October 1999 Air Currents

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, 1999

President John Goodman 395-9334
Vice President Peter Van Camp 842-2953
Secretary Bob Blakemore 483-6482
Treasurer Cliff Hilty 374-5387
Director Carol Patterson 561-5454
Director Rick Rubscha 878-6750
Director Kirk Stant 933-1572
Director Jason Stephens 545-0965
Director Mike McNulty 994-9658

Committees

Ship Manager Jeff Reynolds 482-9723
Contest Manager Tony Smolder 942-6519
Equipment Rick Rubscha 878-6750
Legal Advisor Peter Van Camp 842-2953
Membership Arnie Jurn 279-7840
Newsletter Ed Carol Patterson 561-5454
Airspace Mike McNulty 994-9658
Safety Jason Stephens 545-0965
Historian Ruth Petry 274-3968
Social Director Patti Johnson 374-5387

MEETINGS

Tuesday, October 26, 7pm General Membership Meeting Barros Pizza - Coral Gables & 7th Street, Phoenix

Tuesday, November 2, 7pm Board Meeting Barros Pizza - Coral Gables & 7th Street, Phoenix

"Don’t Miss our Next"

General Membership Meeting

October 26, 1999

Featuring : Skip from TRACON

ASA Statistical Data for October, 1999 Web site: http://www.glider.com/asa

Current Membership Count 92, Reciprocal Newsletters 10, Air Currents Circulation for October, 1999:102

AIR CURRENTS is published monthly but the Arizona Soaring Association to disseminate news, opinion, education and items of interest to members. The subscription rate for non-members is $20/yr. Complimentary copies are mailed to: editors of sister publications on an exchange basis, regular members, advertisers, and non-members who have contributed materials for publication. Articles on any subject pertaining to soaring are welcome. Electronic submissions by Email, modem or IBM compatible floppy disk are preferred. Typed or clearly hand written submissions are also acceptable. Please submit to: Air Currents, c/o Carol Patterson 8903 W. Salter Drive; Peoria, AZ 85283, 623 561-5454. carol@mail.itnsa.net

ADVERTISING POLICY: Non-commercial advertising from ASA members will be printed without charge. Other advertising will be printed, on a space available basis, at the following rates: full page, $10; half page, $5; less than half page, $3.

HOLIDAY PARTY

 

Come one Come all!

HOLIDAY PARTY

December 11, 1999 at 6:30

Bob & Susan von Hellens

5800 N 39th Street

Paradise Valley, AZ 85253

Those with last names:

A thru L bring a dessert

M thru Z bring a side dish

R.S.V.P. Susan - 602 954-6706

e-mail: svonhellens@glider.com

FOR SALE

SSA CALENDAR DEAL

Christmas is coming... and so is the gorgeous 2000 SSA full color calendar. Check it out on page 12 of the October Soaring magazine. Every sailplane pilot needs one of these, and they make great Christmas gifts, too. If you order calendars from SSA you will be charged the $9.95 price + $4.25 for shipping and handling. ASA members now have an opportunity to purchase these without having to pay the additional $4.25 shipping costs in addition to the price of the calendar. As Bob Thompson is now advertising in Soaring Magazine he can now get SSA calendars in quantities at a small discount, and pass some of the savings on to ASA members. Give Bob a call at (602) 938-9550 or send him an e-mail at Thompson@gc.maricopa.edu and reserve 1 or more calendars for yourself for just the $9.95 price for each (NO shipping and handling!). Bob will absorb the shipping costs. He will be compiling a list of orders and will then have the entire lot sent together. Call or e-mail now!

15 meter ship for sale!!!!

Email Address: rfolkers@worldnet.att.net
Please check the following for a picture of my ship. http://www.sni.net/~palmerma/4sale.html
I have a great 15 meter ship for sale, if anyone is looking. It is listed now for $19,800 but if anyone made me a good offer, the ship would have a new home. It's been 2 years since I got to fly it and that is just a waste. So if you know anyone who could use the ship please let them know.

Thanks!!!! Ross Folkers

 

Safety Corner

 

I have inserted 2 accident reports from the NTSB at www.nstb.gov. Suggestions are always welcome!

Report 1

NTSB Identification: IAD99LA061

Accident occurred AUG-29-99 at BEDMINSTER, NJ
Aircraft: Schleicher ASW-19, registration: N19DQ
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 29, 1999, at 1428 eastern daylight time, a Schleicher ASW-19 glider, N19DQ, was substantially damaged during collision with trees at the Somerset County Airport (SMQ), Bedminster, New Jersey. The certificated commercial pilot received minor injuries during the collision, but died shortly thereafter. Visual meteorological conditions prevailed for the personal flight that originated at SMQ approximately 1400. No flight plan was filed for the flight conducted under 14 CFR Part 91. In a written statement, a witness said he helped the pilot assemble the glider for flight. Later, while flying, the witness observed the accident glider on tow. He said: "When I next saw the glider, we were both at approximately 2,000 feet agl at the west side of the airport. His flight path indicated that he was just wandering around. He wasn't stopping to thermal even when he clearly flew into lift; and I couldn't figure out why he was already down to that altitude. I spiraled down to 1,000 feet agl and started my landing pattern. I then saw [the glider] again at the east side of the airport. I was at 600 feet agl and he was about 1,000 feet agl. I completed my landing and came to a stop about 1/2 way down runway 26. I then saw [the pilot] make a final approach for landing. "He looked like he was in the right position but at no time did he deploy his spoilers. He passed over me at treetop height (70 to 80 feet agl) still moving at approximately approach speed. I saw a minor oscillation upward and then he seemed to go nose down, as if to put the ship down to the runway. He then disappeared from my view below a rise in the runway and I thought he made it till I heard the crash. "There was [a medical doctor] on scene when I got there. His evaluation was a CVA (Cerebral Vascular Accident) before the crash while he was still flying. As a former EMT Instructor, I did notice that there was right side facial droop and no movement on his right side. [The pilot] was able to wink at me at one point and to squeeze my hand. Both with his left side." The doctor who witnessed the accident and responded to the crash site provided an interview by telephone. He said: "I was finishing my checkride and coming in with my instructor. We were taxiing back after landing. The glider came over, swerved to the left, swerved to the right, then struck trees. He was about half a mile from where he should have landed. It looked like he lost control. I then took off out of the plane. "When I got there, the only thing in one piece was the cockpit. I talked to him. He was disoriented. I noticed he didn't move his right side at all. He presented to me a receptive aphasia. He kept trying to undo his seatbelt. He couldn't move his right side at all. "Somebody handed me a stethoscope. His heart sounded good and his lungs were clear. He appeared to have had a CVA. The clincher was the right side of his face drooped." The pilot was transported to the Morristown Hospital in Morristown, New Jersey, where he died. In a telephone interview, a New Jersey State Medical examiner said that examination of the pilot revealed only minor cuts and contusions and no internal injuries. He said the pilot sustained "...a massive stroke in the left side of the brain." Results of blood, tissue, and toxicological testing for the pilot are pending.

Report 2

NTSB Identification: NYC99LA215

Accident occurred AUG-28-99 at WELLINGTON, OH
Aircraft: Let L-33-SOLO, registration: N286BA
Injuries: 1 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 28, 1999, about 1345 Eastern Daylight Time, a Let L-33-Solo, N286BA, was substantially damaged while landing at the Botsford Airport (67D), Wellington, Ohio. The certificated private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. According to a Federal Aviation Administration Inspector the glider was towed from 67D to 2,000 feet above the ground and released. The pilot then flew the glider to the base of a cloud searching for a thermal, when he started to feel a down draft. The glider began to descend at a rate of 600 feet per minute, and the pilot decided to return to the airport. An approach to Runway 36, a 2,850 foot long grass runway, was performed. The glider cleared marked wires that were located at the approach end of the runway, and touched down about 100 feet prior to a mowed grass runway area. The touch down site was composed of 18-inch tall clover and weeds. The right wing dug into the ground, rotating the glider 180 degrees to the right. During the rotation, the tail section of the glider contacted the ground, buckling the fuselage. The glider came to rest upright, facing south. The weather reported at an airport located 20 miles to the northeast, at 1354 was, winds from 270 degrees at 9 knots, 6 miles of visibility with haze, few clouds at 3,800 feet, scattered clouds at 13,000 feet, broken layer of clouds at 25,000 feet. The temperature was 82 degrees Fahrenheit.

Hilty Humor

Here's one forwarded by Joe Frick for all of the Naval Aviators,
Brothers in Arms, and NA Wannabees from Sports Illustrated;

"On a Wing and a Prayer"
by Rick Reilly

Posted: Tuesday September 14, 1999 06:12 PM
Now this message for America's most famous athletes:

Someday you may be invited to fly in the backseat of one of your country's most powerful fighter jets. Many of you already have-John Elway, John Stockton, Tiger Woods to name a few. If you get this opportunity, let me urge you, with the greatest sincerity.... Move to Guam. Change your name. Fake your own death. Whatever you do, do not go.

I know, because the U.S. Navy invited me to try it. I was thrilled. I was pumped. I was toast! I should've known when they told me my pilot would be Chip (Biff) King of Fighter Squadron 213 at Naval Air Station Oceana in Virginia Beach. Whatever you're thinking. a Top Gun named Chip (Biff) King looks like, triple it. He's about six-foot, tan, ice-blue eyes, wavy surfer hair, finger-crippling handshake -- the kind of man who wrestles dyspeptic alligators in his leisure time. If you see this man, run the other way. Fast!

Biff King was born to fly. His father, Jack King, was for years the voice of NASA missions. ("T-minus 15 seconds and counting...." remember?) Chip would charge neighborhood kids a quarter each to hear his dad. Jack would wake up from naps surrounded by nine-year-olds
waiting for him to say, "We have a liftoff."

Biff was to fly me in an F-14D Tomcat, a ridiculously powerful $60 million weapon with nearly as much thrust as weight, not unlike Colin Montgomerie. I was worried about getting airsick, so the night before the flight I asked Biff if there was something I should eat the next morning.

"Bananas," he said.

"For the potassium?" I asked.

"No," Biff said, "because they taste about the same coming up as they do going down."

The next morning, out on the tarmac, I had on my flight suit with my name sewn over the left breast. (No call sign-like Crash or Sticky or Leadfoot-but, still, very cool.) I carried my helmet in the crook of my arm, as Biff had instructed. If ever in my life I had a chance to nail Nicole Kidman, that was it.

A fighter pilot named Psycho gave me a safety briefing and then fastened me into my ejection seat, which, when employed, would "egress" me out of the plane at such a velocity that I would be immediately knocked unconscious.

Just as I was thinking about aborting the flight, the canopy closed over me, and Biff gave the ground crew a thumbs-up. In minutes we were flying nose up at 600 mph. We leveled out and then canopy-rolled over another F-14. Those 20 minutes were the rush of my life. Unfortunately, the ride lasted 80. It was like being on the roller coaster at Six Flags Over Hell. Only without rails.

We did barrel rolls, sap rolls, loops, yanks and banks. We dived, rose
and dived again, sometimes with a vertical velocity of 10,000 feet per minute. We chased another F-14, and it chased us. We broke the speed of sound. Sea was sky and sky was sea. Flying at 200 feet we did 90-degree turns at 550 mph, creating a G force of 6.5, which is to say I felt as if 6.5 times my body weight was smashing against me, thereby approximating life as Mrs. Colin Montgomerie. And I egressed the bananas. I egressed the pizza from the night before. And the lunch before that. I egressed a box of Milk Duds from the sixth grade. I made Linda Blair look polite. Because of the G's, I was egressing stuff that did not even want to be egressed. I went through not one airsick bag, but two. Biff said I passed out. Twice. I was coated in sweat. At one point, as we were coming in upside down in a banked curve on a mock bombing target and the G's were flattening me like a tortilla and I was in and out of consciousness, I realized I was the first person in history to throw down.

I used to know cool. Cool was Elway throwing a touchdown pass, or Norman making a five-iron bite. But now I really know cool. Cool is guys like Biff, men with cast-iron stomachs and Freon nerves. I wouldn't go up there again for Derek Jeter's black book, but I'm glad Biff does every day, and for less a year than a rookie reliever makes in a home stand.

A week later, when the spins finally stopped, Biff called. He said he and the fighters had the perfect call sign for me. Said he'd send it on a patch for my flight suit.
"What is it?" I asked.
"Two Bags."
Don't you dare tell Nicole.

Cliff Hilty (CH) Ventus B
If we are all just dust in the wind, then I want to be at the top of a "Huge Dust Devil"

Continental Airport

Instructions for ground retrieve from Continental Airport (South of Tucson)

From El Tiro Gliderport, head east on El Tiro Rd , turn right on Trico Rd, then turn left on Avra Valley Rd. Continue east on Avra Valley Rd until it gets to I-10. Head east on I-10 to South Tucson, then head south on I-19 towards Nogales. In Green Valley, take exit 63 (Continental Rd) and head east (across the Interstate) towards Green Valley. After crossing the Santa Cruz river/wash (about one mile from I-19), turn right on Whitehouse Canyon Rd (Hw 62). Look for a railroad crossing (within about ¼ mile) and turn right BEFORE crossing the tracks. There is a big dirt turnoff with several large farm buildings. Follow the dirt road south, parallel to the railroad tracks (on your left), and take the FIRST railroad crossing on the left (about a ½ mile down). This will be a winding dirt road as it crosses the tracks and will lead to the airport within ½ mile. You won’t see the airport until you are right on it, and there are NO signs for it.

Easy retrieve; it takes about an hour from El Tiro to the Continental airport and any crew vehicle can handle it. Good landout location for Standard and 15 Meter gliders, but too narrow for anything much bigger, since the airport is in a gully surrounded by orchards. The strip is paved, and has landing lights, so land in the middle. It has a bend in it, and the north end is better (and closer to the access road), so land to the north if possible. There are several planes hangared there, so be sure to clear the runway after landing or you may get landed on!

Kirk Stant

S4