping me to win two days of the series when most thermals went no more than 3,000 feet above the ground.
Another notable day was an attempt with Bill Rodgers to explore thermals under a solid cloud deck. Bill made it back to El Tiro, while I landed at Ryan field. In the middle of the season we had to struggle back home to Turf late one day under a solid overcast.
3. First Part of the Season
Despite my attempts at individual practice, I started the season slowly. Through the first three contest weekends, I had only one really good flight and was stuck in the middle of the pack overall. Then, with Neil, Allan, John, and Bill at the 15 meter nationals, I won two of the three contest days at Estrella. I was still far from 1st place, but I was back in the hunt.
4. "Real" Cross-country Flying
In late May I spent a lot of money and bought a wonderful invention; a GPS data logger. These little devils will revolutionize cross-country flying for records. They make the official observers task trivial; removing a big obstacle to record attempts. The first weekend that I got it, I went out to El Tiro and flew a 100 km triangle without ballast to practice. The triangle would have been a new state record if I had been smart enough to get an official observer. It was so fast, I decided to do it again. After a start over El Tiro, I flew 10 miles very fast to land at Taylor strip. So much for the hot-shot soaring pilot.
The next day, with Bill Rodgers as official observer, I attempted a 300 km triangle. I beat the old state record, but not by the required 2 km/hr to establish a new record.
The Wilcox contest had great lift with flying under clouds in strong winds. With Neil and Allan back from the nationals, but with Bartells ship on the way to France, I finished 2nd and 1st. The next week I went to Durango and flew a Blanik from the grass strip that was on the cover of soaring a year or two ago.
An attempt at a 750 km FAI triangle was a highlight of the season. Using my new datalogger gadget, I talked Jerry Vance into being an official observer. Unfortunately, I miscalculated and declared a triangle that was 840 km long. Then, with two gliders in front of me for launch at El Tiro, the towplane broke. By the time I finally started towards the first turnpoint at Arivaca, it was 11:15 and the lift had been good for about an hour and a half. On the downwind leg from Arivaca to Playas (south of Lordsburg) I really smoked. With each climb faster and higher than the one before, I was soon breathing oxygen at the tops of the climbs.
The next leg was into a quartering headwind from Playas to N. of Rosevelt dam. Around Wilcox conditions started to deteriorate. I could not get above Mount Graham and continued north with a long glide over the Sulfur Springs valley in reduced sink. Finally, reality set in, and I realized that a very small field north of China Peak was my only landing option. Sacrificing my water ballast to the lift gods, I managed to barely stay aloft, and after about 20 minutes I started to climb. At this point, I calculated that it was still possible to finish the course. But since the terrain at the next turn point was high and particularly inhospitable, I decided to terminate the flight.
The lift continued to 12,000 feet, but I stuck to my decision and set a final glide to El Tiro. I landed after flying 660 km. After I landed, the lift continued for another hour. Based on this experience, I fully believe that a 1,000 km flight from El Tiro is possible. At this point I felt that I was flying fast. With supreme confidence, I left for the Regional Championships at Hobbs.
5. Disaster at Hobbs
On the first contest day at Hobbs I was unable to stay aloft before the start and landed for a relight with a full load of water. As I touched down, the gear slowly retracted and I skidded down a paved runway balanced on the metal guard over my tow hook. After 200 yards, the nose went down, and fiberglass ground off for another 50 yards before I stopped. Check gear down AND LOCKED.
After removing the destroyed gear doors and checking the landing gear carefully, I launched again. And I fell out of the sky once again. On the third launch I managed to stay aloft; all the while the leaders were screaming toward the turnpoint along a phenomena known as the dry line. It was the only cloud street in the sky.
I finally crossed the starting line and headed out on a 200 mile course well after 3 PM. Under any other circumstances I would have stayed at the field, but not finishing the course on the first day would almost certainly kill any chance of doing well at the regionals.
After making it to the first turn point, I landed in a cotton field in west Texas (no need to worry about busting the gear doors). Usually I land at airports or at least dirt strips. This was only my third true off-field landing. The cotton was small and the field very soft. With a strong headwind, I stopped 100 feet from my touchdown point. The days winner averaged over 100 mph. John Liebacher came to get me (not for the last time this summer), and we arrived back at Hobbs just before midnight.
Flying a Ventus without gear doors is very uncomfortable; like having someone blow in a bottle next to your ear for several hours. With no chance of winning, I came back to Tucson the next day, left my ship at Petes to be repaired, and joined my family at a horse show in Calgary.
When I returned, I learned that Ken Olson had been killed at Hobbs attempting an outlanding in his Ventus 2. He hit power lines on final or spun and hit power lines while turning to final. He was a great guy, and we will all miss him.
When something like this happens, we all try to learn from it in or own way. In reevaluating my flying, I realized that I had probably been shaving some margin off my rule to always be over the field that I intend to land in at 1,000 feet AGL, inspect it, and plan my approach before continuing to search for lift. I vowed again, not to sacrifice personal safety just to win contests or set records.
6. End of July and August
A subdued group of only five A class ships raced at Turf. In the lead and needing only another 600 feet of altitude to make it to the field, I passed up 4 knots, then 3 knots, then 2 knots. When I finally realized that the BIG thermal wasnt going to happen, it was too late. I landed at Bean dirt strip less than 10 miles from Turf and everyone else flew over me to finish. Another lesson in humility.
Then, on the second day Bill Bartell, fresh back from the world championships, called the longest task for the conditions that I had ever seen. We guess that he was trying to show us what the France was like. After a near revolt, and a modification of the task from impossible to merely improbable, we started out. Four finished in class A and I won. Wow, I really felt like I had accomplished something. I learned where Bagdad is. On course SW of Bagdad, we were flying between 2,000 and 3,000 feet AGL over pastures where the only possible retrieve is by helicopter. Safe, but a heck of a way to spend a weekend.
With three weekends left, Neil and I were in best position to win the series. Neil won the first day at Estrella in very weak conditions, and I landed out in an extremely dusty field at Cotton Center (north of Gila Bend). It seems like I was developing a habit. The second day it rained, and I washed all the dust that I could off my glider. The contest day was canceled.
With over a month before the El Tiro contest, I went to Europe on business and visited the Stemme factory. I got to see my new glider under construction and get some very good training from factory pilot Peter Montag including spins and landing in a 20 kt crosswind.
7. The Last Two Weekends
As El Tiro approached, Neil was clearly the main competition, but several others were in a position to come from behind with a strong finish. On the first day of El Tiro, Alan Reeter almost duplicated my feat at Turf by landing out at Marana (Pinal) airpark while in the lead with barely 5 miles to go. Neil won, and I finished a distant second with 928 points. After I launched, I discovered that my instruments were all screwed up, so I flew by setting the airspeed using known trim values for the entire course. Thats one advantage of flying the same aircraft a lot. I guess that the fine dust from the field at Cotton Center was turned into mud by the washing the next day and blocked the pitot tube.
Badly needing a win the second day, I ended up landing on the dirt strip behind the truckstop at Tabletop mountain. The strip is good, but watch out for the cellular telephone tower near the end of the runway. John Liebacher retrieved me for the second time this season. With a flat tire on my car, we got home about midnight. Alan was the only class A ship to finish, so I was now 91 points behind Neil (with likely throwouts) and with one weekend to go.
My wife wanted to go to Los Angeles, so I told her that if I did poorly the first day at Turf, I would come home, and we would fly the Commanche there on Sunday. I called her after landing and said that I had good news and bad news. She guessed it, I won and was now only 29 points behind Neil, so no L.A. After flying the entire season it had come down to about 5 minutes difference between us for the championship.
At the pilots meeting on the last day, Bob von Hellens lived up to his reputation by calling a difficult task. The task went east of Turf to Bartlett dam, then turned north to Orme school and Montezuma before going back southwest across the mountains near Crown King to Wickenburg and home. Of four turnpoints, I had only been to Wickenburg. The direct course along the second leg was about 40 miles over probably unlandable terrain, and we were unlikely to get high enough to clear it without additional lift. Although I was dismayed, I tried not to show it.
After careful inspection of the sectional and talking to other pilots, I resolved not to attempt the direct route on the second leg, but to be safe and keep potential landing points along I-17 within range. This involved a 45 degree deviation off the course line for almost 20 miles, but it couldnt be helped.
I started a little early, but by about half way through the course several gliders had caught up. Rounding the third turnpoint, I noticed a cloud forming south on the course line and a glider circling high under it. Comparing notes after the race, this glider was probably Neil who had passed me. I just managed to get to the cloud and start climbing. Bill and several others ran northwest to some clouds over Cottonwood. This didnt work too well, and the radio came alive with talk of potential landing. At the same time I was struggling too, but straight upwind back towards the Turf.
After almost landing, I got a good thermal to about 11,000 feet. Just then I heard Neil call that he was near a landing about 10 miles behind me. This made me feel much better, and I resolved to continue on course as far as possible. Who knows, even though the lift was dying and it was getting late, maybe I could make it to Wickenberg or even back to Turf. As I continued to fly upwind the clouds ended, but surprisingly the lift didnt. At one point I thought that I was in wave, but climb slowed around 12,000 feet and I continued on .
With a long glide I cleared Crown King on the upwind side, and was able to tack on enough additional altitude for a glide to Wickenberg airport more than 20 miles away with 1,000 feet to spare. The terrain that I was flying over was rugged enough to make me plenty nervous, but it improved just before Wickenberg.. Another 500 ft/min thermal just before Wickenberg left me needing only another 1,000 feet to fly the 30 miles back to Turf. I could hear Neil and most of the rest of the fleet struggling just to make it back to Turf without rounding the last turn. So I knew that all I had to do to win the championship was finish.
I was remembering the previous outlanding at Bean strip when I climbed in a weak thermal to 2,000 feet above final glide to Turf. A near red line finish 1,500 feet above Turf brought me home first to finish (second for the day by 7 points on handicapped time). With a lot of effort, and a fair amount of luck, I had won the season championship.
Intermixed over the season with some fantastic flights and great parties, were 6 unplanned landings. Two during a season is the most that I have ever had before. I guess it is good that I am getting a motorglider.
Contest Series News
by Tony Smolder
Attached is the updated preliminary 1998 ASA Contest Series Schedule. It looks like we will have two 3 day weekend contests in 1998 since it appears that their will not be a conflict with any other scheduled contests. Some pilots have contacted me with a request for CD duty and the updated schedule reflects those who Ive heard from. For the remainder of the year I will accept CD duty requests on a first come first serve basis.
The following CDs for 1998 still need to contact me at 602-942-6519 (eve) or 602-313-4539 (day) with a preference date: Mike Parker, Neil McLeod, Andy Durbin, Alan Reeter, Bob von Hellens, Casey Lenox, Bill Bartell, Bob Blakemore, Nilton Renno, Bill Prokes, Mike McNulty, Ralph Bergh, and Kirk Stant / Barbara Maclean. I will try to accommodate your preference based on the order I receive your call.
The practice days will be just like last year where I will ask 4 different pilots to select the tasks for the day. We will go through the start gate on the honor system and at the end of the day I will ask for start and finish times from each pilot. I will publish scores and a write up for each weekend.
If there is any interest I will have a contest primer seminar at Turf Soaring on the Saturday (March 7) preceding the first contest practice day. If I dont get any response then it will probably just be flying as usual. Contact me if you want to learn the particulars about contest flying.
October Board Meeting Minutes
by Jeff Turner
The meeting was held at John Goodmans home 1535 E. Mission Lane, Phoenix, Arizona.
The meeting began at 7:25 PM.
Attending: Bill Bartell (President)
John Goodman (Vice President)
Hans Heydrich (Treasurer)
Jeff Turner (Secretary)
Jim Burch (Board Member)
Tony Smolder (Board Member)
Kirk Stant (Board Member)
The minutes from the 9/29/97 board meeting were read by each board member and approved as written.
The contest manager gave a report of the finances in the contest account as follows:
$1663 Current Balance
+ $180 Outstanding Wilcox Tow Payments (Sally Sisson)
+ $200 Anticipated ASA series award expenses
$1643 Anticipated year-end balance
The aircraft manager gave a report of the finances in the aircraft account as follows:
$74 Current Balance
+ $640 Outstanding income from 3rd quarter billings
+ $300 New Grob yearly member Sam Stout
- $70 Advertisement for 1-34 in Soaring magazine
$944 Anticipated near-term balance
The aircraft account will not have enough money to cover the final $2000 payment for the G102 which is due in December. John Goodman contacted Bob Blakemore to explore what options we have. Bob was extremely generous and will allow the club to pay him when we can. The antenna in the 1-34 is now operative. Kirk will be organizing a work party soon at which time the Borgelt variometer system will be installed in the G-102.
The Treasurer gave a report of the current finances of the organization, which is summarized as follows:
+ $70 New memberships for Rick Brown & Steve Oldham
+ $23 "Collected Classics of Soaring" sales
+ $40 Renewal membership for Al Hume
- $269 "Air Currents" expenses
$907 Current Balance (approximate)
The treasurer reported that part of the difficulty in keeping current records stems from infrequent receipt of the mail from the post office box. To remedy this all board members will have the combination to the box. It is box # 11214 and is located at the post office at Camelback and 27th Avenue.
Award recipients at the annual awards banquet were not included in the previous minutes in order to ensure that they would not be released early. They were:
Man of the year Bill Bartell
Woman of the year Barbara Maclean
Turf Award Jim Burch
Estrella Award Bill Prokes
Lead "C" Kirk Stant
"A" Class 1st Mike Parker
2nd Neil McLeod
3rd Hans Heydrich
"B" Class 1st Nilton Renno
2nd Bill Prokes
3rd Mike McNulty
4th John Goodman
Ken Olson Memorial Award for "Most Improved Pilot" Ralph Berg
The rest of the meeting, until 10:10 PM, was spent creating revised club bylaws and aircraft operation rules. In order for the revised bylaws to be voted upon in December they must be presented to the club at the November general meeting. The revised documents are attached.
$70 was authorized for a plaque to be given to Roy Coulette at the awards banquet in recognition of 30 years of support of the ASA.
The meeting adjourned at 10:15 PM.
November General Membership Meeting
by Jeff Turner
The meeting was held at Barros Pizza, Coral Gables & 7th Street, Phoenix, Arizona.
The meeting was called to order at 7:00 PM.
There were 20 members present, including 5 board members.
The Treasurer gave a report of the finances of the organization, which is summarized as follows:
General fund activity for period 10-31-96 through 11-04-97
Beginning book balance 19,475.74
Income + 7,415.20
Expenses - 26,197.35
Ending book balance $693.59
Book Sales 329.78
U.S. Treasury 75.00
Savings Transfer 2,145.98
SSA Rebate 20.00
Total Income $7415.20
(Note: if savings account raid is not included, "real income" was $5,629.22)
Events (Parties) 2,923.85
Printing & Mailing 870.16
SSA Dues 1,945.10
Web Page Upkeep 210.00
Grob-102 Acquisition 20,000.00
Service Charges 135.14
Misc. (Flowers) 113.10
Total Expenses $26,197.35
(Note: Service charges and interest for 8/97 through 11/97 not yet included)
Savings account was closed after transfer of balance to checking on 6/21/97. Savings account balance was used to make $2,000 payment on G-102. Excluding G-102 transactions, expenses were $6,197.35 while income was $5,296.22
At first blush, this would seem to indicate we are spending more that we are taking in. However, the beginning balance included a 1996 banquet income of $1,647 (To offset a cost of $1,836 on 11/07/96). If we add this to our income, the total becomes $6,916.22, which is $718.87 above our "normal" expenses.
Therefore, excluding the G-102 our club is OK on income vs. expenses. The G-102 has not been paying for itself and we owe an additional, final payment of $2,000 in December which we do not currently have funds to cover, and which will upset our 1998 income vs. expenses unless the Grob can be made to cover itself plus the remaining payment.
The contest manager reported that there have been no changes since his last report, at which time the contest account balance was $1,663.
The aircraft operations officer reported that was approximately $600 in the combined aircraft account. Anticipated expenses are for annual inspections in January and insurance in March.
The advertisement for the clubs 1-34 will appear in the January issue of Soaring magazine with an asking price of $16,900. We have received an inquiry about the ship from an individual in Tucson.
Two "Arizona Soaring Getaways" have been scheduled for the coming year. The "Arizona Soaring Getaway" is an offer currently advertised on our website offering membership in the club and use of the G-102 (or 134) for a full week (during weekdays). It was instituted to generate more income from the aircraft, while leaving them available during the weekend when they are used most often.
There were not enough members present at the meeting (not a quorum) to vote on the proposed changes to the club bylaws. Proxies were taken of those members present. Other members will be solicited by phone to secure enough for a quorum. The following members gave Tony Smolder their proxy to vote for the approval of the proposed bylaw changes:
Peter Van Camp
Members present were reminded to RSVP for the Christmas party.
Prior to putting ASA T-shirts up for sale to the general public, Rohn Brown has asked that the board consult with him regarding his artwork, which is on the front of the shirts.
A long discussion regarding the clubs income and how to improve it ensued. A summary of the pertinent points is as follows:
Rick Brown suggested that the club issue free memberships to CFIGs in the area to increase distribution of knowledge of the club and what it has to offer. This would increase the membership and club aircraft usage.
Tony Smolder suggested that the club aircraft use be charged in 3 seasonal blocks (4 months per block), and eliminating the yearly and hourly rating structures currently in place.
Other suggestions: (originator not recorded)
Scheduling "checkout" clinics for the club aircraft.
Sell block time for the club aircraft.
Give instructors some free G-102 time to entice them to become checkout authorized.
John Goodman gave a recap to finish the discussion. We need to generate more income from the club aircraft, the rate structure will be changed. We need more instructors authorized to checkout members in the G-102 to make it easier for members to get checked out.
At the end of the discussion, Bob Blakemore asked to add a few thoughts. He said that the final payment to him for the G-102 could slide past the December deadline. He urged the board to make some hard decisions regarding the future of the clubs aircraft and resolve the issue once and for all. He noted that the current difficulty is identical to what the club was experiencing 8 years earlier when he joined.
Jim Burch urges members to nominate a CFIG for "Flight Instructor of the Year". Jim could not remember any CFIGs chosen by the FAA for this award. He feels that if enough members were to nominate a CFIG it could happen this year. Contact Jim for details.
A preliminary contest schedule for next year was distributed. Instead of assigning CD duties Tony is letting contest pilots choose their date. Contact Tony to sign up.
The November meeting is the time at which nominations for new board members are presented. The following members were nominated for 2-year board positions: Bob Blakemore, John Goodman, Kirk Stant, Rick Rubscha, Peter Van Camp, and Cliff Hilty. The following members were nominated for the 1-year board position: Babara Maclean, and Bill Poore. Elections for new board members will be held at the December meeting (Christmas Party). Normal board terms are for 2 years, but due to Ken Olsons passing, a 1-year position is needed to maintain the board at 9 members. Outgoing board members are: Larry Brockman, John Goodman, Hans Heydrich, and Kirk Stant. It was incorrectly reported at the meeting that 2 1-year positions were needed.
After much Pizza and Beer was consumed the meeting adjourned at 8:25 PM.
by Doug Bell
What follows are miscellaneous bits of information about ASA members, activities, FBOs and other topics that may be of interest to the membership.
AFRA takes the plunge. Well some of them anyway. The plunge was from a jump plane at Estrella on Sunday 30 Nov. Seems CH, PT, 2B, TS1, CH ground (Patti) took the training needed to make a static line jump. GZ was overwhelmed by the sureness of death and only participated in the ground portion. All had successful jumps with landings in the drop circle. According to Tony, "It was fun, but doesn't last long enough. Soaring is definitely where it's at!"
Word is that Bill Bartell will fly a Genesis II in STD Nationals at Uvalde. Bill confirmed that this is currently the plan depending on ship availability.
Speaking of the Genesis II, Estrella is scheduled to get one soon and have it available for rent to qualified pilots. The Genesis I is there now, waiting for the first production model to arrive in January. The plan is to perform comparison flight testing between the prototype Genisis I and the production Genesis II in the weeks after the II arrives. The Estrella ship is scheduled to arrive in the March-April time frame, depending on production schedules, shipping, etc.
Grob Out of Service in January
The club Grob is scheduled to be out of service for most of the month of January, 1997. Several activities are planned during this time including, some much needed maintenance, general cleanup, preparation for annual inspection, brake work, instrument installation, cockpit improvements, possible oxygen system work and trailer improvements. The time out of service will depend on the amount of work that needs to be done, the availability of people to work on it. During this service period, the ship will be at Doug Bells workshop, located about 7 miles south of Turf at 91st Ave. and Pinnacle Peak Road. If there is a special need to have the ship back in service during this time, accommodations might be able to be made depending on the state of the work. Contact Kirk Stant to make arrangements. If youre interested in helping to get the ship ship-shape, contact Kirk or Doug.
For Sale:b Borgelt B100 Glider Computer
Complete with manuals and all updates
First $2400.00 takes it!
Bill Bartell, 602-580-9270
For Sale: Cobra Trailer 1995 Fiberglass molded top set up for Ventus 2 but adjustable to most planes. New sells for $12,000. Asking $9000. Trailer is in excellent condition. Used very little. May be seen at Turf. Contact Cliff Hilty email firstname.lastname@example.org or phone 602-374-5387.
For Sale: Std Cirrus '18' B model, Cambridge
C-Nav, Dittel, 1300 hrs. TT Reduced to $19,500. Steve Johnson (602)-978-9324
Date Location CDMarch 14 Turf (Practice) None - Practice
Other Contest Dates
July 6 - 10 Region 9 - Hobbs, NM
July 7 - 16 15 Meter Nationals - Montague, CA
August 4 - 13 Standard & Open Class Nationals - Uvalde, TX
TBD AFRR Road Trip (Parowan, or other site TBD)
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