Cynthia A. Donovan
510-339-6315
925-980-4882 (c)
donovan_c@sbcglobal.net

2. FINANCES - Chukar explained that NSA ended up $4500 ahead of last year and this was after buying a golf cart for $1000, a Colibri for $1000, and paying $10000 on the Blanik and this resulted in a slight tax liability of $534. The taxes were filed and this cost $710 to prepare for both NSA and Sierra Fliers LLC. We can do better next year. It was decided that if we are ahead this year we will return a rebate to members for tows rather than have half price Wednesdays.

3. Stoney went over the 2010 calendar. A full schedule is again the norm for this year. Check the website at: nevadasoaring.com for dates. We will need a lot of help during the camps, Bishop, WSPA, Sports Class, and Gerlach. Please contact a Board member to offer your help.

4. Gary Phillips chose the call sign “Harrier” - fitting. He joined as a regular member this year.

5. VOLUNTEERS are always needed and we plan to use the person doing the additional duty to
be responsible to see that it gets done next year.
PARACHUTES: TRISTAN ARMSTRONG took them to Davis for repack and picked them up this year -thanks TRISTAN.
LOGBOOKS: LEE GRISHAM tallied up the times and we’ll need the times for the annuals. Thanks, LEE.
WEIGHT AND BALANCE: New member CORRIE VOLINKATY and COOT will be in charge of this.
PAYPAL - PETE CASTI will try to set this up for NSA.
PHOTOS of pilots - COOT, ED PUTNAM, AND LEE EDLING will try to collect photos of all NSA pilots, preferably in gliders.

6. We encourage weekend fliers to make Saturday mornings a work period. Some routine tasks to accomplish are washing and waxing gliders, weeding, fueling golf carts, cleaning Blue Tow, etc.

7. FLEET: Chukar explained that we have 7 gliders now, a 1-26, two 1-36s, two 2-33s, a Blanik L-33 and a Pegasus. A motion was passed to lease for $1 a year Chukar and Larry Struck’s 1-26 3YZ in place of 09H. All have working radios and transponders except the 2-33s. We owe $10000. on the L-33. Our tow plane annual is due in May. Red Tow was taken to Nervino Flying Service at Beckworth and it appears the annual will cost $13000. (that’s no typo).

8.SAFETY - CRANE covered safety. The big and important new rule is “No comm with the tow plane means no tow. Take a flight for currency on your first flying day this year. Military route VR1250 goes over the Red Rocks and 2 F-18s came right through our area.

Contrary to al lot of information being passed, the transponder code for gliders remains 0440. A standard national code for gliders has been proposed (code 1201) but it hasn’t been given final approval.

9. ATC - ROLF PETERSON covered tailored approaches by airlines. We expect new routes to Reno to begin in 2011.

10. MEMBERSHIP - last year we had 40 members and this year we have 60 members. All but 7 have paid their dues.

The meeting was followed by hot dogs and pop and then flying.

SPRING CLEANUP - It’s less than 2 weeks away to the cleanup day at ASI, April 17^th.  Right now it looks like we’ll be on the edge of the jet stream and it will breezy and cool. 

ANNUAL NSA MEETING - Then on April 18^th we’ll have the NSA annual meeting at 10:00 and we’ll fly afterwards.  We’ll have elections and discuss our aims for the coming year. The present officers should let Stoney know (rstone118@charter.net) if they don’t want their name on the ballot - Linda Monahan, Stew Crane, Lee Grisham, Bob Spielman, Rob Stone, and Pete Caste are the present officers. 

FINANCES - NSA has $13000 in the checking acct and $15000 in the CD.

Sierra Fliers LLC has $1587 in the checking account.  We have some big bills coming up - insurance and annuals.  Your dues keep us going.

TAXES - we sent in our taxes prepared by Sidley Associates.  NSA had no tax liability (partly because of depreciation) and Sierra Fliers had a liability of $534.  Cost to prepare the taxes professionally this year was $180 for Sierra Fliers LLC and $465 for NSA.  We can do better next year, both on the prep and on our liability.  The $534 liability of Sierra Fliers LLC was paid by Chukar and Stoney and they will be reimbursed.

TOW RATES - remain the same as last year, $1.50/100′ or $45 to 3000′ + the $2 runway fee and fuel tank fee per landing.  Sim rope breaks are $12 (Soaring NV charges $30.) and $17 for a pattern tow.  We keep these charges low to encourage proficiency.

DUES - remain the same, $300/year or $75/quarter.    The annual fee was discounted to $250 if paid before March 31^st.  So far 45 pilots have paid annual dues and 7 have paid quarterly dues.  We have 60 members now!!!

TOW - NSA’s Blue tow had 43 tows in the first quarter.  Weather was iffy and Blue was down for maintenance.  First tow in 2010 was Roadrunner, Alan Young.

BLUE TOW - had all cylinders replaced due to an AD by the FAA.  The ECI cylinders were developing cracks and the FAA said they had to be replaced above 350 hours and Blue had 550 hours.  ECI allowed us $975 for labor and allowed us $4188 on new cylinders so it cost us $825 plus $1830 to install them = $2655. and we now have a new top overhaul.  We had the prop repitched and installed a new starter (that doesn’t work any better than the last one).

FLEET - we have 2 1-36s, 2 2-33s, the L-33, Pegasus, and a 1-26.  One change we will make this year is to take 09H off the line and use Chukar’s and Larry Struck’s 1-26 3YZ which has a good radio and transponder.  NSA will pay for the maintenance and insurance on 3YZ.  3YZ will either be leased to Sierra Fliers LLC or registered in that name and have liability insurance from Costello. 

JROTC - we’ve begun this program again with North Valleys High School and if you’d like to fly a cadet on most Saturdays, show up by noon.  We had several very enthusiastic cadets and it’s a pleasure to fly them.

MEMBERSHIP - advantages of your membership are many.  Free oxygen gets to be more and more valuable to members.  Our instructors will give you a free and thorough flight review when it’s due. This isn’t a checkride, it’s a learning experience and it’s fun.

Chukar broke the rope on his checkride and still passed. 

BISHOP is full.  Chukar is looking for someone to take over the Bishop Camp next year.

ANNUALS - glider annuals will be done in 2 groups, the first on Friday (sorry, they don’t want to do it on Saturday) 7 May and the 2^nd group on 14 May.  Send me an email if you’d like to do yours and which date. These will be owner assisted annuals and the gliders will be pulled into the hangar to do a thorough inspection on them.

NORMA BURNETTE gave NSA a base radio and a handheld unit.  Thanks, Norma.

There were many NSA and ASI members at the memorial for BRUCE LAXALT.  It was an honor to be there.  I talked to Pam Sutton and she said she likes NSA so much, that there is soooo much energy out there and she’ll be flying with us this summer.

There are sooo many things to do.  Somehow we’ll get them all done. Please help us.

One project that would help us all is if someone would set up Pay Pay for NSA.  Then members could pay online.

Thanks Roadrunner (Alan Young) for fixing the oxygen cart.

There were 5 members out Saturday (Vario, Roadrunner, Redtail (Grisham), Chukar, and Kestral (Lumpkin) who lubed the bearings and checked the brakes on both 1-36s and tried to checkout the starter on Blue.  Varian said it was so nice to have pilots help and get things fixed.   

SAFETY CORNER:  Checking your com radio with the tow pilot should be part of the preflight checklist.  No radio, no go.  Here’s a good idea - stop the glider on towout by the NE corner of the hangar, clean the canopy with pledge and a CLOTH rag, install the battery in the glider and turn on the VHF and get a comm. check, turn on the transponder and see if it works ( lights up),  turn on the oxygen and open your flowmeter to see if the ball “dances”, put your parachute in, and clean off the bird doo-doo and dirt from the glider with the hose. If you haven’t flown in 2010 you must take a hop with an instructor.

There is a  new glider transponder code 1201 nationwide for gliders instead of 0440 locally. SOAR MINDEN and SOARNV were using that code this past week and the FAA order was effective 11/19/09 but we hadn’t seen it until now.  There is no 0440 any longer.  You should be on 1201 and if you talk to Reno Approach they’ll leave you on that code or assign a discreet code.

HAPPY SOARING      NSA

SEND SKIMMER your:

1.  FAA Certificate number  2.  Glider ratings  3.  Flight Review date  4. Date of Birth

at:  climber139@charter.net or at:  Pete Casti, 7847 Cadiz Ct, Sparks, NV 89436

We would like this information so we can help track your currency.  We have set up a password protected area on the website to secure this information. The reason for the DOB is for badge applications.

Merlin, formerly known as the pigeon hawk, is an endangered small falcon found in Eurasia and North America. Male merlins typically reach a length of 31 cm (12 in). Adult males have slate blue feathers on the top of the body and pale buff feathers that mask an emaciated frame.  They are heavily streaked with black, on the underside. Immature males and all females are brownish on the top. The females are normally much larger than the male and widely considered the least attractive in the bird-of-prey family. The merlin is an astute hunter but fastidious eater that captures small birds and rodents and selectively feeds on the eyes, tongues and testicles. The precipitious decline in the merlin population can be directly attributed to growing impotence of the species afflicting upwards of 75% of the males.  It nests in spruce trees and sometimes on cliffs. The females typically lay four or five eggs, which are creamy white and heavily marked with reddish brown. In North America the merlin breeds from northern Michigan northward to the limit of tree growth, and it winters in the southern United States and as far south as Venezuela.

 OCTOBER 2009

 Egads, we forgot the Badge and Record names from September Soaring.  Mary Anne Read got her SILVER ALTITUDE in a 1-26!   She also got her B Badge.  Taylor PHILLIPS was awarded his C Badge.  And Paul McDonald got his SILVER ALTITUDE in a Grob 102 at ASI during Thermal Camp.  All in all it was a good badge year for NSA at ASI but we probably could have done better if you would just take a logger with you.  Badge flights are published in a magazine distributed worldwide.  They are not only a way to recognize your achievement and advancement in the soaring community, it also gives free advertising to  ASI and increases the visibility to people and organizations that may want to utilize the fabulous facilities at ASI  or join NSA. 

On that note, we are making a special effort to qualify pilots for their Bronze Badge (the Cross Country Badge).  The A, B, C badges have to be awarded first.  To qualify for the Bronze, among other things, you have to make 3 solo spot landings witnessed by an SSAI within 400′ and make 2 simulated off field landings without reference to the altimeter SSA instructor aboard, plus take a written test.  Presently Stoney is the only SSA instructor NSA has but we have submitted Tristan Armstrong (Woodpecker) and Pete Casti (Skimmer) for completing their Bronze badge so that they can qualify for SSA instructor status.  There are large white squares on both runways with 400’ between the squares so you can practice precision landings.

NSA bought a Blanik L-33 with only 167 hours on it.  Tristan and his uncle are on the way back from Long Island and should be in Wed., 21 Oct.  We’ll be flying it this Sat, 24 Oct. if you want to join us.

INSURANCE – This is a reminder that NSA pilots are responsible for the first $2500 damage to a glider.  We are self insured through our $15000 CD beyond that.  In order for a pilot to be covered he/she needs a pilot license (student, private, commercial) and a current Flight Review.  Please schedule the flight review before you come out to ASI.  We do have full hull coverage of $45000 on our tow plane.     

STANDARDIZATION- is a good thing.  For instance, since we started calling “Canopy locked, Spoilers locked” we haven’t had a single instance of a glider taking off with either of those open.   A couple of other items:  the tow pilot won’t take out slack with someone in front of the wing of the glider.  Also the wing runner shouldn’t lift the glider’s wing until the slack is out and a thumbs up from the glider pilot.  Every professional pilot uses checklists and Tristan has made u some very good ones for the 2-33s, so please use them.

Tow pilots are attempting to apply power for takeoff a little slower towing 2-33s since we noticed applying power fast slams down the tailwheel.  The tailwheel on 897 broke because of this and had to be welded.

Ed Putnam suggested that we concentrate on improving one glider per year to upgrade its appearance – paint, cockpit, electronics, etc. We think this is a great idea and we picked 09H, the 1-26, to start with.   Ed designed a paint scheme (no black) and we expect an estimate soon.

BISHOP – this year we had issues with so many tows for 1 Pawnee at Bishop, up to 17 tows in one day and over 4 hours of towing.  For your planning, we decided to split Bishop into 2 camps of 4 days each and towing will begin on 23 June 2010 for the first camp 23-26 June, and the second camp 27-30 June.  One camp ends on Sat. and the other begins on Sun. We’ll have 2 tow pilots each period.  Can you fly Fri-Mon? That is under discussion but trending toward “No” as of now. Give us your input. We can have 12 pilots for each 4 day period and we’ll be asking you to stand down and ground crew one of those days.  If you want to be ground crew before or after your 4 days of flying, that’s OK.  Also we’ll be setting launch times or order for each glider launch also.

TOW PLANES – both have flown more than last year already, which was 112 hours.  Both have new tires and Red has new brakes.  We’ll ground Blue for awhile this winter for prop overhaul, oil cooler replace or overhaul, starter overhaul, and we need someone to take the seat belts out and send them to Wag Aero for repair.  Contact Chukar.

Thanks, COOT, for putting the large mirrors on Blue Tow, for working on the new fuel pad, and thanks, WILL  LUMPKIN for fixing the radio problem on 20T, vacuuming out the sand and fixing the Colibri mount on 17E.

WAVE FLYING – On 29 Sep, 3 of us flew in wave from ASI.  It required an extended tow toward Stead to get into the primary wave.  Tristan flew his first wave flight and got to 17500’.  Stoney flew 9H for 4 hours and Chukar flew for 7+45.  The tow costs about $90 (extended wave tows will be charged based on time instead of release altitude to keep your costs down and generate interest)  but  it is great soaring and quite an adventure.  One drawback is the strong wind on the ground and Lee did a terrific job towing us up.  Tows to wave at Minden are about $70-85 and we haven’t decided yet whether we will fly wave out of ASI or Minden this winter.  If you would like a dual checkout in the wave contact an instructor.  The ASK-21 is available for wave checkouts or ridge flights.

FLYING THE PEGASUS – if you are interested in flying the Pegasus let us know.  We would prefer members  who have attended one of ASI’s camps but that is not written in stone.  You can check out in glass with Stoney in the ASK-21 and then be cleared into “Peggy” following a cockpit check.  Taylor Nichols recently completed his flight review in the ASK and was signed off to fly the Pegasus. 

We’ve had so many solos I think we’re running out of water buckets.  We’ve got many new and excited pilots joining NSA and our future looks great.

Thanks to Lee Edling for taking Varian all the way to Washington state to get his teeth fixed and for paying for the transportation and lodging.  What great people we have.

Pete Casti is working on his commercial power license and we are grooming him and Aaron Dieringer to be tow pilots next spring.

We found the missing new handheld radio in Chukar’s -182 where we used it when we retrieved Blackhawk at Williams after Lee got the PASCO egg.  Then the EGG went to Truckee and then to Minden and Blackhawk flew to Minden to get it back for Air Sailing.  He tailored his glider back.  We are still missing our plastic tool box. 

Stoney got 2 more smart chargers and the batteries can be left connected to these chargers indefinitely. 

FINANCES – We have $18100 in our NSA checking account, $400 in the Sierra Fliers acct, and $15200 in the self insurance CD.  We spent $5000 for the L-33 so far with an interest free $15000 loan.  We just spent $1500 for NSA’s half of the fuel to fill the tank before winter, so NSA has about $3000 of fuel paid for in advance.

Remember that NSA has a news forum. It is fun to share soaring experiences and thoughts with the rest of the soaring community allowing other clubs and people interested in our outfit to see how we do things and how much fun we have. You can find the NSA forum on our wonderful web site. www.neavadasoaring.com or directly at http://nevadasoaring.proboards.com/

For a sample forum thread see Mrs. Skimmers first glider flight video and Rich Miller’s 89yr old mom (sorry about divulging your age Mrs. Miller) take her first glider flight on the forum at; http://nevadasoaring.proboards.com/index.cgi?board=siscussion&action=display&thread=52

It’s threads like these that get folks excited about soaring and interested in joining our club. Be sure to drop by and post something.

NSA

Saturday, 2 August, 2008

Air Sailing Gliderport, Nevada

Subject: Off Field Landing in NSA 2-33 “532”

Launched on Runway 21 in blustery winds that were W to SW. Very turbulent, strong westerly winds with gusting. Strong sink between strong thermals. Thermals were moving west to east very fast.

Released from tow @6,400 –6,700 (in strong lift) just to the SW of the face of the “Red Rocks. Continued circling to the right after release to stay with the thermal. Climbed to about 7,500 feet or so. Thermal moved me too far east for my comfort zone at that altitude so I headed back west along the crest of the face of the Red Rock. Lots of sink. Worked across the NW side of the northwest facing drop off of the Red Rock plateau, over to the small “nob” in the valley just NNW and back across the crest of the road up to the top of the Red Rock plateau in moderate lift, zero sink and strong sink. About in line with a straight in approach azimuth to runway 21 but just west of the southernmost low hill of the Red Rock cluster at about 5300 feet I contacted a very strong thermal and turned in it. It was moving very quickly east, took me behind that group of hills and though I was back to 7,100 feet, again, I was uncomfortable with that much west wind – a headwind for me to get back to ASI. I decided to call it a day and head back to 21. From 7,100 feet it initially looked like I had enough altitude but I immediately hit needle pegging sink that stayed till the end of this flight. Initially I planned to slip slightly NW through a small notch and have a straight in to 21. Almost as quickly, I realized that with my sink rate and headwind, I would possibly be short and, though a longer path, switched to a SW track, around the low hills because there was a roughly SE-NW dirt road below me around the hills that went to the north end of 17/35. I was too low already by this time to even make the unoccupied fly-in home/runway development SW of the gun range and SE of ASI. Clearly, I was going to land out! Once that decision was clear I concentrated on staying lined up with the road, feathering it in, following the directional changes in the road and keeping my speed up. At the area where I finally touched down, the road ran a little along the side of the last (southernmost) hill. I had to keep the right wing slightly higher to keep it off the hillside, which I did till I finally ran out of flying speed and just stalled/settled straight in, probably 2-5 feet. The road ran up to meet my wheel there on a small rise so there wasn’t much impact, however, even after the stall, I still had some small forward momentum with no aerodynamic control. The right wingtip snagged a sagebrush and swung the fuselage around to the right about 70-80 degrees. I came to a stop facing uphill but with the main wheel and skid centered on the road, the nose sitting on the uphill bank and the tail facing south over a sagebrush and the small flash flood dry creek that ran alongside that portion of the road. That final energy event cracked a weld on the Robinson Swiveling Tail wheel mount and bent the forward mounting bolt for the

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spring, a bolt designed to bend or shear in just such circumstances to protect the fuselage. Other than that and the small “nudge on the right wingtip where it caught the sagebrush, there is no apparent damage, no fabric tears, no bent metal (except for that right wingtip “nudge”). While waiting for assistance to arrive I pivoted the ship around and lined it back up with the road thinking someone would come with a tow rope and we would walk it back to 17/35. After pulling it around, I realized the tail wheel mount weld had cracked and normal rope towing would not work.

When Chukar, Coot, Varian and Stoney arrived, we elected to spin 532 back around and take it home tail first with the tail end of the fuselage (bottom) sitting on Varian’s pickup tail gate. With one person steadying the rear of the ship in the pickup, assisted by two tie down clips between hooks in the pickup bed and the elevator strut braces and a wing walker, we pulled the ship the quarter or so mile backwards to the north end of 17/35 and then back down 17 to it’s normal outside tie down.

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That is the technical description. Here’s the important stuff.

Very strong wind away from the field. Strong lift somewhat far spaced, strong

sink all around. When I tried to scratch up “one more time” east of 21, I should have called it and moved south to set up for a pattern, I was at 5,300 feet. As strong as the west-east wind was, I probably could have gone straight in using spoilers and a steep slip to bleed off the altitude. Don’t let this happen to you. I was lucky. Ship should be back in the air momentarily.

That’s it.

Stew Crane

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July 3-7, 2009 

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