From: PRUCHNICK@aol.com Subject: Blanik Wing Tip Date: 03 Mar 1997 16:08:17 -0500 (EST) To All: I called Blanik America today, and to change the wing tips from L 13 to L 23 it will cost $ 1000.00 in parts and 3 weeks in lead time for them. This will requier a 337 form. We should talk to Bill Hancock before we order the parts. So there it is, Yes, No, Mybe, or We will see.? K P ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: G102 fuselage dolly fiberglassing project Date: 04 Mar 1997 02:07:00 -0500 (EST) NCSA'rs, The fuselage dolly for the G102 has two cracks in it which should be reinforced with fiberglas. So far, I've done the following: removed the felt liner prep surfaces by removing red paint (wire brush) and sanding them stop drilled the two cracks I would like to hand this project off to someone else in the club. If you have not done any fiberglassing in the past, this is a good way to get your feet wet. I'm not trying to sell this project, but it really would be a good beginner's project. a) You'll need fiberglassing cloth (two sqaure feet is adequate), resin (pint) and hardener (bottle); all available from OSH or Tap Plastics. I'd suggest going to Tap Plastics, as they have publications and handouts that can help the novice. (That's how I learned.) b) Lay down cloth and resin; allow to cure. (per instructions in handout) c) sand / shape as required so it looks reasonably smooth d) spray paint red to match the rest of the dolly e) re-install felt with rubber cement. Total time you'll spend on this repair should be about 4 hours. A couple of hours learning and experimenting with fiberglass, another one to two hours doing the real thing on the dolly. Sand the dolly smooth, shoot red paint (half hour). Re-install felt (a few minutes). Please contact me via e-mail (laumann@aol.com) or phone (510-449-7930) if you would like to work on this project. Thank you. Curt ------------------------------------------------------------------------------- From: NSCMARTYM@aol.com Subject: Gift Certificate Summary Date: 04 Mar 1997 02:29:32 -0500 (EST) The NCSA and Gift Certificates A few weeks ago we had a pretty good email discussion regarding the sale of gift certificates to attract new members to the club. I did some research into this by talking with the current SSA gov’t. liason (Jim Short) the previous SSA gov’t. liason (Judy lincoln), presidents from two other clubs that offer gift certificates, and the chief tow pilot of one these clubs; who also happens to be an FAA designated examiner. Mike Schneider was able to talk to our insurance company about this and I’ve talked to the treasurer of a non-profit organization that does many fund raising events every year for a state park (regarding tax status). Based on this information we had a discussion and came to a consensus at the last board meeting. I’ll attempt to summarize the information and present the consensus here. We have NOT implemented this program yet, but we would like to start soon, so if you have some more input now is a good time. According to Mike our insurance company understands that gift certificates are a good way to attract new members to the club and they don’t have problems with us offering them to the general public. From a tax status perspective, as long as we properly declare any income from the gift certificates and use the proceeds to promote soaring there should be no problems, since this is the purpose of our club. As far as the FAA regs. go there were several questions to have answered. In talking with the Harris Hill Soaring Club president (John Trimber) he indicated that they use commercially rated glider pilots for all gift certificate rides. He also said that they use both private and commercially rated tow pilots for the gift certificate rides. I also talked to a tow pilot and former president (Mony Sullivan) of the Harris Hill club who is an FAA designated examiner and a corporate pilot for Corning Glass. He agreed with John Trimber and added that the gliders are required to have 100 hour inspections, but the towplanes are only required to have annuals. The position that the Harris Hill Club takes on this is that the tow planes and tow pilots are “incidental” to the glider ride and therefore are NOT required to be commercially rated. Their local FSDO (Rochester) has no problem with this arrangement and the club offers 2,000 - 3,000 of these rides per year. It has had this type of operation, since the 1940’s and receives a stipend from the county to give these rides, because the county feels it draws people in and helps promote the county. The private towpilots in this club are using the same SSA waiver that we use in our club. These rides are offered by the club as introduction to soaring rides, not as sightseeing rides or as instructional rides. They don’t use a standard form, they just sell tickets. Another club president I talked with is Steve Wasilowsky of Sky Soaring (north of Chicago). His club also offers gift certificate rides. They use commercial glider pilots, but he was unsure if all of the club tow pilots were commercially rated. They do 100 hour inspections on all of their aircraft. They offer this gift certificate on a 1 day membership basis. They use a standard form that is mostly a liability waiver that the lawyers in their club have developed. The day membership is $10 and for an additional $30 you can get a glider ride. The ride is advertised on a sign in front of the airport that says “day members welcome”. I have a copy of their form and we will probably use it as a starting point for ours. So if you’ve read this far... it was the consensus of the board at the last meeting that we should pursue offering gift certificates on a day membership basis with the initial purpose to attract new members to the club. Once we can establish that, we should go on to consider whether or NOT we can manage something like the Harris Hill Club gift certificate operation. NOTE: The Harris Hill Club hires commercial tow pilots in the summer to offer rides during the week. They have 3 tow planes. By the next board meeting I hope to have reviewed the bylaws to see how we can support a day membership and have a membership form and liability waiver ready. Comments? Marty ------------------------------------------------------------------------------- From: steve mcrobert Subject: Re: G102 fuselage dolly fiberglassing project Date: 04 Mar 1997 10:08:52 -0800 folks: another thing I am captain paranoia about: if yo get the hardener in your eye it will blind you in that eye, permamenttly. best way to do it is get it on your finger then rub your eye. wear goggles/gloves! steve At 02:07 AM 3/4/97 -0500, you wrote: >NCSA'rs, > >The fuselage dolly for the G102 has two cracks in it which should be >reinforced with fiberglas. So far, I've done the following: > >removed the felt liner >prep surfaces by removing red paint (wire brush) and sanding them >stop drilled the two cracks > >I would like to hand this project off to someone else in the club. If you >have not done any fiberglassing in the past, this is a good way to get your >feet wet. I'm not trying to sell this project, but it really would be a good >beginner's project. > >a) You'll need fiberglassing cloth (two sqaure feet is adequate), resin >(pint) and hardener (bottle); all available from OSH or Tap Plastics. I'd >suggest going to Tap Plastics, as they have publications and handouts that >can help the novice. (That's how I learned.) > >b) Lay down cloth and resin; allow to cure. (per instructions in handout) > >c) sand / shape as required so it looks reasonably smooth > >d) spray paint red to match the rest of the dolly > >e) re-install felt with rubber cement. > >Total time you'll spend on this repair should be about 4 hours. A couple of >hours learning and experimenting with fiberglass, another one to two hours >doing the real thing on the dolly. Sand the dolly smooth, shoot red paint >(half hour). Re-install felt (a few minutes). > >Please contact me via e-mail (laumann@aol.com) or phone (510-449-7930) if you >would like to work on this project. Thank you. > >Curt > > > ------------------------------------------------------------------------------- From: WSNOW@mail.bethany.edu Subject: WEB page Date: 04 Mar 1997 11:22:24 -0800 I have updated the web page. It now includes a counter to tally visitors and a guest book. Take a look and make suggestions. The location is www.bethany.edu/psych/ncsa I want to update the map and directions next ... Marty, could you send me the official list of club officers. I want to update that section. ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Gift Certificate Summary Date: 04 Mar 1997 18:21:10 PST Sorry If you get 2 of these, I sent it last night via AOL and nothing happened, so here it is again. Hi, A few weeks ago we had a pretty good email discussion regarding the sale of gift certificates to attract new members to the club. I did some research into this by talking with the current SSA gov't. liason (Jim Short) the previous SSA gov't. liason (Judy lincoln), presidents from two other clubs that offer gift certificates, and the chief tow pilot of one these clubs; who also happens to be an FAA designated examiner. Mike Schneider was able to talk to our insurance company about this and I've talked to the treasurer of a non-profit organization that does many fund raising events every year for a state park, regarding tax status. Based on this information we had a discussion and came to a consensus at the last board meeting. I'll attempt to summarize the information and present the consensus here. We have NOT implemented this program yet, but we would like to start soon, so if you have some more input now is a good time. According to Mike our insurance company understands that gift certificates are a good way to attract new members to the club and they don't have problems with us offering them to the general public. From a tax status perspective, as long as we properly declare any income from the gift certificates and use the proceeds to promote soaring there should be no problems, since this is the purpose of our club. As far as the FAA regs. go there were several questions to have answered. In talking with the Harris Hill Soaring Club president (John Trimber) he indicated that they use commercially rated glider pilots for all gift certificate rides. He also said that they use both private and commercially rated tow pilots for the gift certificate rides. I also talked to a tow pilot (and former president, Mony Sullivan) of the Harris Hill club who is an FAA designated examiner and a corporate pilot for Corning Glass. He agreed with John Trimber and added that the gliders are required to have 100 hour inspections, but the towplanes are only required to have annuals. The position that the Harris Hill Club takes on this is that the tow planes and tow pilots are "incidental" to the glider ride and therefore are NOT required to be commercially rated. Their local FSDO (Rochester) has no problem with this arrangement and the club offers 2,000 - 3,000 of these rides per year. It has had this type of operation, since the 1940's and receives a stipend from the county to give these rides, because the county feels it draws people in and helps promote the county. The private towpilots in this club are using the same SSA waiver that we use in our club. These rides are offered by the club as introduction to soaring rides, not as sightseeing rides or as instructional rides. They don't use a standard form, they just sell tickets. Another club president I talked with is Steve Wasilowsky of Sky Soaring (north of Chicago). His club also offers gift certificate rides. They use commercial glider pilots, but he was unsure if all of the club tow pilots were commercially rated. They do 100 hour inspections on all of their aircraft. They offer this gift certificate on a 1 day membership basis. They use a standard form that is mostly a liability waiver that the lawyers in their club have developed. The day membership is $10 and for an additional $30 you can get a glider ride. The ride is advertised on a sign in front of the airport that says "day members welcome". I have a copy of their form and we will probably use it as a starting point for ours. So if you've read this far... it was the consensus of the board at the last meeting that we should pursue offering gift certificates on a day membership basis with the initial purpose to attract new members to the club. Once we can establish that, we should go on to consider whether or NOT we can manage something like the Harris Hill Club gift certificate operation. NOTE: The Harris Hill Club hires commercial tow pilots in the summer to offer rides during the week. They have 3 tow planes. By the next board meeting I hope to have reviewed the bylaws to see how we can support a day membership and have a membership form and liability waiver ready. Comments? Marty ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: FIELD MANAGER CHECKLIST: Date: 04 Mar 1997 18:29:37 PST I put together the following to try to establish a basic guide to field manager duties. Our most recent list is very old and much of it is out of date. Let's hear some comments on it so we can finalize it soon. Regards, Marty FIELD MANAGER CHECKLIST: PRIOR TO THE FIRST LAUNCH OF THE DAY 1. Arrive on time - no later than 9:00A. 2. Prepare flight schedule for the day by checking the answering machine for messages and talking to the pilots on the field. 3. Check that there is a towpilot and an instructor on the field and check the towplane status with the towpilot. 4. Check that the fuel and oil levels in the tractor are adequate, so that it can be used as a back-up. If there is not enough fuel, try to arrange at some point during the day for someone to get some or add it to the squawk list in the clubhouse. 5. Bring out the golf cart to the first plane that will fly that day. 6. Update the message on the answering machine as follows; "Hi, this is the Northern California Soaring Association at Byron. On (day) (date) at (time) the weather is ____________________. The towplane (is/is not) flying. There (is/is not) an instructor on the field and we (have / do not have) a towpilot today." Close by encouraging people to come out and fly or to call first, if we cannot fly do to weather, towplane, or some other problem. 7. Restock the cooler with soda. 8. Bring the portable phone and club radio out to the golf cart and help to get the first flight going by 10 AM or as soon as possible. LINE OPERATIONS 1. Take charge of the line operations - let pilots know the order of the flights. - check to ensure traffic allows enough time to get the towplane and sailplane onto the runway and launched before you start the next launch. - request help to push out the sailplane, run the wing, etc. - remember its more important for you to watch for traffic and coordinate the launch than to get absorbed in running a wing or pushing the sailplane. 2. Request help to get the next plane staged at the hold back line as soon as the previous sailplane has launched. Let the next pilot to fly know when the previous sailplane is off tow and that he should get in his plane to get ready. You'll frequently have to butt into the middle of conversations to do this. 3. If a sailplane is in the pattern and another one is already staged behind the holdback line, you can request that the pilot of the landing sailplane try to use the mid-field turnoff to exit the runway, if he feels it is safe to do so. Of course do not do this if there are planes landing ahead of the sailplane. The pilot is under no obligation to follow or acknowledge your request, but if it is safe to do this, it makes the launch operations much more efficient. 4. When the flight line is idle check that the planes on the ground are not blocking the taxiway and they are behind the holdback lines. AFTER FLYING 1. Ensure that all of the planes have returned and are tied down. 2. Connect the radio and the portable phone to their chargers. 3. Check that all chutes have been returned (no empty bags). 4. Connect golf cart to charger and lock hangar. 5. Have a beer and relax, you probably need one at this point. ------------------------------------------------------------------------------- From: pkinz@loc3.tandem.com Subject: Re: Gift Certificate Summary Date: 05 Mar 1997 18:15:53 GMT Sounds good to me. Might be good to talk with the local FSDO because they're the ones who would say yae or nae if anything happens. It'd be nice not to have to use commercial tow pilots too. Was there any issue about how "energetically" the certificates could be advertised? Also, Sue might be willing to design the gift certificates. +--------------------------------------------------------------------+ | Paul Kinzelman Internet: pkinz@loc3.tandem.com | | Tandem Computers Incorporated Software Engineer | | 19333 Vallco Parkway [MS3-22] http://www.timesync.com/kinz | |_Cupertino, CA 95014_____________Phone: (408) 285-6640______________| ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Field Manager Checklist Date: 05 Mar 1997 12:05:21 PST Hi, This is about the 4th attempt to send this, so excuse me if suddenly the previous ones sent into the "ether" suddenly appear. I thought that we should update our field manager checklist since the old one is about 3 pages long and was written for a different airport. Most of this is common sense, but if you have any comments please make theem soon as I would like to finalize this. Regards, Marty FIELD MANAGER CHECKLIST: PRIOR TO THE FIRST LAUNCH OF THE DAY 1. Arrive on time - no later than 9:00A. 2. Prepare flight schedule for the day by checking the answering machine for messages and talking to the pilots on the field. 3. Check that there is a towpilot and an instructor on the field and check the towplane status with the towpilot. 4. Check that the fuel and oil levels in the tractor are adequate, so that it can be used as a back-up. If there is not enough fuel, try to arrange at some point during the day for someone to get some or add it to the squawk list in the clubhouse. 5. Bring out the golf cart to the first plane that will fly that day. 6. Update the message on the answering machine as follows; "Hi, this is the Northern California Soaring Association at Byron. On (day) (date) at (time) the weather is ____________________. The towplane (is/is not) flying. There (is/is not) an instructor on the field and we (have / do not have) a towpilot today." Close by encouraging people to come out and fly or to call first, if we cannot fly do to weather, towplane, or some other problem. 7. Restock the cooler with soda. 8. Bring the portable phone and club radio out to the golf cart and help to get the first flight going by 10 AM or as soon as possible. LINE OPERATIONS 1. Take charge of the line operations - let pilots know the order of the flights. - check to ensure traffic allows enough time to get the towplane and sailplane onto the runway and launched before you start the next launch. - request help to push out the sailplane, run the wing, etc. - remember its more important for you to watch for traffic and coordinate the launch than to get absorbed in running a wing or pushing the sailplane. 2. Request help to get the next plane staged at the hold back line as soon as the previous sailplane has launched. Let the next pilot to fly know when the previous sailplane is off tow and that he should get in his plane to get ready. You'll frequently have to butt into the middle of conversations to do this. 3. If a sailplane is in the pattern and another one is already staged behind the holdback line, you can request that the pilot of the landing sailplane try to use the mid-field turnoff to exit the runway, if he feels it is safe to do so. Of course do not do this if there are planes landing ahead of the sailplane. The pilot is under no obligation to follow or acknowledge your request, but if it is safe to do this, it makes the launch operations much more efficient. 4. When the flight line is idle check that the planes on the ground are not blocking the taxiway and they are behind the holdback lines. AFTER FLYING 1. Ensure that all of the planes have returned and are tied down. 2. Connect the radio and the portable phone to their chargers. 3. Check that all chutes have been returned (no empty bags). 4. Connect golf cart to charger and lock hangar. 5. Have a beer and relax, you probably need one at this point. ------------------------------------------------------------------------------- From: SidneyM53@aol.com Subject: Re: Work day Date: 12 Mar 1997 08:05:54 -0500 (EST) I am unable to make the Work Day because of a previous engagement, but if someone wants to assign me a task I would be happy to work on it the 23rd or the following weekend. ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: towplane status for the weekend Date: 12 Mar 1997 09:06:44 -0800 NCSAers: The NCSA Scout is at Livermore airport for maintenance (Flaps and brakes). The prognosis is iffy for the weekend, so you may want to call for the status prior to driving out this weekend. Does anyone know of a pinch-hitter tug, since the Citabria we used to use occasionally is unavailable? Later...Mike Schneider ------------------------------------------------------------------------------- From: "Mark A. Matthews" Subject: Pb-Acid Battery shelf life Date: 12 Mar 1997 09:45:00 -0800 A little while back, in the last board meeting minutes, this statement appeared: [Regarding Scout battery] > - Battery may be questionable, should we get dry-charge battery in reserve, > (how long is dry shelf life?) I'm facing a similar situation with my airplane (battery is 5 years old last month), so I picked up a dry-charge Gill 25 to be prepared. According to Teledyne Battery tech support, batteries may be stored in the dry-charge state (that's without the electrolyte installed) "indefinetely". I assume there is some sort of life on the stored electrolyte, but I bet it's measured in years. (And is probably limited by the acid eating through the container.) -- -Mark ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Les Sebald Date: 12 Mar 1997 09:38:19 PST Fellow Flyers, I've sent flowers and a card to Claire Sebald. They will be delivered this afternoon. The message on the card is: Claire, This is to express our deepest sympathies for your loss. Les has contributed an immeasurable amount to the soaring community and will be fondly remembered for it. The Northern California Soaring Association > From slist@mail.xmission.com Tue Mar 11 11:57:01 1997 > X-Sender: redrocks@pop.batnet.com (Unverified) > Mime-Version: 1.0 > Content-Type> : > text/plain> ; > charset="us-ascii"> > Date: Tue, 11 Mar 1997 11:26:29 -0800 > To: Polph Peterson > From: Robert McKay > Cc: Mike Schneider , NCSA > Resent-Message-Id: <"vLlKSD.A.TVG.qRbJz"@mail> > Resent-From: ncsoar@xmission.com > Subject: Unidentified subject! > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/525 > X-Loop: ncsoar@xmission.com > Resent-Sender: SmartList > Resent-Date: Tue, 11 Mar 1997 12:37:16 -0700 > Content-Length: 301 > > I am sure you will all be sorry to hear that Les Sebald passed away in his > sleep last night. I have few details as yet. I talked with Clare this > morning. Les is to be cremated and there will probably not be any public > services. > > That's all I know now, it I hear more I will post it here. > > Bob McKay > > > ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Sailplane Status Date: 12 Mar 1997 10:01:20 PST Fellow Flyers, Here is the sailplane status: Rolf P. and Fran A. were able to get a factory representative, Mike Shade (sp.) from Grob to look at our G103 and G102 over the weekend. The results are: G102: The horizontal stabilizer movement is normal for the G102s and does not require any further action. It was found that the hinge mounts on the canopy required more work than initially expected and the canopy has been taken to Steve Brown's for servicing. The glider is stored in its trailer at Byron. Also, the altimeter is removed and being serviced at AIR. The altimeter will probably be done this week. No estimate on the canopy, yet. G103: The rudder pedal play is OK and the spoiler alignment is OK to fly with, but could be adjusted according Mike Shade. EV: Bob Hancock reviewed the radio box mount Curt L made for EV and wanted it to be stiffened further, which Curt is doing now. As soon as that is done we will fly EV to Livermore for a weight and balance and then put it in service. G103 has an annual due in April. AS will have its annual as soon as we get EV flying. Regards, Marty ------------------------------------------------------------------------------- From: PRUCHNICK@aol.com Subject: Silver Badge Date: 12 Mar 1997 21:05:44 -0500 (EST) Hi all I just recived a letter, a pin,and a card from Judy Ruprecht (Lincoln) stating that I successfully completed all the requirements for a SILVER BADGE . No.US 5907. I would like to thank Bob Semans for his insistence that I submitt the claim and his much appreciated help with making out the paper work (the flight was made with a Cambridge GPS flight recorder). Which was harder than the flight of 44.701 Miles, Altitude gain of 6,934 feet , Duration of 5:13:40 , with a remote start at Air Sailing then back to Truckee . Les Sebald was my "O O" and after I send this E-mail I will look up and thank him also. Looking to the heavens K P ------------------------------------------------------------------------------- From: "Bob Addis" Subject: Field Manager Schedule thru Date: 12 Mar 1997 18:18:36 -0800 Regarding: Field Manager Schedule thru 12/97 Here's the list you've been waiting for.......ONLY inactive members, tow pilots, and instructors are exempt. Otherwise, it's in alphabetical order with the date assigned based on the luck of your name. I will contact Mr. Snow to see if he can post it on the Web. I'm starting a new process where you will receive a mail reminder at least a month in advance and a phone reminder a week in advance. However, IT IS YOUR RESPONSABILITY TO FIND A SUBSTITUTE IF YOU CANNOT MAKE THE DATE ASSIGNED...... only notify me with modifications and I will note them on my master schedule so you don't get a nasty call from the field when your alternate doesn't show up. Have Fun Out there......think safety! Bob Addis PS Also attached for your information is the Field Manager outline from Marty..... no letters have been generated to modify it so it must be good! NCSA Field Manager Assignments for 1997 April 1997 5, Saturday......Snow, William 6, Sunday......Snydr-Michael 12, Saturday......Tarle 13, Sunday......Thunen 19, Saturday......Waltz 20, Sunday......Weil 26, Saturday......Williams 27, Sunday......Addis May 1997 3, Saturday......Allender 4, Sunday......Alton 10, Saturday......App 11, Sunday......Apps 17, Saturday......Boyce 18, Sunday......Brown 24, Saturday......Cook 25, Sunday......Deane 31, Saturday......Ferguson 1, Sunday......Friedrich June 1997 7, Saturday......Glassow (trainee) & Green, Bill 8, Sunday......Green, Mike 14, Saturday......Greenhill 15, Sunday......Grom 21, Saturday......Gustaffson 22, Sunday......Horn 28, Saturday......Johnson 29, Sunday......Jona July 1997 5, Saturday......Kelemen 6, Sunday......Larder 12, Saturday......Michael 13, Sunday......Moeller 19, Saturday......Mooney(trainee) & Moore 20, Sunday......Niedrauer 26, Saturday......Poco 27, Sunday......Powalka August 1997 2, Saturday......Pruchnick 3, Sunday......Randazzo 9, Saturday......Rathbun 10, Sunday......Reuland 16, Saturday......Roberts 17, Sunday......Semans 23, Saturday......Snow, William 24, Sunday......Snydr-Michael 30, Saturday......Tarle 31, Sunday......Thunen September 1997 6, Saturday......Waltz 7, Sunday......Weil 13, Saturday......Williams 14, Sunday......Addis 20, Saturday......Allender 21, Sunday......Alton 27, Saturday......App 28, Sunday......Apps October 1997 4, Saturday......Boyce 5, Sunday......Brown 11, Saturday......Cook 12, Sunday......Deane 18, Saturday......Ferguson 19, Sunday......Friedrich 25, Saturday......Green, Bill 26, Sunday......Green, Mike November 1997 1, Saturday......Glassow 2, Sunday......Greenhill 8, Saturday......Grom 9, Sunday......Gustaffson 15, Saturday......Horn 16, Sunday......Johnson 22, Saturday......Jona 23, Sunday......Kelemen 29, Saturday......Larder 30, Sunday......Michael December 1997 6, Saturday......Moeller 7, Sunday......Mooney 13, Saturday......Moore 14, Sunday......Niedrauer 20, Saturday......Poco 21, Sunday......Powalka 27, Saturday......Pruchnick 28, Sunday......Randazzo Field Manger Checklist (fwd) [Slighty edited for format -Mark] [Slighty edited for format, order & content -Addis] I thought that we should update our field manager checklist since the old one is about 3 pages long and was written for a different airport. Most of this is common sense, but if you have any comments please make theem soon as I would like to finalize this. Regards, Marty FIELD MANAGER CHECKLIST: PRIOR TO THE FIRST LAUNCH OF THE DAY 1. Arrive on time - NO LATER THAN 9:00A. 2. Check that there is a towpilot and an instructor on the field and check the towplane status with the towpilot. 3. Check weather forcast and update the message on the answering machine as follows; "Hi, this is the Northern California Soaring Association at Byron. On (day) (date) at (time) the weather is ____________________. The towplane (is/is not) flying. There (is/is not) an instructor on the field and we (have / do not have) a towpilot today." End the message by encouraging people to come out and fly or to call first, if we cannot fly due to weather, towplane, or some other problem. 4. Prepare flight schedule for the day by checking the answering machine for messages and talking to the pilots on the field. 5. Restock the cooler with soda. 6. Check that the fuel and oil levels in the tractor are adequate, so that it can be used as a back-up. If there is not enough fuel, try to arrange at some point during the day for someone to get some or add it to the squawk list in the clubhouse. 7. Bring out the golf cart to the first plane that will fly that day. 8. Bring the portable phone and club radio out to the golf cart and help to get the FIRST FLIGHT GOING BY 10 AM or as soon as possible. LINE OPERATIONS 1. Take charge of the line operations - let pilots know the order of the flights. - check to ensure traffic allows enough time to get the towplane and sailplane onto the runway and launched before you start the next launch. - request help to push out the sailplane, run the wing, etc. - delegate tasks. Its more important for you to watch for traffic and coordinate the launch than to get absorbed in running a wing or pushing the sailplane. 2. Request help to get the next plane staged at the hold line as soon as the previous sailplane has launched. Let the next pilot to fly know when the previous sailplane is off tow and that he should get in his plane to get ready. You'll frequently have to butt into the middle of conversations to do this. 3. If a sailplane is in the pattern and another one is already staged behind the hold line, you can request that the pilot of the landing sailplane try to use the mid-field turnoff to exit the runway, if he feels it is safe to do so. Of course do not do this if there are planes landing ahead of the sailplane. The pilot is under no obligation to follow or acknowledge your request, but if it is safe to do this, it makes the launch operations much more efficient. 4. When the flight line is idle check that the planes on the ground are not blocking the taxiway and they are behind the hold lines. AFTER FLYING 1. Ensure that all of the planes have returned and are TIED DOWN. 2. Connect the radio and the portable phone to their chargers. 3. Check that all chutes have been returned (no empty bags). 4. Complete paperwork and send weekends tow slips to Randazzo if your on Sunday. 5. Close and lock windows, lower blinds and angle towards celing, turn off coffee pots and heaters, check trailer one more time......AND DON'T FORGET TO LOCK TRAILER! 5. Connect golf cart to charger and lock hangar. 6. Have a beer and relax (after you drive home), you probably need one at this point. ------------------------------------------------------------------------------- From: mike-i green Subject: K.P Date: 13 Mar 1997 09:44:39 -0800 Congratulations Ken. Now you start on your Gold. |---------------------------------------------------------------| | Dr. Mike I. Green, Guest Scientist | | Magnetic Measurements Engineering | | MS 25-123 Consulting Physicist | | Lawrence Berkeley Laboratory 117 Rheem Boulevard | | 1 Cyclotron Road Orinda, CA 94563-3620 | | Berkeley, CA 94720 USA | | USA Phone: 1 510 254-0609 | | FAX: 1 510 523-8268 | | Office bldg 25 room 120 | | phone: 1 510 486-4607 | | FAX: 1 510 486-5582 | | email: mighty@lbl.gov | | | | ASW-20FL MG mighty gorilla | | PW-5 | |---------------------------------------------------------------| ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Silver Badge Date: 13 Mar 1997 13:11:48 PST Congratulations Ken! Good Luck on all the future ones. Regards, Marty ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Field Manager Schedule thru Date: 13 Mar 1997 13:17:53 PST Bob, Thanks for the FM list. If you have it in multi-column MAC format, you may want to send that file to Mike S. for enclosure in the Buzzard. Regards, Marty ------------------------------------------------------------------------------- From: RXDF14A@prodigy.com (MR PETER T KELEMEN) Subject: Re: Field Manager Schedule thru Date: 13 Mar 1997 22:10:34, -0500 Just a comment: Excellent job on the FM list..... but, are we going to close down in August ( as usual ) ? In that case, the people scheduled for August get a free ride ! ( of course, my turn is NOT in August ). Peter Kelemen ------------------------------------------------------------------------------- From: WSNOW@mail.bethany.edu Subject: Field Manager Schedule on the web page. Date: 14 Mar 1997 09:43:14 -0800 I have placed the Field manager schedule on the web page. It is located under events calendar. If you trade with someone let me know and I will update the web page. I will add the tow pilot schedule if someone will mail me a copy. In addition, any calendar dates can be added if you will email me. Also, I am on the first weekend in April the same time as I have a National Guard weekend. Anyone willing to trade? ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Field Manager Schedule thru Date: 14 Mar 1997 09:45:24 PST Pete, I'd like to delay the "flying in August?" decision till the end of May. We may have have enough students and others who want to fly to continue operations. We should have a Blanik and a towplane available and maybe the 1-26. Regards, Marty > From ncsoar-request@xmission.com Thu Mar 13 19:32:54 1997 > X-Mailer: Prodigy Internet GW(v0.9beta) - ae01dm04sc03 > From: RXDF14A@prodigy.com (MR PETER T KELEMEN) > Date: Thu, 13 Mar 1997 22:10:34, -0500 > To: ncsoar@xmission.com > Subject: Re: Field Manager Schedule thru > Resent-Message-Id: <"Im90c.A.1AC.LZMKz"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/540 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Thu, 13 Mar 1997 20:30:20 -0700 > Content-Length: 326 > > Just a comment: Excellent job on the FM list..... but, are we going > to close down in August ( as usual ) ? In that case, the people > scheduled for August get a free ride ! ( of course, my turn is NOT in > August ). > > > Peter Kelemen > > ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: Summer shutdown Date: 14 Mar 1997 11:28:54 PST Hi Marty, everyone; I may not be on the board anymore but it was always my view that closing down for August was a reflection on the poor health of the club; I sincerely hope that with our new focus on recruiting and new members starting to pay dividends, that this will not be necessary this year, and that we'll be able to keep students, instructors and the club active throughout the year. Our primary role is bringing new members INTO the sport and providing low cost soaring to keep them IN the sport. This is the key to growth for the NCSA. To do this we need continuity of service and availability to the members. Why don't we set a goal of increasing our level of activity over the summer months compared with previous years?; this will take some planning of schedules, new member recruits and instructor availability but I think everyone active in the club would benefit. I'm probably going to sound like an old 'buffer' here, but 10 years ago when I learned with the NCSA, we were very active with training in the summer; and I remember that making regular steady progress was very important to staying motivated. We cannot afford to send the message of an 'inconsistent' organization to new members any more. Thanks for listening Peter Deane. > Content-Length: 1193 > > Pete, > > I'd like to delay the "flying in August?" decision till the end of May. We may > have have enough students and others who want to fly to continue operations. We should have a Blanik and a towplane available and maybe the 1-26. > > Regards, > > Marty > > > To: ncsoar@xmission.com > > Subject: Re: Field Manager Schedule thru > > Just a comment: Excellent job on the FM list..... but, are we going > > to close down in August ( as usual ) ? In that case, the people > > scheduled for August get a free ride ! ( of course, my turn is NOT in > > August ). > > > > > > Peter Kelemen ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: New Weak Link System Date: 14 Mar 1997 14:24:35 PST Fellow Flyers, The club has been using a new weak link system over the passed few months (thanks Peter Deane) and it seems to be working well. Hopefully, those of you who have been flying have examined it, but I wanted to give you some detailed background on the link. We have had one successful break of the weak link due to a slack line between the G103 and the Scout and no other breaks during the tows we've been making. The extra pair of metal fuses we have for this system is hanging on the wall in the club trailer near the keys. A letter detailing the information I'm giving you below is posted above the fuses. DESCRIPTION This is an all metal weak link system from Tost in Germany. It consists of a U-shaped shackle at each end of the weak link and a pair of metal fuses bolted between these shackles. One shackle is attached to the ring which connects to the glider and the other shackle connects to the ring on the end of the towrope. The shackles and the fuses are covered with "custom fitted" garden hose and duct tape to protect them from wear on the runway. I say custom fitted, because nothing but the fuses should provide any significant tensile strength between the tow rope and the sailplane ring. OPERATION The metal fuses we are using are rated at 1100 lbs. +/-100 lbs. If you use the 80% - 200% weak link rule and check the gross weights of the sailplanes, this fuse value meets the requirement for all our sailplanes. The fuses you can buy are color coded and all of ours are white. Another thing you will notice about the fuses are that they are used in pairs and one fuse in the pair has slotted holes and the other fuse in the pair has round holes. The individual fuses are paired in this manner so that the force required to break the connection to the towplane must be sustained for a longer time than if a single fuse is used. This does NOT increase the force required to break the assembly it just means it must be sustained for a slightly longer duration. The way this works is that the fuse with the rounded hole is always the one carrying all the force until it breaks. When it breaks the force is transferred (after a short delay) to the fuse with the slotted hole and this fuse now carries all of the force. If the force between the planes still exceeds the rated value (1100 lbs.) the slotted fuse breaks too and you're now probably looking for a place to land. USAGE THE IMPORTANT THING TO REMEMBER is to always use rounded and slotted hole fusestogether as a pair NEVER use 2 rounded hole fuses together or 2 slotted hole fuses together as this will double the breaking strength of the weak link. The fuses at the airport have been taped together, so that if you grab a replacement pair you always get a slotted and a rounded hole fuse as a pair. Remove this tape before using the pair as it will also increase their tensile strength. Tost recommends that you replace the fuses after about 200 flights. I've asked John Randazzo to estimate the number of flights we do each year, so that we can start periodic replacement of the fuses. Also since the rounded hole fuse is carrying all of the force until it breaks, the slotted hole fuse is essentially unused. So, if we are worried about saving $3.50 and the rounded hole fuse is NOT broken when it's time to do the periodic replacement we can just replace the rounded hole fuse and reuse the existing slotted hole fuse. I've ordered some additional weak link fuses (10) and 1 pair of shackles via Pik Pacific. They should arrive at the beginning of April. You will find 2 weak link assemblies like I've described here on the tow rope. One has a large ring for the Blanik and the 1-26 and the other has a smaller ring for the Grobs. Regards, Marty ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Tow Pilot Schedule Date: 14 Mar 1997 14:43:31 PST Thanks Willie, This will be a big help. Bob Addis should be publishing the towpilot schedule shortly. Regards, Marty > From ncsoar-request@xmission.com Fri Mar 14 08:46:31 1997 > From: WSNOW@mail.bethany.edu > X-Mailer: WordPerfect Office 4.0 > Date: Fri, 14 Mar 1997 09:43:14 -0800 > To: ncsoar@xmission.com > Subject: Field Manager Schedule on the web page. > Resent-Message-Id: <"n3ocGB.A.26D.GAYKz"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/541 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Fri, 14 Mar 1997 09:42:47 -0700 > Content-Length: 424 > > I have placed the Field manager schedule on the web page. It is located under events calendar. If you trade with someone let me know and I will update the web page. I will add the tow pilot schedule if someone will mail me a copy. In addition, any calendar dates can be added if you will email me. Also, I am on the first weekend in April the same time as I have a National Guard weekend. Anyone willing to trade? > > ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: Comments on weak link system Date: 14 Mar 1997 15:50:00 -0800 NCSAers: First of all Marty, I'd like to suggest that someone SHOW THE HARDWARE to the club members during workday and the safety seminar. Otherwise, IT'S BOUND TO BE ASSEMBLED INCORRECTLY. Second--The weak link system does tend to drag the ground, wearing the tow rings. Perhaps one or both of the tow rings should be replaced when the "fuses" are replaced. Third--I'm the one who had the rope break a few weeks ago while allowing a guest to attempt to tow (I learned a lot). The ROPE broke, not the metal fusable link, just ahead of the metal link system. Now granted, the rope was old and at the end of it's useful life, but it's sure interesting. Later...Mike Schneider ------------------------------------------------------------------------------- From: Bill Brown Subject: Re: Comments on weak link system Date: 14 Mar 1997 16:26:37 PST BTW, Mike My one and only rope break in June 93 occured just in front of the weak link, also. Bill ------------------------------------------------------------------------------- From: David.Greenhill@Eng.Sun.COM (Dave Greenhill) Subject: A missing link story. Date: 14 Mar 1997 17:02:35 -0800 At soar Truckee 2 years ago I had an interesting experience. Towing out using all the length of 19 with a full load of water we departed the far end of the runway at 50ft. The air was only mildly turbulent with no big bumps. At 300ft or so the yellow cord I used for a weak link broke for no good reason. A safe landing was made on the cross runway. This could easily have happened in the 30-50ft range when the options were extremely limited. A good weak link and tow rope are essential, we shouldn't be using equipment that fails below the recommended levels. Since this experience I have always used proper weak links, similar in principle to the ones the club is now using. Unfortunately I don't have control of the tow rope. Peter's fixed the weak link problem for NCSA, sounds like we need to improve the rope too. Dave ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Comments on weak link system Date: 14 Mar 1997 18:31:39 PST Mike/Richard, 1. Richard, in response to Mike's first request can you include a discussion on the weak link system when we have our 4/19 safety seminar? 2. Mike, someone mentioned that we should maybe have the support tube on the Scout raised to accomodate this, but we should also check and replace as necessary the rings. Do we have some stock onthese rings or do you know how and where we can order these? 3. I didn't know of your rope break. The one I was referring to happened, I believe, with Richard and a student. I thought we just replaced the tow rope. Was your break before that? Regards, Marty > From ncsoar-request@xmission.com Fri Mar 14 16:03:35 1997 > Date: Fri, 14 Mar 1997 15:50:00 -0800 > From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) > To: ncsoar@xmission.com > Subject: Comments on weak link system > Cc: svmes@halley.ca.essd.northgrum.com > Resent-Message-Id: <"KPcEg.A.NfE.QYeKz"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/546 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Fri, 14 Mar 1997 16:58:14 -0700 > Content-Length: 685 > > NCSAers: > > First of all Marty, I'd like to suggest that someone SHOW THE HARDWARE to > the club members during workday and the safety seminar. Otherwise, IT'S > BOUND TO BE ASSEMBLED INCORRECTLY. > > Second--The weak link system does tend to drag the ground, wearing the > tow rings. Perhaps one or both of the tow rings should be replaced when > the "fuses" are replaced. > > Third--I'm the one who had the rope break a few weeks ago while allowing > a guest to attempt to tow (I learned a lot). The ROPE broke, not the > metal fusable link, just ahead of the metal link system. Now granted, the > rope was old and at the end of it's useful life, but it's sure > interesting. > > Later...Mike Schneider > > ------------------------------------------------------------------------------- From: Robert McKay Subject: Re: Comments on weak link system Date: 14 Mar 1997 22:06:46 -0800 >Mike/Richard, > >1. Richard, in response to Mike's first request can you include a >discussion on >the weak link system when we have our 4/19 safety seminar? > >2. Mike, someone mentioned that we should maybe have the support tube on the >Scout raised to accomodate this, but we should also check and replace as >necessary the rings. Do we have some stock onthese rings or do you know >how and >where we can order these? > >3. I didn't know of your rope break. The one I was referring to happened, I >believe, with Richard and a student. I thought we just replaced the tow rope. >Was your break before that? > >Regards, > >Marty > RE ITEM 2 BOVR. I din't think it is a good idea to raise the support tube. On a hard landing the tube could hit the rudder causing damage. As I remember this happened once before and we had to lower the tube. Bob McKay Phone 510-376-3369 Fax 510-631-9043 ------------------------------------------------------------------------------- From: TJAA@aol.com Subject: Towplane Date: 15 Mar 1997 01:18:21 -0500 (EST) Fellow Flutterers: According to Mike Schneider, the towplane is healthy again and will be tugging gliders on Saturday, March 15, '97! So get to it! Tom Jona ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: thoughts on towrope & weak links Date: 17 Mar 1997 08:17:59 -0800 NCSAers: I brought up my ropebreak more as a curiosity than as a suggestion that we need to change anything. I suggest we continue to use exactly the same tow rope as we have for the past few years. Samples of the current tow rope were tensile tested by Allen Silver a few years back and found to be just about right. The tow rope broke on me during a slack line situation that was bad enough that breakage was probably the best thing that could have happened. The tow line broke 4-6 inches in front of the knot at the end. The tow rope was also quite old and ready to be replaced. I guess I'd suggest that we spend a few bucks and let Allen Silver tensile test a few pieces of that old tow rope. We may then want to check the calibration on the fusible links by letting Allen break a few of those. Personally, I think the strength of our existing system is about right, and its durability and elasticity are good. Before we talk about changing a rope system which has worked well for us, we should know what we are doing. Dave--I'd like to hear more about your ropebreak at TRK. Was it a metal or skirope (hollowbraid) weaklink?? Later...Mike Schneider ------------------------------------------------------------------------------- From: Tywhite@aol.com Subject: Oxygen Bottle Testing Date: 17 Mar 1997 11:40:20 -0500 (EST) Hi folks: Can anyone tell me of a place in San Jose or on the Penninsula where I can have my oxygen bottle pressure tested and recertified? I know about A.I.R. in Oakland, but was hoping to find something closer to my workplace in Sunnyvale. Thanks Ty White ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: Re: Oxygen Bottle Testing Date: 17 Mar 1997 09:39:39 -0800 Ty: Try the phone book for fire extinguisher supply/refill houses. A.I.R. sends bottles out to have them hydro-checked. I used to use a place in San Jose, but can't recall the name. Later...Mike Schneider ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: thoughts on towrope & weak links Date: 17 Mar 1997 10:07:07 PST Fellow Flutterers; Mike S wrote; > I suggest we continue to use exactly the same tow rope as we have for the > past few years. Samples of the current tow rope were tensile tested by > Allen Silver a few years back and found to be just about right. The tow > rope broke on me during a slack line situation that was bad enough that > breakage was probably the best thing that could have happened. The tow > line broke 4-6 inches in front of the knot at the end. The tow rope was > also quite old and ready to be replaced. Hi Mike; What does 'just about right mean' in this case? Does it mean around 1100lb breaking strain? If weak links are used they are supposed to be weaker than the tow rope! If our rope is weaker than the calibrated links (as suggested by the fact that the rope broke, not the link) then if I remember my FAR's, the rope is illegal? We know that the links are legal from the 0.8-2.0G perspective for all the ships. > I guess I'd suggest that we spend a few bucks and let Allen Silver tensile > test a few pieces of that old tow rope. We may then want to check the > calibration on the fusible links by letting Allen break a few of those. Sure, can't hurt. But remember, testing the remains is not an accurate measure of the minimum rope strength. It will only give an indication of the maximum strength of the rope since the section that broke has already been destructively tested as the weakest part. If we use weak links we need to be concerned with the minimum strength of the tow rope so that the weakest link will always fail first. > Personally, I think the strength of our existing system is about right, and > its durability and elasticity are good. Before we talk about changing a > rope system which has worked well for us, we should know what we are doing. How can the strength be about right? If there is no reason to assume that the calibrated links are improperly calibrated (they're used all over Europe for winch launching) then we know that in fact these ropes are too weak. Double check both the links and a NEW rope by all means. It seems that the rope break in question was far more violent than we had previously experienced and that this has worried people, or lead them to suspect that the weak links are too strong? I'm 'interpolating ' here, based on discussions heard around the airport... Or that, in fact, the original ski-rope weak links were too weak? Regards Peter ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: further thoughts on towrope & weak links Date: 17 Mar 1997 11:05:59 -0800 NCSAers: Peter Deane wrote: > What does 'just about right mean' in this case? Does it mean around > 1100lb breaking strain? If weak links are used they are supposed to be > weaker than the tow rope! If our rope is weaker than the calibrated links > (as suggested by the fact that the rope broke, not the link) then if I > remember my FAR's, the rope is illegal? We know that the links are legal from > the 0.8-2.0G perspective for all the ships. "Just about right" means somewhere close to 1100 lb. It also means that, as the person I was allowing to attempt to tow kept producing slack lines, the tow rope did not break until things got pretty violent. It withstood several moderately violent slack line recoveries before finally breaking. I haven't heard of any instances where the rope broke under less than extreme conditions. But of course the FAR's quantify the breaking strength. Willie Crellin was the one who had Allen Silver tensile test the current tow rope. Seems like it broke at 1200-1400 lbs, but thats just my memory. It's entirely possible that under a static test, the metal fusible link will break first but in actual use, the rope breaks first. In all instances that I'm aware of with this rope, it has broken just in front of the glider attachment. One could argue that this fortuitous fact happens because the end of the rope tends to drag on the ground more and is subjected to more wear. But in the case of my ropebreak, I'd just towed and inspected the rope a week or two before the event and found some "apparent" weak spots in the rope that I could feel near mid-span. But it didn't break there. I'm suggesting that a static tensile test may not adequately model the dynamics which occur during slack line recovery. We ought to also take a look at the shear pins in the fusible link to look for plastic deformation. It may be that a static tensile test will show that the fusible link "should" break first but the rope is what goes. If that's the case, we need to rethink our arrangement. I had Allen Silver tensile test several (new) ski-rope weak links. I'll have to look up the numbers, but the strength was about right (approx 1100 lb). I even put a knot in one. It didn't break at the knot. Later...Mike Schneider ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: Oxygen Bottle Testing Date: 17 Mar 1997 12:07:59 PST Hy Ty; AIR is the only place I know; I just got 3 bottles done there and their service was excellent. They also need the business. Cheers Peter ------------------------------------------------------------------------------- From: sprinkle@mtest.teradyne.com (Rob Sprinkle) Subject: Re: further thoughts on towrope & weak links Date: 17 Mar 1997 13:27:11 -0800 (PST) To add some more info ... I was the tow pilot last month when the actual weak link broke. It was not what I would call extremely violent; however, it did put me into the shoulder harness! Its what happened afterwards that's actually kind of interesting. There was a few seconds pause after the link broke and then a "wack!" as the remaining hunk of metal hit the tow plane! We looked for an impact point on the fabric, but couldn't find any, so it probably sounded worse than it actually was. I think it could only have been a problem if it had gotten around the tail (or if we used an open cockpit plane for towing :-). With the "double" weak link at the end of the rope (one for each ring), there is substantial mass remaining after the break to be "rubber banded" back at the tow plane. Rob ------------------------------------------------------------------------------- From: Bill Brown Subject: FM 5/18/97 Date: 17 Mar 1997 14:06:03 PST Would any of you who happen to see Bill Green please ask him to contact me. I wish to confirm that he will do my FM duty in May in return for the duty I did for him in January. He apparently doesn't read his aol account very often. regards, Bill Brown billb@cdc.hp.com 415-964-6365 (h) ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: Remember our Ka-8 ?? Date: 17 Mar 1997 15:33:15 -0800 NCSAers: For those of you who remember our old Ka-8, N1196, which we sold a few years ago... NTSB Identification: NYC95LA215 For details, refer to NTSB Imaging System Accident occurred SEP-02-95 at MAYVILLE, NY Aircraft: SCHLEICHER KA-8B, registration: N1196 Injuries: 1 Minor. The glider pilot reported he was on approach when he encountered a very unusual sink or down air condition. The aircraft descended and struck trees, about a quarter mile short of the runway. Probable Cause The pilot's inadequate inflight planning, which resulted in an inflight collision with trees. ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: further thoughts on towrope & weak links Date: 17 Mar 1997 15:00:42 PST > "Just about right" means somewhere close to 1100 lb. It also means that, as > the person I was allowing to attempt to tow kept producing slack lines, the > tow rope did not break until things got pretty violent. Isnt that what is supposed to happen? This means that the weak link and the rope are of 'comparable' strengths. > It withstood several moderately violent slack line recoveries before > finally breaking. Good. > But of course the FAR's quantify the breaking strength. Willie Crellin was > the one who had Allen Silver tensile test the current tow rope. Seems like > it broke at 1200-1400 lbs, but thats just my memory. This all correlates. > It's entirely possible that under a static test, the metal fusible link will > break first but in actual use, the rope breaks first. > I'm suggesting that a static tensile test may not adequately model the > dynamics which occur during slack line recovery. We ought to also take a > look at the shear pins in the fusible link to look for plastic deformation. I'm interested in why dynamic shear would be different. It may simply take a longer duration impulse to break the links rather than the rope. Is there any way of testing this dynamically at Allen Silvers? The BGA recommends only using 1 weak link rather than the hole/slot hole pair to prevent the weak link strength from being inadvertently doubled. Perhaps we should double check this and make it failsafe by only using one link? > It may be that a static tensile test will show that the fusible link "should" > break first but the rope is what goes. If that's the case, we need to > rethink our arrangement. Changing to a single link would probably change the inpulse response of the weak link arrangement to represent something closer to the rope. If there is significant plastic deformation of the primary link without it breaking, the elongated link would then make the link stronger. This needs to be checked. Perhaps TOST can be contacted about this? They should have an experienced perspective about this. The BGA might have some insight as well. > I had Allen Silver tensile test several (new) ski-rope weak links. I'll have > to look up the numbers, but the strength was about right (approx 1100 lb). > I even put a knot in one. It didn't break at the knot. The major concern I have with the ski-rope links is that they are so susceptible to wear and therefore weakening. Cheers Peter ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Equipment Purchase Funds Date: 17 Mar 1997 15:48:03 PST Hi, In the past the club has established reserve funds on an as needed basis. Most recently for the move from HH to Byron and the towplane engine overhaul, etc. This has worked, but I'm reminded of the story about the fellow who starts digging a well when he sees that his house is on fire. So... We need to create funds in order to be able to afford overhauls and purchase new equipment. The proposal is to do this by accumulating funds in investment accounts to support major equipment renewal and purchases on a continuous basis. I argue that we should do this on a continuous basis, simply because there are always going to be major equipment overhauls and upgrades that the club will have to do and will want to do. If we agree to that, then the following questions are immediately apparent: 1. What equipment renewals and purchases should we save for? 2. At what rates must we accrue funds in each of these accounts to meet the renewal and purchase needs of the club? 3. At what rate can the club afford to accumulate funds in these accounts and still cover our on-going expenses? 4. In what fiscally conservative investments (e.g. mutual funds, bonds, etc.) could we put this money to ensure a reasonable rate of return and low risk? I've talked to John R and Rolf P about this briefly. In the discussion with Rolf, he pointed out that some of the paint is peeling from the top of the towplane wings and that at some time in the future the wings will also need to be recovered. To recover the wings is about a $10k - $20k expense. We also mightwant to consider replacing the wings with a new set that has metal struts instead of wood. This solution is about $20k, but has the added benefit accomplishing the recover of the wings and includes the stronger metal struts. A new Scout is about $100K. I've included these numbers to give you an example of today's prices. So, the initial accounts I suggest we start accumulating money in are: 1. Towplane major maintenance fund ( engine overhaul, fabric recover, etc.) 2. Sailplane major maintenance fund (fiberglass refinishing, repainting, etc.) 3. Additional Towplane purchase fund (this would accrue based on no. of flights) 4. Sailplane purchase fund (another G103?, etc.) 5. Major ground equipment/ clubhouse fund (another golf cart?, etc.) Obviously, some of the accounts are almost mandatory and others are simply nice to have, but I believe that if we are to preserve our long-term operations and attract new members we should acummulate funds in all these areas. If there are priorities in this list, I would rather they be realized based on the accrual rates assigned to each account rather than by eliminating the account. So, let's hear your comments. Regards, Marty ------------------------------------------------------------------------------- From: "Eric Niedrauer" Subject: Re: Equipment Purchase Funds Date: 17 Mar 1997 16:56:38 -0800 > So, the initial accounts I suggest we start accumulating money in are: > > 1. Towplane major maintenance fund ( engine overhaul, fabric recover, etc.) > 2. Sailplane major maintenance fund (fiberglass refinishing, repainting, etc.) These two must be funded by dues and income from operations. Whether we get new members or not, things are going to wear out. > 3. Additional Towplane purchase fund (this would accrue based on no. of flights) > 4. Sailplane purchase fund (another G103?, etc.) > 5. Major ground equipment/ clubhouse fund (another golf cart?, etc.) It would seem that these would get major funding from new member equity, although I can certainly understand some level of funding will have to come from elsewhere to get the new members in the first place. ----- Question: Have we not been collecting money to cover any of these things, or have we not had a plan as to where the money we had was going to be spent? (I sure hope it was the latter). ---- Eric Niedrauer -- If you stay up late, it starts getting early. - Joe Walsh ------------------------------------------------------------------------------- From: mike-i green Subject: Hydrostatic Testing Date: 17 Mar 1997 16:58:18 -0800 Ty, I have always gotten our bottles tested at Approved Fire Equipment in Berkeley. Sugest you look in the yellow pages for your area under Fire Extinguishers and give a call to those that do hydrostattic testing. Regards |---------------------------------------------------------------| | Dr. Mike I. Green, Guest Scientist | | Magnetic Measurements Engineering | | MS 25-123 Consulting Physicist | | Lawrence Berkeley Laboratory 117 Rheem Boulevard | | 1 Cyclotron Road Orinda, CA 94563-3620 | | Berkeley, CA 94720 USA | | USA Phone: 1 510 254-0609 | | FAX: 1 510 523-8268 | | Office bldg 25 room 120 | | phone: 1 510 486-4607 | | FAX: 1 510 486-5582 | | email: mighty@lbl.gov | | | | ASW-20FL MG mighty gorilla | | PW-5 | |---------------------------------------------------------------| ------------------------------------------------------------------------------- From: Robert McKay Subject: Re: further thoughts on towrope & weak links Date: 17 Mar 1997 17:57:16 -0800 I think you guys are picking nit. The system worked. I was towing when the rope broke on Mike a few weeks ago. It was a pretty nasty pull but the rope broke without and other damage to anything elce as it should have. I have problem with the two links on the rope. There should be a way to put both sizes of ring on one link on the rope. Bob McKay ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: further thoughts on towrope & weak links Date: 17 Mar 1997 17:54:10 PST Hi all; > I was the tow pilot last month when the actual weak link broke. It was > not what I would call extremely violent; however, it did put me into > the shoulder harness! Its what happened afterwards that's actually > kind of interesting. There was a few seconds pause after the link broke > and then a "wack!" as the remaining hunk of metal hit the tow plane! > We looked for an impact point on the fabric, but couldn't find any, so > it probably sounded worse than it actually was. I think it could only > have been a problem if it had gotten around the tail (or if we used > an open cockpit plane for towing :-). With the "double" weak link > at the end of the rope (one for each ring), there is substantial mass > remaining after the break to be "rubber banded" back at the tow plane. This is something of an issue for us since independent of the tow rope, the energy imparted to the remaining link on breakage is always the same. Which means the mass will always go hurtling toward the towplane at the same rate independent of the type of rope used. The difference between a plain rope and a rope with a mass on the end is that the energy is focussed in the mass according to the ratio of wt between link mass and rope weight. The difference between this and a no-mass case is the dissipation in energy. Fitting a small drag chute or whiffle ball on the tope rope would substantially reduce the whip lash on a weak link break by slowing the mass down before it hits the tow plane. Big safety issue. Regards Peter. ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: rope breaks Date: 17 Mar 1997 19:15:19 PST Bob; In your rope break incident, it wasnt the rope that was supposed to break, but the weaklink. We're trying to get to a point where there is no safety issue and we still obey the FARs. I think its important. We need the safest system we can reasonably install. I agree with figuring out a way to put two rings on one link as long as there is no chance of fouling the release. Putting two separate links was the way I was advised to do it. Its in the Tost documentation. Peter Deane ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: last (please) on towropes Date: 18 Mar 1997 08:15:53 -0800 NCSAers: Bob McKay is right. This is nit picking. The system works *great* as is. Re"the mass will always go hurtling toward the towplane at the same rate independent of the type of rope used." No. The rate at which the fusible link mass snaps back is *highly* dependent on the type (elasticity) of the towrope (recall your freshman physics eqns. for potential energy stored in a spring). We tried several different types of rope before settling on the one we use. A highly elastic rope was found to have a highly desirable cushoning effect. Using a stiff rope is bound to cause many more rope breaks (we tried stiff ropes and didn't like them). The hazard of the mass of half of a broken fusible link snapping back and striking the towplane are much less than switching to a system that produces more actual rope breaks. Putting a whiffle ball on the tow rope isn't going to work with the existing winch system (we tried it). The added drag of the whiffle ball tends to unwind the towrope from the spool, leading to inadvertent landings with the rope extended. When we first got the tow rope retraction system we had to tinker with it considerable to come up with a system which works acceptably well. It's a cantankerous system. *PLEEEASE* don't mess with it. I respectfully suggest the following: 1. The next time Bob Johnson goes to Allen Silver's, lets have him drop off samples of both new and used towrope. Lets also get the fusible links tested. 2. Base subsequent actions on the results of (1). For the time being, we have a system that works great and looks legal on paper to me. Let's not change something that works well unless there's a problem that we understand. Later...Mike Schneider ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: last (please) on towropes Date: 18 Mar 1997 09:54:51 PST Ok; Peace, brothers.. Peter ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Equipment Purchase Funds Date: 18 Mar 1997 12:18:07 PST Eric, We do collect money via the dues and operating revenues for major repairs, but at this time there is no formal planning or monitoring of the funds for these eventualities. It all goes into a general checking and a general savings account. By establishing permanent funds with known accrual rates we will have a mcuh better chance of improving club equipment in a timely manner. Regards, Marty Question: Have we not been collecting money to cover any of these things, or have we not had a plan as to where the money we had was going to be spent? (I sure hope it was the latter). ---- Eric Niedrauer ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: rope breaks Date: 18 Mar 1997 12:29:57 PST Peter, Can you bring a couple copies of all of the Tost Lit. you have on the weak link system to the work day this Saturday, so we can review it? Also, can you bring several whiffle balls? I have only seen a 1 page document from the distributor. Thanks, Marty > From ncsoar-request@xmission.com Mon Mar 17 19:29:57 1997 > Date: Mon, 17 Mar 97 19:15:19 PST > From: cpedsc@rockie.nsc.com (Peter Deane) > To: ncsoar@xmission.com > Subject: Re: rope breaks > Resent-Message-Id: <"8eSIm.A.HBD.GqgLz"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/567 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Mon, 17 Mar 1997 20:22:48 -0700 > Content-Length: 496 > > Bob; > > In your rope break incident, it wasnt the rope that was supposed to > break, but the weaklink. > > We're trying to get to a point where there is no safety issue and > we still obey the FARs. I think its important. We need the safest > system we can reasonably install. > > I agree with figuring out a way to put two rings on one link as > long as there is no chance of fouling the release. Putting two > separate links was the way I was advised to do it. Its in the > Tost documentation. > > Peter Deane > > ------------------------------------------------------------------------------- From: sprinkle@mtest.teradyne.com (Rob Sprinkle) Subject: Re: last (please) on towropes Date: 18 Mar 1997 13:23:11 -0800 (PST) I concur with Mike about the whiffle ball ... I've found the rope partly extended before during my downwind check. I suspect a whiffle ball will make it difficult to keep the rope in. I suspect that reducing the rope-end mass by half, by putting both rings on one link (if possible), would probably go a long way toward eliminating any risk to the tow plane after a link break. (If there is any risk ... we know the link assembly has "made it back" once, but that could have been an anomaly???) Rob P.S. Sorry Mike - you didn't think we'd let you have the last word did you :-))) > > NCSAers: > > Bob McKay is right. This is nit picking. The system works *great* as is. > > Re"the mass will always go hurtling toward the towplane at the > same rate independent of the type of rope used." > > No. The rate at which the fusible link mass snaps back is *highly* dependent > on the type (elasticity) of the towrope (recall your freshman physics eqns. > for potential energy stored in a spring). We tried several different types > of rope before settling on the one we use. A highly elastic rope was found > to have a highly desirable cushoning effect. Using a stiff rope is bound to > cause many more rope breaks (we tried stiff ropes and didn't like them). > > The hazard of the mass of half of a broken fusible link snapping back and > striking the towplane are much less than switching to a system that > produces more actual rope breaks. Putting a whiffle ball on the tow rope > isn't going to work with the existing winch system (we tried it). The added > drag of the whiffle ball tends to unwind the towrope from the spool, leading > to inadvertent landings with the rope extended. When we first got the > tow rope retraction system we had to tinker with it considerable to come up > with a system which works acceptably well. It's a cantankerous system. > *PLEEEASE* don't mess with it. > > I respectfully suggest the following: > > 1. The next time Bob Johnson goes to Allen Silver's, lets have him drop off > samples of both new and used towrope. Lets also get the fusible links > tested. > > 2. Base subsequent actions on the results of (1). For the time being, we > have a system that works great and looks legal on paper to me. Let's > not change something that works well unless there's a problem that we > understand. > > Later...Mike Schneider > > ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Tow Rope Zombies (the email thread that wont die) Date: 18 Mar 1997 16:22:36 PST > From ncsoar-request@xmission.com Tue Mar 18 13:45:02 1997 > From: sprinkle@mtest.teradyne.com (Rob Sprinkle) > Subject: Re: last (please) on towropes > To: ncsoar@xmission.com > Date: Tue, 18 Mar 1997 13:23:11 -0800 (PST) > Cc: sprinkle@mtest.teradyne.com (Rob Sprinkle) > X-Mailer: ELM [version 2.4 PL25] > Mime-Version: 1.0 > Content-Type> : > text/plain> ; > charset=US-ASCII> > Content-Transfer-Encoding: 7bit > Resent-Message-Id: <"siRI1D.A.OyF.SgwLz"@mail> > Resent-From: ncsoar@xmission.com Hi Rob; > I suspect that reducing the rope-end mass by half, by putting both rings > on one link (if possible), would probably go a long way toward eliminating > any risk to the tow plane after a link break. (If there is any risk ... we > know the link assembly has "made it back" once, but that could have been > an anomaly???) > > Rob > P.S. Sorry Mike - you didn't think we'd let you have the last word did you :-) This is why I'm concerned; if it happened once it can happen again and we need to be careful. If you towpilots arent worried about it I'm not going to worry about it. My first concern is making sure we stay with decent weak links and dont kill the towpilots. I even like some of them. We should follow Mikes suggestion and get things calibrated. Ok; now I get to drive McKay & Mike S apoplectic; (smile guys) if we need a stronger rope and we reduce the link mass (if possible), and we currently have occasional trouble winching the rope (weak link catapult) in due to mass & drag, then the safest thing would be the following; keep the calibrated links a stronger rope (with sufficient elasticity) a whiffle ball (or equivalent) to damp rope whiplash ...AND.... a stronger winch motor in the towplane. I can sense blood pressure rising...... ;-) It is, however, a serious proposition, if our current winch is marginal. Can I tempt anyone into some polite feedback on this one?? Peter ------------------------------------------------------------------------------- From: "Roland Williams" Subject: RE: Equipment Purchase Funds Date: 18 Mar 1997 22:58:45 UT Marty, I was under the impression that American Champion were able to supply an all metal wing for the 8gcbx series, not just the metal spar - this solves the covering thing as well. If you are just going to recover, I know that there isa Canadian fix for the spar problem (cracking just outboard of the strut attach points) done by Jerry Vessily at Claresholm - maybe there is an STC valid in the US as well now. Just a thought R ------------------------------------------------------------------------------- From: "Roland Williams" Subject: more weak links Date: 18 Mar 1997 23:16:44 UT Hello all, I cannot resist the temptation to stick a digit into this particular plum pie. I have been away for a long stint again and quite miss the little difference s of opinion. I don't mind if you all want to ignore me. I have some reasonable number of tows on a winch (log book available for confirmation) where weak links are vital to your continuation in this mortal coil. The first thing that I learned was that impulsive loads usually snapped the 12 gauge piano wire (stranded is a different class of cat) leaving the weak link maybe a little weaker as a result of the plastic deformation. The weak link breaks with a sustained load over a short time (the area under the curve - there must be a metallurgist somewhere in the group) whereas the wire was much less ductile and snapped on the peaks. Of course if you're the one to be winched up next, you may well pop the link if you are a ham fisted pole bender - only to chalk up another rope break. Having had cause to check out more than a few broken wires and weak links, I observed that the increase in length of the "fuse" was actually small, much less than the distance until a slotted fuse would be in contact with both shear pins. I would not worry too much about the pins, they are mighty indeed. Rope is a nuisance - constant exposure to ultra-violent (really) rays cause it an immense amount of grief, stabilization compounds notwithstanding. IMpulsive loading will do it in quite reliably. (and leave enough stored energy to slap at the tow craft if the deformation in the rope is sufficient, don't forget the 'half a *t squared' bit - as a winch driver, I can promise you that "hell hath no fury like a tow line ruptured") I have also witnessed a very bad accident where a tow line wrapped around a wing resulting in jammed ailerons. As PD points out, this scheme has been a standard in Europe since just before the crust cooled and using a rope close to the breaking strength of the link is pointless - one weak link, not 'n'. Why do we not simply suggest this as an experiment for some luckless third year projectile at a local institute of higher learning?? Who do we know in a local materials testing lab? Congrats to KP - well done on the silver. Roland W ------------------------------------------------------------------------------- From: Robert McKay Subject: Tow ropes etal Date: 18 Mar 1997 22:07:08 -0800 I think you can do all the testing you wish. The fuse link can probably protect the tow plane. and can probably be measured accurately. Ropes on the other hand are subject to wear and tear, sun, rain, and abuse. Beause of this the best of fuses may not always break before the rope .The fuse is in the line to protect against too strong a rope. With the winch we have in the tow plane the current rope works well. A heavier rope may not reel in mostly due to weight alone let alone the aerodynamic drag. A wiffel ball will pull the rope out. IF IT AINT BROKE, DON'T FIX IT!!!! In my career of more than 30 years of soaring, I have made well over 2000 tows in the glider and nearly 4000 in the tow plane. In that time I can only remember about 5 or 6 rope breaks. All of these but one were really of no consequence other than an annoyance. The one bad one was at about 50 feet at Minden. It was caused by a worn knot at the ring. I thing all this is fun, but it is full of sound and fury signifieing nothing. Lets check the rope often and provide good weak links at the glider end of the rope. If a weak link is used by the glider then all that is needed is a single ring on on a single fuse is all that's needed at the tow plane end. Nuf said. Bob McKay Bob McKay Phone 510-376-3369 Fax 510-631-9043 ------------------------------------------------------------------------------- From: kinzelman_paul Subject: clarify meaning Date: 19 Mar 1997 08:19:04 PST From Peter Deane >> P.S. Sorry Mike - you didn't think we'd let you have the last word did you :-) >This is why I'm concerned; if it happened once it can happen again and we >need to be careful. Yes, I think we need to be very careful about Mike having the last word. :-) +--------------------------------------------------------------------+ | Paul Kinzelman Internet: pkinz@loc3.tandem.com | | Tandem Computers Incorporated Software Engineer | | 19333 Vallco Parkway [MS3-22] http://www.timesync.com/kinz | |_Cupertino, CA 95014_____________Phone: (408) 285-6640______________| ------------------------------------------------------------------------------- From: WSNOW@mail.bethany.edu Subject: Workday Date: 19 Mar 1997 20:14:23 -0800 WORKDAY UPDATE Scheduled on Saturday the 22nd of March but will continue through Sunday the 23rd of March for those unable to attend the main Saturday event. Enclosed is a list of activities to be accomplished. SATURDAY LUNCH: John Randazzo will count workers at 10:00am on Saturday and will order sandwiches and chips from Gullies in Byron. EQUIPMENT: Please bring extension cords, buffers and vacuums. WATER: SUPPLIES: Canuba wax of glass ships, regular wax for metal, auto cleaner/polish, bukets, rags, lubricants, SEMI-ANNUAL MAINTENANCE ACTIVITIES 1. Scout Tow Plane. General cleaning. 2. Blanilk L13/ N53AS: Remove cover plates, Vacuum, clean canopy, clean and wax the fuselage, buff with slow speed buffer, lubricate fittings, inspect and reinforce rudder locks, inspect all tie downs. 3. Blanilk L13/ new: Remove cover plates, Vacuum, clean canopy, clean and wak the fuselage, buff with slow speed buffer, lubricate fittings, inspect and reinforce rudder locks, inspect all tie downs. 4. Grob 102: Remove cover plates, Vacuum, clean canopy, clean and wax the fuselage, buff with high speed buffer, lubricate fittings, inspect and reinforce rudder locks, inspect all tie downs. 5. Grob 103: Remove cover plates, Vacuum, clean canopy, clean and wax the fuselage, buff with high speed buffer, lubricate fittings, general preparation for ANNUAL, inspect and reinforce rudder locks, inspect all tie downs. 5. SGS1-26: OK. 6. Glider trailers: (Sidney) Check electrical hookups, check tires including spare, lubricate bearings, insure all safety equipment is available, check the trailer box, insure all trailering equipment is present. 7. Blanik 209 and trailer: Remove the 209 and place the glider trailer back in service. Dismember 209 enough to put it in the old Pilatus trailer. 8. Tractor: Lube, oil and filter and conduct general preventative maintenance. 9. Golf Cart: General service and cleaning. 10. Club House Anchoring (Bob Addis): Auger anchor holes, cement in rebar anchors, tie down trailer (Addis) 11. Club House Leaks: 12. Club House Ramp (Johnson and B. Roberts) ------------------------------------------------------------------------------- From: mike-i green Subject: NCSA work day Date: 19 Mar 1997 22:43:03 -0800 Hi Guys & Gals, I have some medical problems and won't be showing up this weekend. Mike Green ------------------------------------------------------------------------------- From: Rolfpete@aol.com Subject: Towropes/Weak Links Date: 20 Mar 1997 02:18:46 -0500 (EST) --PART.BOUNDARY.0.694.emout04.mail.aol.com.858842326 Content-ID: <0_694_858842326@emout04.mail.aol.com.901> Content-type: text/plain See Attached File: --PART.BOUNDARY.0.694.emout04.mail.aol.com.858842326 Content-ID: <0_694_858842326@emout04.mail.aol.com.902> Content-type: text/plain; name="RPTWROPE.EML" Content-Transfer-Encoding: quoted-printable AolMail Subj: Towrope/Weak Links May I have a last word? =0D I agree with Bob McKay. (file attached) =0D The system we have aint broke. =0D In 1993, I had Alan Silver static pull test a new piece of tow rope tied to 2" dia 1/4" cross section steel rings with bowline knots. The rope broke at 1750 lb tension. The break occurred at one of the bowl= ine knots. =0D I also had him test one of the hollow ploypropelene rope weak links that = I was using. It broke at 1125 lb tension. The break occurred in the mid= dle single layer section. =0D I will have both test specimens at Byron this weekend for inspection. =0D I am more concerned that we may be increasing the breaking strength of th= e calibrated weak links we are using with the section of garden hose and = the layers of duct tape put around the calibrated weak link fuses and sha= ckles to "protect" them. =0D I would also like to see if we can attach both the Tost ring set and the = 2" dia ring to a single weak link fuse set. This would reduce the mass a= t the end of the rope that drags the rope back off of the winch reel at t= owplane speeds above ~80 - 90 kts. It would also reduce the mass that co= uld be sligshot back toward the towplane if the weak link breaks with the= towrope stretched significantly. =0D I have over 4000 areotows and have had 3 actual rope breaks. All occurred= at altitude as the result of violent slack line recoveries. None occurr= ed with NCSA equipment. =0D Rolf= --PART.BOUNDARY.0.694.emout04.mail.aol.com.858842326-- ------------------------------------------------------------------------------- From: Robert McKay Subject: Work day Date: 19 Mar 1997 23:16:10 -0800 My wife has medical problems and needs my assistance on Saturday. I will not be able to pull my share at the work day. Sorry Bob McKay Phone 510-376-3369 Fax 510-631-9043 ------------------------------------------------------------------------------- From: "Eric Niedrauer" Subject: Re: Equipment Purchase Funds Date: 20 Mar 1997 09:47:02 -0800 > We do collect money via the dues and operating revenues for major repairs, but > at this time there is no formal planning or monitoring of the funds for these > eventualities. It all goes into a general checking and a general savings > account. By establishing permanent funds with known accrual rates we will > have a mcuh better chance of improving club equipment in a timely manner. Good, I was hoping that was the case. If we did not have a bunch of money laying around, it would mean huge increases in dues to establish the funds. Thanks Eric -- If you stay up late, it starts getting early. - Joe Walsh ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: Towropes/Weak Links Date: 20 Mar 1997 10:10:22 PST Folks The issue was concern that the use of 'proper' weak links had changed the system in a way people hadn't thought about, triggered by the rope hitting the towplane. Despite the irritation of some, I think it has been worthwhile exercise to go through so that facts can emerge and more people feel satisfied that they understand a critical safety item and how it affects them. > In 1993, I had Alan Silver static pull test a new piece of tow rope > tied to 2" dia 1/4" cross section steel rings with bowline knots. > The rope broke at 1750 lb tension. The break occurred at one of the bowl= > ine knots. This is good news. It means (I hope) that the rope break was due to a weakened or worn rope? > I am more concerned that we may be increasing the breaking strength of th= > e calibrated weak links we are using with the section of garden hose and = > the layers of duct tape put around the calibrated weak link fuses and sha= > ckles to "protect" them. Rolf, there is perhaps a few pounds of'strength' in the tape holding the hosepipe protectors/covers on. I'd be surprised if this is an issue for us. > I would also like to see if we can attach both the Tost ring set and the = > 2" dia ring to a single weak link fuse set. This would reduce the mass a= > t the end of the rope that drags the rope back off of the winch reel at t= > owplane speeds above ~80 - 90 kts. It would also reduce the mass that co= > uld be sligshot back toward the towplane if the weak link breaks with the= > towrope stretched significantly. Yes, lets look at doing this (previous emails). Is there a brake on the motor to keep the line in after it has been winched in? How does this work? Is there ever a problem retracting the rope, or just keeping it in? Just wondering. > I have over 4000 areotows and have had 3 actual rope breaks. All occurred= > at altitude as the result of violent slack line recoveries. None occurr= > ed with NCSA equipment. So far, so good. May you have many more safe tows. There seems to be one remaining action item out of all this, which is to investigate putting both rings onto one link. This can be done at the workday. Anyone else want the last word? Silence is golden.... Regards Peter ------------------------------------------------------------------------------- From: Robert McKay Subject: Weak links again Date: 20 Mar 1997 10:32:52 -0800 One more suggestion, perhaps we could use a good carabiner on each weak link, and then the appropriate link needed for that tow. Bob McKay ------------------------------------------------------------------------------- From: kinzelman_paul Subject: flight manual Date: 24 Mar 1997 08:19:40 PST A friend of mine who is a recreational pilot passed me this clipping from, I believe a flying magazine. I do not know which one. They however claim that they got it from a British Airways Flight Operations Department notice. "There appears to be some confusion over the new pilot role titles. This notice will hopefully clear up any misunderstandings. The titles P1, P2 and Co-Pilot will now cease to have any meaning, within the BA operations manuals. They are to be replaced by Handling Pilot, Non-handling Pilot, Handling Landing Pilot, Non-Handling Landing Pilot, Handling Non-Landing Pilot, and Non Handling Non-Landing Pilot. The Landing Pilot, is initially the Handling Pilot and will handle the take-off and landing except in role reversal when he is the Non-Handling Pilot for taxi Until the Handling Non-Landing Pilot, hands the Handling to the Landing Pilot at eighty knots. The Non-Landing (Non-Handling, since the Landing Pilot is Handling) Pilot reads the checklist to the Handling Pilot until after the Before Descent Checklist completion, when the Handling Landing Pilot hands the handling to the Non-Handling Non-Landing Pilot who then becomes the Handling Non-Landing Pilot. The Landing Pilot is the Non-Handling Pilot until the "decision altitude" call, when the Handling Non-Landing Pilot hands the handling to the Non-Handling Landing Pilot, unless the latter calls "go-around", in which case the Handling Non-Landing Pilot, continues Handling and the Non-Handling Landing Pilot continues non-handling until the next call of "land" or "go-around", as appropriate. In view of the recent confusion over these rules, it was deemed necessary to restate them clearly." -- Selected by Jim Griffith. MAIL your joke to funny@clari.net. Attribute the joke's source if at all possible. A Daemon will auto-reply. If you don't need an auto-reply, submit to rhf@clari.net instead. For the full submission guidelines, see http://comedy.clari.net/rhf/ ------------------------------------------------------------------------------- From: "Roland Williams" Subject: last (please)d to comment on towropes Date: 24 Mar 1997 21:17:02 UT Hi Gang, On the subject of the reel unwinding, since it is a DC motor, why do we not simply use a changeover relay that shorts out the two motor connections when not energized (break before make of course). This will act as a dynamice brake and whilst it may not stop the prob, it will certainly slow down the unwinding. On a technique front, there is nothing wrong with 200' over the threshold and then a slip to a landing - there's not even a fence to cause the carrier landing event. bow wowowowow Roland ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Aircraft Status Date: 28 Mar 1997 12:43:36 PST Fellow Flyers, Good News. Thanks to a lot of effort from a lot of club members (especially Fran A and Rolf P) our planes are in pretty good shape overall. G103: Passed it's annual inspection yesterday and can fly as soon as we vacuum the interior and put the seat pans back in. Bob Hancock has advised us to have the gel coat cracks fixed on the left wing, the rudder and the rudder base. Fran A will talk to Steve Brown about scheduling this. Probably, before we go the the Sierras this summer. G102: Canopy hinges fixed. Spoilers fixed. Must be reassembled - it's in its trailer at Byron. After reassembly and BEFORE FLYING have Rolf P or Fran A take a look at the spoiler operation. They should deploy and retract easily. Blanik AS: The release mechanism was fixed with springs from 209 and lubricant. OK, to fly according to Bob Hancock. Bill Bullis or Fran A will order about a 1/2 dozen of these springs from Blanik for future use. The release mechanism itself is OK. 1-26: In Avenal this weekend. If you are in that area, you're welcome to fly it there. It will return by Monday. Blanik EV: Weight and balance completed on Sunday (thanks Mike S and Rolf P). Rolf P to do the calculation. Radio mount to be installed by Curt L over the next week. Discussion about whether to fly this with or without the radio needs to occur when calculation is done. Towplane: Bob Hancock is changing the oil and may install the new battery today. He is also checking the instruments that were reported as a problem during the board meeting. If needed, we will replace these. The towplane will be ready to fly today. weak links: The towplane now has 1 Tost weak link assembly attached to its rope with a pair of fuses and large and small sailplane rings (Thanks Paul K and Rolf P). This will reduce the weight remaining on the rope after the weak link breaks. Hopefully preventing it from snapping back and hitting the towplane. If we have a weak link break and it hits the tow plane, I want to know about it ASAP. The tow rope was replace a few weeks ago (after the old one broke) and is in good shape. Rolf P has data from Alan Silver's test a few years back that shows a new rope breaks at about 1700 lbs. The weak links are rated about 1100 lbs. Tost has sent me 10 pairs of these links and one pair of new shackles. I will bring them out to Byron within 2 weeks. We still have 2 pairs out there as back-ups. Work Day: Turn out was low, but the people that showed up accomplished a lot. Some highlights: Ramp and deck are mostly done, All planes cleaned. G103 waxed. 209 remove from Blanik trailer, tail cut off and fuselage stored in covered 8Q trailer. Lots of good parts left on it. Board meeting: Bruce will publish the minutes shortly. ------------------------------------------------------------------------------- From: PRUCHNICK@aol.com Subject: 1-26 Radio Date: 28 Mar 1997 20:34:10 -0500 (EST) Had the radio from the 1-26 bench checked and found the switches for the frequancy to be intermittent to inop. The radio shop has to order the switches so the 1-26 will not have a radio in it this weekend. K P