From: Pennyrich@aol.com Subject: Re: G103...Byron or Truckee..- reply Date: 02 Jul 1997 02:12:04 -0400 (EDT) The G103, the G102 and Blanik AS are all at Truckee and flyable (O2 systems for 81C and AS should be up this wekend Richard P. ------------------------------------------------------------------------------- From: Pennyrich@aol.com Subject: Re: Re G103 location for July 4th weekend. - reply Date: 02 Jul 1997 02:13:11 -0400 (EDT) Peter, The 103 is at Tuckee Richard P. ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: TRUCKEE PASCO LEAGUE TEAMS Date: 02 Jul 1997 11:58:07 PDT Beautiful people; We have the following confirmations for the Truckee event; DEMONS Pundit D.Greenhill Intermediate S.Moore Novice Bruce Roberts DEVILS Pundit Mike Schneider Intermediate Curt Laumann Novice Ken Pruchnick???????? Ken P ; we need to know if you'll be available for the Truckee event; have you got that novice glider flying yet?? All other potential novices; please let me know if you're interested as I suspect Ken may not have his ASW27 ready yet. Regards Peter Deane. ------------------------------------------------------------------------------- From: "William H. Snow, Ph.D." Subject: 1-23 Issues Date: 03 Jul 1997 12:47:41 -0800 Bob Hancock annualed the 1-23 and found it relatively free of corrosion. It really needs a new paint job in addition to a number of minor problems. The biggest headache is going to be getting rid of "mouse nesting material" in the wings. Andre Volante and I will need to devlelop a rigid 25 foot vaccuum extension and a rigid 25 foot air hose extension to blow and suck material from the wings. Unless someone has other ideas. When that is done I need to locate a "friend" near Byron with an ample supply of fresh water (Byron's is too saline) to rinse out the interior of the wings. I do not know of any magic solutions. Anyone else ever deal with this problem before? ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: NCSA Update Date: 03 Jul 1997 19:01:06 PDT Hi, Just a quick update. Byron: Towplane, 1-26, and Blanik are available to fly. Bob Hancock is back in town and will be doing some upgrades on the towplane next week. Mike S purchased new rope (enough for about 3 tow ropes). The gates will be locked starting the weekend of July 12th. Fran has purchased 2 vehicle gate access cards for the club. One will be in an obvious place inside the trailer attached to a long handle, so people can't accidentallly drive off with it in their pocket. Contact your local board member if you don't know the combination to the people gate. I have had 2 aluminum signs (blue on white) made directing people to the club. Next weekend I'll put one at the airport entrance and one at the people gate nearest the clubhouse with an info sheet box. Truckee: Blanik AS, G102, G103 are ready to fly with O2 installed. Selling 209: After talking to some of the board members, I think Richard P's comment makes the most sense. We fly the 2 Blaniks we have a lot, it is difficult to get parts, even fuselage panels, in a timely manner and the amount of money we could raise be selling 209 is low; we should just keep it for the parts. Regards, Marty ------------------------------------------------------------------------------- From: KCTK14A@prodigy.com (MR ROBERT L SEMANS) Subject: FAI Sporting Code Date: 08 Jul 1997 10:51:18, -0500 Tom, I just got your phone message remotely. The best way to get you your answers is to get the current copy of the Sporting Code and SSA Policy and Procedure pub from Judy Ruprecht, SSA's FAI Awards Coordinator. Send your request to her at JudySSA@aol.com. While you are at it, also request some copies of the new declaration form. It has some changes which we hope eliminate some past ambiguities. It also has space for identification of the model & serial number of the barograph/flight recorder which is now required. I would have sent your request directly to Judy but I didn't have your mailing address. I left my NCSA binder at Byron when I was Field Manager a few weeks ago. It had all my NCSA goodies in it including the membership list. I stopped by the field a week later and couldn't find it ... I hope it turns up. Best regards, Bob ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: motorhome for sale Date: 08 Jul 1997 08:41:02 -0700 NCSAers: Claire Sebald is selling Les' motor home. Asking price $7K. Any takers? Later...Mike Schneider ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Monday Sierra Soaring & Reno Air Traffic Date: 08 Jul 1997 14:16:24 PDT Hello chums; Mondays soaring was good on the Sierras; Got off to a late start due to coordination difficulties at Trk, hammered over to the Pine Nuts and got stuck. Dumped water and climbed out (frustrating). Headed over to the Sierras from Mt Siegal, flew the spine of the Sierras down to Sonora pass and the heliport down there (its actually quite big) then headed east to Patterson to a strong climb underneath overdevelopment; (17k base) down to Bridgeport and back to Trk via the north end of the Pine Nuts, which was a little tricky. Clouds had a very fast cycle and I encountered decay cycles through most of the flight which made for harder work than it should have been. All in all a good day, and we missed the traffic on Sunday night. Take an extra day over the holidays.. recommended procedure. Talking of recommended procedure, I have a new procedure when flying near Reno. Prior to this weekend I was the kind of pilot that avoided talking to Reno approach if at all possible. This is no longer the case. When you're 'negative transponder' as I am currently, I recommend you talk to Reno approach WHENEVER you pass across the major N, S, E or W inbound routes. For most of us from Truckee this means heading north across the Verdi gap AND EAST from Mt Rose to the Pine Nuts; Heading over to the Pine Nuts from Mt Rose, at approx 11500' over the south end of Washoe Lake, I had the unpleasant experience of a South Western 737 pass under me by 500-700ft. I was completely legal and minding my own business. I was keeping a lookout and didnt see it until 15 seconds away. Bad deal. Very bad deal. I found myself severely distracted by the enormity of what NEARLY HAPPENED and was not soaring very well for about 1/2 an hour afterward. I came close to deciding to land at Minden and was thinking very hard about whether it was worth continuing to fly in the Sierras, period. Too many of us have hads close calls with airliners, and its only a matter of time until we have a disaster. We're up there having fun, and most of us have parachutes. Passengers in 737's have no way out if theres a mid-air. I suspect the only reason we dont get more heat is that the airliners probably dont even see us. If you're not transponder equipped, talk to Reno approach, and in the meantime, get a transponder ASAP. Mine is now on order. As for the NCSA, I recommend that ALL club ships used at Truckee be transponder equipped. 81C is, we need the rest to be. We should do this as soon as is practical. Regards Peter Deane (2T) ------------------------------------------------------------------------------- From: "Mark A. Matthews" Subject: Re: Monday Sierra Soaring & Reno Air Traffic Date: 08 Jul 1997 15:51:28 -0700 > Heading over to the Pine Nuts from Mt Rose, at approx 11500' over the > south end of Washoe Lake, I had the unpleasant experience of a South > Western 737 pass under me by 500-700ft. I was completely legal and > minding my own business. I was keeping a lookout and didnt see it > until 15 seconds away For reference, that works out to be about 1 mile before you picked him up. And it's possible with 500 feet vertical separation, that they did see you first. The scary part is when you don't know that he don't know, or not know, well, you know. If you know if the captain enjoys cream & sugar in his coffee, now *that's* too close. > If you're not transponder equipped, talk to Reno approach, and in the > meantime, get a transponder ASAP. Mine is now on order. Talk to Reno approach anyway - they aren't the slathering fanged monsters the FAA is sometimes made out to be (that's reserved for certain FSDO avionics inspectors, I think). If you can give them an accurate position report (study up on those VFR reporting landmarks!) and altitude, they'd be thrilled to have the information. They can be telling you about the flying cattle cars, and they won't have to issue deviation instructions for the heavy iron, for targets "type & altitude unknown". The transponder is useful, not so much for ATC (though it helps there too) as it is for triggering the airliners TCAS box, which should wake up the crew and remind them to be looking out the window, and deviating should the TCAS suggest that they do so. Other tactics: Study the sectional. The airways will give you a good clue as to where to expect IFR traffic. Listen to the ATIS at Reno to determine which runway is in use so you know roughly where to expect the arrivals and depatures to be. Even if you're not talking to Approach, listen to the frequency being used in the sector you're crossing (for a comprehensive list, see a recent copy of the A/FD) to build a mental picture in your mind of where the traffic is. Spend an evening in Reno touring the Approach facility. Call ahead to arrange it, they're usually happy to oblige. Ask the ATCer on duty what the visual approach paths look like on the scope. They tend to sequence arrivals along a predictable conga line when things get busy. (If you see one airliner go by you at a particluar altitude and course, don't be surprised to see another one doing the same thing about a minute later.) -- -Mark ------------------------------------------------------------------------------- From: Pennyrich@aol.com Subject: Truckee Weekend Date: 09 Jul 1997 01:24:31 -0400 (EDT) NCSA'ers This weekend, in addition to the PASCO contest at Truckee, Soar Truckee will be hosting a gathering of the Top Gun school...a fairwell party for the school's commander who is heading east for a new asignment. The Top Gun (Navy Capt. Roland Thompson) has become a die hard glider pilot who now gives rides and tows. As I understand it, approximately 60 members of the school will be there for the flying and party Sat. night...in addition to the PASCO bunch. Jan Driesen of Soar Truckee has asked if NCSA would asist them in giving (commercial) rides to the Top Gunner's. S-T's fleet is somewhat limited. Question: 1) Is anyone planning on participating in the contest using either the G103 or Blanik? 2) If no, does anyone else want to be a ride pilot? I think given the circumstances, you would have to be a commercial pilot. We would probably structure it to be a "daily member" situation, then pay S-T for the tow + and put the balance in the club's kitty. Richard P. ------------------------------------------------------------------------------- From: TJAA@aol.com Subject: Re: FAI Sporting Code Date: 09 Jul 1997 03:12:16 -0400 (EDT) Bob: I already contacted Judy. She was the one suggesting I should buttonhole you. The subject: 1000 km turnpoints. Talking to the European crowd in Minden, I was surprised to find out, that (according to them) over there a 1000km f r e e distance, that allows max. 3 turnpoints, in that spirit, the location of the turnpoints do not have to be pre-declared as we are required to do it here in the US. This is a major advantage, if you can go according to the actual met. conditions, instead of being railroaded by some bum weather report. (Twice in my case). Presently, for most of us, a straight out a straight out flight would be the most likely to be successful, but very few can afford even to think of it. Judy pointed out to me, that the wording of the Sporting Code requires the pre -declaration of the turnpoint locations and only the Commitee, - of which you are a member of- has any way to deal with the interpretation of it. Could you, please, look into this? Tomorrow, Wednesday, the 9-th of July I'm heading up to Minden, or Truckee, if Minden has no more parking places. So, at this time, I wouldn't be able to receive anything from Judy. Tx and greetings Tom Jona ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: Byron instruction 7/12 - 7/13 Date: 09 Jul 1997 10:52:00 -0400 (EDT) I plan to be out at Byron this weekend to instruct. See you there! ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: Blanik flat tire (fixed) Date: 09 Jul 1997 11:01:17 -0400 (EDT) Last Sunday we got a flat tire on the Blanik. Here's what happened -- read on, so it doesn't happen to you! 1. I preflighted the Blanik, visually inspecting the tire and determining that it was fully inflated. I COULD HAVE USED A TIRE PRESSURE GAUGE TO BE MORE ACCURATE. 2. After the day was over, several people said that they noted the Blanik tire seemed a bit low. THEY COULD HAVE GOTTEN THE AIR TANK AND FILLED IT UP, OR DISCUSSED IT WITH ONE ANTOHER. 3. While landing on runway 30, we turned off at the end of the runway with the brake engaged. The side loading on the wheel (here's where I'm making an educated guess) caused the inner tube to be loaded heavily at a weak spot near the edge of the rim. We saw this weak spot when we disassembled the tire. The tube broke, and we rolled about twenty feet. WE COULD HAVE TURNED OFF WITH LESS ENERGY. It took about an hour to replace both the tire and tube. Bill Bullis is going to determine the exact replacement size, and we'll order another spare set from Desser Tire. ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Blanik flat tire (fixed) Date: 09 Jul 1997 09:48:39 PDT Curt, Thanks for the candid and informative report. Regards, Marty > From ncsoar-request@xmission.com Wed Jul 9 08:02:36 1997 > Date: Wed, 9 Jul 1997 11:01:17 -0400 (EDT) > From: LAUMANN@aol.com > To: ncsoar@xmission.com > Subject: Blanik flat tire (fixed) > Resent-Message-Id: <"cO5z1B.A.2J.9f6wz"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/820 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Wed, 9 Jul 1997 09:02:22 -0600 > Content-Length: 1041 > > Last Sunday we got a flat tire on the Blanik. Here's what happened -- read > on, so it doesn't happen to you! > > 1. I preflighted the Blanik, visually inspecting the tire and determining > that it was fully inflated. I COULD HAVE USED A TIRE PRESSURE GAUGE TO BE > MORE ACCURATE. > > 2. After the day was over, several people said that they noted the Blanik > tire seemed a bit low. THEY COULD HAVE GOTTEN THE AIR TANK AND FILLED IT UP, > OR DISCUSSED IT WITH ONE ANTOHER. > > 3. While landing on runway 30, we turned off at the end of the runway with > the brake engaged. The side loading on the wheel (here's where I'm making an > educated guess) caused the inner tube to be loaded heavily at a weak spot > near the edge of the rim. We saw this weak spot when we disassembled the > tire. The tube broke, and we rolled about twenty feet. WE COULD HAVE TURNED > OFF WITH LESS ENERGY. > > It took about an hour to replace both the tire and tube. Bill Bullis is > going to determine the exact replacement size, and we'll order another spare > set from Desser Tire. > > > > ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Truckee Weekend Date: 09 Jul 1997 09:40:15 PDT Richard, Based on our conversation last night these rides should be conducted as demo rides to introduce potential members to the club. I agree with the idea of using commercially rated pilots (hopefully instructors) for this purpose, but we are NOT a commercial operation. We may have to charge higher fees for the intro. ride at Truckee due to the higher costs associated with operating remotely and using another organization's tow plane. It is normal for our insurance to cover intro. rides most clubs do it. Let's discuss this point, if we need to. Regards, Marty > From ncsoar-request@xmission.com Tue Jul 8 22:26:04 1997 > Date: Wed, 9 Jul 1997 01:24:31 -0400 (EDT) > From: Pennyrich@aol.com > To: ncsoar@xmission.com > Subject: Truckee Weekend > Resent-Message-Id: <"3E-6ZB.A.PtC.TDywz"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/817 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Tue, 8 Jul 1997 23:25:39 -0600 > Content-Length: 998 > > NCSA'ers > > This weekend, in addition to the PASCO contest at Truckee, Soar Truckee will > be hosting a gathering of the Top Gun school...a fairwell party for the > school's commander who is heading east for a new asignment. The Top Gun > (Navy Capt. Roland Thompson) has become a die hard glider pilot who now gives > rides and tows. > > As I understand it, approximately 60 members of the school will be there for > the flying and party Sat. night...in addition to the PASCO bunch. > > Jan Driesen of Soar Truckee has asked if NCSA would asist them in giving > (commercial) rides to the Top Gunner's. S-T's fleet is somewhat limited. > > Question: > > 1) Is anyone planning on participating in the contest using either the G103 > or Blanik? > > 2) If no, does anyone else want to be a ride pilot? I think given the > circumstances, you would have to be a commercial pilot. We would probably > structure it to be a "daily member" situation, then pay S-T for the tow + and > put the balance in the club's kitty. > > Richard P. > > ------------------------------------------------------------------------------- From: JimAlt777@aol.com Subject: Instruction in Truckee this weekend? Date: 10 Jul 1997 03:04:10 -0400 (EDT) Rich, Will you be instructing at Truckee this weekend? (7/14 & 7/15) I would like to come up for the weekend and get an area familiarization in the Blanik and some instruction in the 103. Are there any special events going on this weekend which would make the planes not available? I would be happy to fly with one of the other club pilots if we have too many people for the number of planes. Jim Alton ------------------------------------------------------------------------------- From: JimAlt777@aol.com Subject: Instruction in Truckee this weekend? Date: 10 Jul 1997 03:07:14 -0400 (EDT) Rich, Will you be instructing at Truckee this weekend? (7/14 & 7/15) I would like to come up for the weekend and get an area familiarization in the Blanik and some instruction in the 103. Are there any special events going on this weekend which would make the planes not available? I would be happy to fly with one of the other club pilots if we have too many people for the number of planes. Jim Alton ------------------------------------------------------------------------------- From: KCTK14A@prodigy.com (MR ROBERT L SEMANS) Subject: Re: FAI Sporting Code Date: 10 Jul 1997 21:49:45, -0500 The "European crowd in Minden" is misinformed. If you would please tell me specifically who makes up this group, I would like to talk to them before they give this misinformation to others. The code allows the SEQUENCE of up to three PRE-DECLARED turnpoints to be determined in flight for "free distance". Also, any, all or none of these turn points may be used at the pilot's discretion. Again, the position of the three turn points must be on the Declaration. This is for the following FAI Awards: Gold Distance; Diamond Distance; 1000km & 2000km Diplome; and "Free Distance" Records. There is another record type called Free Out & Return Distance. It provides for an indefinite length list of turn points to given to the Official Observer before the flight and attached to the Declaration. Then, in flight, the pilot decides which ONE turn point to use to try to achieve the maximum distance for the record. At the IGC meeting last March, a rule change was proposed by Dr. Pirker, the IGC Delegate from Austria, to extend the "free" record types (where turn points were selected in flight in accordance with the weather encountered) to included speed & distance triangles, and out & return distance records. This was rejected. I hope this helps set the record straight. Bob ------------------------------------------------------------------------------- From: GreenBill@aol.com Subject: Re: Byron Gate Code Date: 11 Jul 1997 03:54:48 -0400 (EDT) Please tell me the Password. I field manage July 20. Bill Green ------------------------------------------------------------------------------- From: Pennyrich@aol.com Subject: Re: Instruction in Truckee this weekend? - reply Date: 11 Jul 1997 10:44:41 -0400 (EDT) Yes, I will be there this weekend Per my previous letter, this is also the PASCO contest and the Top Gun event day. Sat. will be hectic but probably doable...Sunday better Richard ------------------------------------------------------------------------------- From: Robert McKay Subject: Tow pilot Schedile & pass word Date: 11 Jul 1997 10:50:17 -0700 Hi, Please passon the gate password. Also I have not received a tow pilot schedule for the second half of the your. I don’t know when I tow in July Bob McKay ------------------------------------------------------------------------------- From: "William H. Snow, Ph.D." Subject: Sports Class Glider Handicaps by Carl Herold Date: 11 Jul 1997 10:45:54 -0800 I have been studying the gliders rated by Carl Herold. For example the SGS1-26 rates a 1.52, the Blanik rates a 1.40, the SGS1-34 rates a 1.31, the SGS1-36 rates a 1.28, the Pilatus B-4 rates a 1.22 and the 1-23 rates well at a 1.20. How did he come to his ratings? Is the handicap system a good indicator of overall performance when buying a glider? ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: re: CH handicap system Date: 11 Jul 1997 14:45:25 -0700 Willy/NCSAers: A glider's CH handicap is the single best indication of glider performance. Carl has spent quite a bit of effort determining the numbers--talk to him about the details. It isn't a perfect system, no single number can equalize gliders on all days. Days with widely spaced areas of lift tend to favor higher performance gliders, etc. People's view of "their" CH handicap tends to be closely related to the ship they own. Owners of low-performance ships complain the CH numbers aren't big enough, owners of rocket ships complain that they're penalized too much. Later...Mike Schneider ------------------------------------------------------------------------------- From: steve mcrobert Subject: plowshare program Date: 12 Jul 1997 10:27:55 -0700 folks: I am reading, to quote the reviewer from the salt lake tribunne:- "the most devasting, the most terrifying book I have ever read" It describes the program of explding 156 nukes in atmosphere in the USA , only when westerlies were blowing, & what it did to the people of this country, the lies the government told, and, as part of the plowshare program a scheme to dig a new panama canal with 350 megatons of h bombs (guess who thought of that) some will inevitably slam me for posting this non glider stuff here this you need to read (rremaindered at super crown)!!!!! steve Steve McRobert Member of Technical Staff Product Marketing, Private Infrastructure Network Products Division ------------------------------------------------------------------------------- From: PRUCHNICK@aol.com Subject: Byron gate code is 541 Date: 12 Jul 1997 21:12:55 -0400 (EDT) Gate code is 541 ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: Sports Class Glider Handicaps by Carl Herold Date: 14 Jul 1997 09:05:34 PDT Willy; The handicap is arrived at through a secret formula of Carl Herolds. The handicap system is reliable. People bitch about their own handicaps but rarely some one elses. History has shown that the handicaps eqialize the gliders pretty well. I would rely on it if I were you. Peter. ------------------------------------------------------------------------------- From: bruce roberts Subject: Field Manager Swapping Date: 14 Jul 1997 09:25:22 -0700 Im scheduled to be Field Manager on 8/16 (Sat), this day is the Fallon Trophy Dash. Would anyone like to swap with me? >NCSA Field Manager Assignments for 1997 > >April 1997 >5, Saturday......Jona >6, Sunday......Snydr-Michael > >12, Saturday......Tarle >13, Sunday......Thunen (Missed, assigned to 6/21) > >19, Saturday......Waltz (Missed) >20, Sunday......Keleman > >26, Saturday......App >27, Sunday......Addis > >May 1997 >3, Saturday......Allender >4, Sunday......Alton > >10, Saturday......Williams >11, Sunday......Apps > >17, Saturday......Boyce >18, Sunday......Bill Green > >24, Saturday......Gustaffson >25, Sunday......Deane (Missed) > >31, Saturday......Ferguson > >June 1997 >1, Sunday......Friedrich > >7, Saturday......Niedrauer >8, Sunday......Mike Green > >14, Saturday......Glassow (trainee) & Greenhill >15, Sunday......Pruchnick > >21, Saturday...... Thunen (for 4/13) >22, Sunday......Horn > >28, Saturday......Johnson >29, Sunday......W. Snow > >July 1997 >5, Saturday......Weil >6, Sunday......Larder > >12, Saturday......Michael >13, Sunday......Moeller > >19, Saturday......Mooney(trainee) & Moore >20, Sunday......Bill Green > >26, Saturday......Poco >27, Sunday......Powalka > >August 1997 >2, Saturday......Grom >3, Sunday......Randazzo > >9, Saturday......Rathbun >10, Sunday......Reuland > >16, Saturday......Roberts >17, Sunday......Semans > >23, Saturday......W. Snow >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......Waltz (for 4/19) >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 > > > > Bruce Roberts PC Systems Division/CGS Product Eng Santa Clara/A2895/Post C9 Phone 408-721-6941/Fax 408-721-1868 brucer@rockie or bruce.c.roberts@nsc.com ------------------------------------------------------------------------------- From: "John Apps" Subject: Re: plowshare program Date: 14 Jul 1997 09:45:13 -0700 RE>plowshare program 07/14/97 Steve: I agree this has nothing to do with gliding, but feel I must respond with a few comments of my own regarding the Plowshare Program, as I was involved in one of the aborted projects, Project Sloop, under this program. This project was designed to rubbleize a porphyry copper deposit for in situ leaching to recover the copper. Despite the sensationalist reporting, much information on the Plowshare Program was readily available at the time, and freely reported in the literature and popular press, including the proposal to build an alternative Panama Canal. The health and safety risks associated with such megascale civil engineering projects were and are not fully understood. However, the precautions required for Project Sloop were so extensive, that the project foundered for this reason alone. The real problem with the Plowshare program was not so much the danger to public health, but rather the ill-conceived and poorly thought out nature of the proposed projects, which were, I suspect, merely a cover for underground testing during the cold war. The USSR, by the way, had its own Plowshare Program, which was far more ambitious and could have resulted in far more formidable consequences. John Apps folks: I am reading, to quote the reviewer from the salt lake tribunne:- "the most devasting, the most terrifying book I have ever read" It describes the program of explding 156 nukes in atmosphere in the USA , only when westerlies were blowing, & what it did to the people of this country, the lies the government told, and, as part of the plowshare program a scheme to dig a new panama canal with 350 megatons of h bombs (guess who thought of that) some will inevitably slam me for posting this non glider stuff here this you need to read (rremaindered at super crown)!!!!! steve Steve McRobert Member of Technical Staff Product Marketing, Private Infrastructure Network Products Division ------------------------------------------------------------------------------- From: mike-i green Subject: Glider handicaps Date: 14 Jul 1997 11:12:03 -0700 Willy, Note that the Europeans use a handicap for their club class that is approximately the reciprocal of the CH handicap. I don't know who started using handicaps first. What the handicap does not tell you are things such as how difficult or easy it is to assemble or dis-assemble the glider. Is the ship easy to fly for the novice? Will the cockpit fit you? Is the ship a delight to fly or does it become a strain after a few hours. As Mike S remarked, handicaps may go outt he window in strong winds. However, they have been using windcapping for the past year, still a bit experimental from my perspective. Also note that handicaps may be modified by the usel of wingletts and/or weight over the base empty glider plus an amount for instruments, parachute, and 175 lb pilot. I usually have a 2 point penalty for weight and 2 point penalty fo wingletts in a contest. |---------------------------------------------------------------| | 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: 1 510 253-8268 | | 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: LAUMANN@aol.com Subject: Re: plowshare program Date: 15 Jul 1997 01:34:23 -0400 (EDT) In a message dated 97-07-14 12:59:40 EDT, you write: << RE>plowshare program >> I would find NCSOAR to be a more effective means of communication for me, if it were used only for NCSA related information. Thanks! Curt Laumann ------------------------------------------------------------------------------- From: Marc Ramsey Subject: TRUCKEE PASCO LEAGUE RESULTS Date: 14 Jul 1997 23:49:59 -0700 PASCO League Fans, The third event of the season was held at Truckee on July 12 and 13. Weather was mediocre the first day, with light winds and inversions at 9K and 12K forecast. The CD, Bob Korves, called ambitious tasks, with novices going to Airsailing, Nervino, and return for 116 sm, and pundits and intermediates going to Dayton Valley, Tracy Power Plant, Airsailing, Nervino, and return for 148.4 sm. Doug Padrick set the pace for the novices, but Russell Holtz won with a higher handicapped speed after a late start in a Grob. The long course started with a banzai crossing of Carson Valley to Dayton Valley, then over the hills to the power plant. Some rock polishing was required. Hud Staffield and Dave Greenhill found the sweet routes, winning intermediate and pundit, respectively. A fantasic tri-tip BBQ was once again put on by Dean and Midge Aldinger. A parallel party was hosted by BASA for members of the Naval Fighter Weapons School (aka Top Gun) and their families, resulting in some interesting culture clashes, but League pilots can hand fly with the best of them. Day 2 had a similar forecast, but only one inversion at 14K. Short tasks were called in hopes that everyone would get home. Novices went to Halleluah Junction, Nervino, and return for 85.3 sm. The long course was 131.6 sm to Airsailing, P11 lookout, and return. Conditions were much stronger, with 6 to 8 kt climbs to 14K. Doug Padrick once again had the fastest raw speed for the novices, at a blistering 63 mph, but Russell Holtz, deciding the Grob wasn't enough of a handicap, switched to a 1-34 to win the class. Intermediate was won by Sid Moore. Dave Greenhill and Marc Ramsey flew head to head for much of the race, with Marc having the fastest time, but Dave taking pundit on the handicap. Everyone completed the tasks, with smiles all around. Place Pilot Team Num D1 HS D2 HS Points Lg. Pts. Novice 1 R. Holtz Buzzards 15M 41.98 62.19 2000.00 7.2 2 M. Mayo Snails E5 38.37 51.75 1746.13 6.0 3 D. Padrick Impossibles DP 35.49 53.12 1699.40 4.8 4 B. Roberts Demons HB 33.91 43.46 1506.59 3.6 5 W. Ludlow, Slugs 7S 0 45.24 727.39 2.4 D. Lezius, D. Lent, G. Powell 6 R. Archey Airheads MK 0 36.86 592.72 1.2 Intermediate 1 H. Staffield Impossibles OO 46.91 55.75 1757.49 5.0 2 S. Moore Demons RH 40.03 58.22 1682.57 4.0 3 T. Hubbard Buzzards VN 76.50* 48.63 1055.21 3.0 4 D. Dunkel Slugs 4S 31.38* 37.56 733.51 2.0 5 J. Bell Snails JB 76.50* DNC 226.82 1.0 Pundit 1 D. Greenhill Demons GJ 48.12 67.72 2000.00 4.8 2 M. Ramsey Slugs XS 43.93 67.31 1906.90 4.0 3 S. Davis Airheads S4 44.25 62.02 1835.36 3.2 4 D. Beuttler Impossibles W4 45.41 56.95 1784.64 2.4 5 P. Sasse Snails CE 96.70* 57.19 1149.40 1.6 6 R. Pearl, Devils 81C DNC 41.44 611.99 0.8 M. Schneider Standings Truckee Cumulative Team Novice Team Novice Impossibles 12.2 4.8 32.4 10.8 Demons 12.4 3.6 32.2 9.6 Buzzards 10.2 7.2 24.2 12.0 Slugs 8.4 2.4 21.8 6.0 Airheads 4.4 1.2 16.0 4.8 Snails 7.6 6.0 12.2 6.0 Devils 0.8 0 12.0 6.0 _____________________________ Marc Ramsey, marc@ranlog.com http://www.ranlog.com/ramsey/ ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: Byron instruction 7/19-7/20 Date: 16 Jul 1997 03:39:31 -0400 (EDT) I plan to be out at Byron instructing this next Sunday, but not on Saturday. ------------------------------------------------------------------------------- From: PRUCHNICK@aol.com Subject: Pilot Log Books Date: 16 Jul 1997 20:19:54 -0400 (EDT) Are there any pilot log books in the club trailer, my second log book is filled up. I rather buy the book from the club then from a pilots supply shop. K P ------------------------------------------------------------------------------- From: "Bob Addis" Subject: Need Truckee Instructor thi Date: 16 Jul 1997 17:42:40 -0800 Regarding: Need Truckee Instructor this weekend Richard, Rolf, etc. I'll be in Truckee this weekend for a family reunion and was hoping to get some instruction time with one of you. Is anyone available? I was hoping to get together Sat. for an early (first flight of day) reorientation flight and Sunday for a late afternoon (3:00 to 4:00ish) for a two hour area flight in the Club G103. Its been so long since I've been up there...do I need to phone ahead and schedule the plane and reserve a camp site? Thanks, Bob Addis ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: Re: Pilot Log Books Date: 16 Jul 1997 21:57:19 -0400 (EDT) To All: There are no pilot logbooks in the club trailer. Curt In a message dated 97-07-16 20:31:38 EDT, you write: << Subj: Pilot Log Books Date: 97-07-16 20:31:38 EDT From: PRUCHNICK@aol.com Resent-from: ncsoar@xmission.com Reply-to: ncsoar@xmission.com To: NCSOAR@xmission.com Are there any pilot log books in the club trailer, my second log book is filled up. I rather buy the book from the club then from a pilots supply shop. K P ------------------------------------------------------------------------------- From: Pennyrich@aol.com Subject: Re: Need Truckee Instructor thi - reply Date: 17 Jul 1997 01:35:22 -0400 (EDT) Bob, Unfortunately I will not be at Truckee this wekend ------------------------------------------------------------------------------- From: Rathbun.Mark@epamail.epa.gov Subject: Re: Byron instruction 7/19-7/20 Date: 17 Jul 1997 13:11:10 -0700 Folks: PLEASE, PLEASE sign your emails so we all know who they're coming from. Used to be you could sorta tell by the 'FROM:' line who was sending, but all NCSA messages now indicate an origin of 'ncsoar@mission.com'. Curt, are you the mystery instructor indicated below? -- Mark Rathbun I plan to be out at Byron instructing this next Sunday, but not on Saturday. ------------------------------------------------------------------------------- From: "Mark A. Matthews" Subject: Re: Mailing List Administrivia Date: 17 Jul 1997 13:49:28 -0700 At 13:11 -0700 7/17/97, Rathbun.Mark@epamail.epa.gov is rumored to have typed: > Folks: PLEASE, PLEASE sign your emails so we all know who they're coming > from. Used to be you could > sorta tell by the 'FROM:' line who was sending, but all NCSA messages now > indicate an origin of 'ncsoar@mission.com'. You still can, provided you don't receive your mail via a broken Internet mail gateway...Lotus is one of the companies that can't figure out the difference between the originator of a message and the last system to process/relay the message. AOL recipients have a similar problem. Folks, if you can't tell who the message came from, complain to your local e-mail gateway admin. The mail leaves the list processor correctly formatted to identify the originator of the message. If you see messages which indicate the originator of the message is "ncsoar", or (worse!) "ncsoar-request", then your e-mail gateway is broken, by Internet standards. -- -Mark ------------------------------------------------------------------------------- From: PRUCHNICK@aol.com Subject: Flight of the Phoenix! Date: 17 Jul 1997 18:27:17 -0400 (EDT) Hi All Had the FAA guy ( you know something like the cable-guy) come out to give me the airworthiness certificate today. But he said he could not give me the certificate because the aircraft did not meet the requirements of the type certificate data sheet No. G05CE. Therefore an unairworthiness aircraft!!!!! $$$$$$$$$$$$$$$$$ You asked how could this happen to such a goodlooking , nice guy like me! It seems that the aircraft was missing the compass correction placard and the placard that stated the approved aerobatic manoeuvers that can be preformed without waterballast. At first he only wants the placards that where from the manufacturer and not ones made up by me. I told him that my take two to three weeks! Then I asked him if I could make photcopys of the placards in question from the maintenance manual and glue them in place. That seems to satisfy him. OOOOOOOOO KKKKKKKKA!!!!!!!!! So on Friday I will get my airworthinness certificate. It looks like I will make my first flight on Saterday . I hope there is a tow pilot,field manager and some to help put it together. Love & Kiss K P ------------------------------------------------------------------------------- From: KCTK14A@prodigy.com (MR ROBERT L SEMANS) Subject: 1000 km Flight Rules - Continued Date: 17 Jul 1997 19:49:16, -0500 Tom, I thought of another possible source of misunderstanding the 1000 km rules. In Europe, the Hilton Cup rules allow the turnpoints to be selected in flight. This is not allowed in the US under the Hilton Cup rules; in the US the turnpoints must be on the pre-flight declaration. Bob ------------------------------------------------------------------------------- From: Frank Docktor Subject: Re: Flight of the Phoenix! Date: 17 Jul 1997 19:17:11 -0700 Ken - I have not seen a tow pilot schedule for the second half of 1997. But I think it is my turn if the sequence remains as it was. I plan to tow Sat. Hope you got your Ctf.... At 06:27 PM 7/17/97 -0400, you wrote: > ----snip snip---- >So on Friday I will get my airworthinness certificate. > > It looks like I will make my first flight on Saterday . I hope there is >a tow pilot,field manager and some to help put it together. > > Love & Kiss > K P > > Frank Docktor docktor@pacbell.net ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: Re: Byron instruction 7/19-7/20 Date: 17 Jul 1997 22:48:08 -0400 (EDT) Whoops! I should know better than that -- sorry, Mark. Yes, I'm going to be instructing out at Byron on this Sunday, but not Saturday. Curt Laumann ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Folks: PLEASE, PLEASE sign your emails so we all know who they're coming from. Used to be you could sorta tell by the 'FROM:' line who was sending, but all NCSA messages now indicate an origin of 'ncsoar@mission.com'. Curt, are you the mystery instructor indicated below? -- Mark Rathbun ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I plan to be out at Byron instructing this next Sunday, but not on Saturday. ------------------------------------------------------------------------------- From: Rathbun.Mark@epamail.epa.gov Subject: Re: Mailing List Administrivia Date: 17 Jul 1997 16:43:19 -0700 Thanks, Mark, I'll go yell at the Notes guy. Mark R. ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: FM August 10 Date: 20 Jul 1997 21:44:23 -0400 (EDT) Bob has brought it to my attention that I am in the barrel to be field manager 8/10. Diane and I will be in Wisconsin August and September. Would some kind soul please cover for me assuming there is any NCSA activity August 10. I will repay with either 1) your next BFR, 2) a time as FM that you need covered, 3) a drink at the NCSA banquet, or 4) a future draft choice. Thanks, Bill Reuland, wreuland@aol.com ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: Byron instruction 7/26-7/27 Date: 21 Jul 1997 00:45:49 -0400 (EDT) NCSA'rs, I'll be out at Byron for instruction this next Saturday 7/26, but not Sunday. (I know of at least one student who can only come out on Sunday -- is any other instructor available on Sunday?) If anyone is interested, I'm available to get out there by 9am -- just let me know! Otherwise I'll plan on a 10 - 10:30am start time. Regards, Curt Laumann 510 449 7930 ------------------------------------------------------------------------------- From: Pennyrich@aol.com Subject: Re: Byron instruction 7/26-7/27 - reply Date: 21 Jul 1997 11:17:03 -0400 (EDT) In all probability, I will be at Truckee this weekend (unless my daughter-in-law gives birth - which is imminent). I'll keep you posted. Richard P. ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: Re: Byron instruction 7/26-7/27 Date: 21 Jul 1997 11:56:46 -0400 (EDT) I may be able to be there. I have some work to get done, but I would like to do it. Bill Reuland 415 962-9950 or here. ------------------------------------------------------------------------------- From: louswith@california.com Subject: Re: Byron instruction 7/26-7/27 Date: 21 Jul 1997 13:16:16 -0700 Greetings Curt, At 12:45 AM 7/21/97 -0400, you wrote: > >I'll be out at Byron for instruction this next Saturday 7/26, but not Sunday. >.....If anyone is interested, I'm available to get out there by 9am -- just let me >know! Yes please Curt, I'll plan on being there at 9am - I'd much rather start early. >(I know of at least one student who can only come out on Sunday -- is any >other instructor available on Sunday?) I would also like to receive instruction on Sunday if an instructor is available, thanks for the early notice, cheers, Lou Swithenbank ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Reflector Commands Date: 23 Jul 1997 16:48:54 PDT Hi Folks, I don't know if I'm the last one to realize this or not, but Mark M. (the guy who handles our reflector problems) indicated that majordomo is no longer the address to send to if you want to subscribe or unsubscribe from this reflector. The correct address for subscribing and unsubscribing is ncsoar-request@xmission.com Put either the word subscribe or the word unsubscribe in the subject line, depending on what you want to do. If you want to unsubscribe an old address that is different from the one you are sending the unsubscribe mail from, put the address that you want to unsubscribe on the subject line also. e.g. SUBJECT: unsubscribe old_address@aol.com The address to send mail to anyone via the reflector remains the same ncsoar@xmission.com Regards, Marty ------------------------------------------------------------------------------- From: Frank Docktor Subject: 8/16/97 Tow Pilot turn Date: 23 Jul 1997 19:33:45 -0700 Rob Sprinkle Rob - I will be out of town most of August including 8/16/97. Would you swap your Labor Day Weekend gig on 8/30/97 for my 8/16 turn? Thanks - Frank Docktor docktor@pacbell.net ------------------------------------------------------------------------------- From: bruce roberts Subject: FLIGHT DECLARATION FORMS Date: 24 Jul 1997 12:52:34 -0700 Does anyone know where the big (I think 11X17) FLIGHT DECLARATION forms come from? I printed out the FAI SSA pdf file from the WEB, but its organized differently, and the characters are much smaller etc when compared to the traditional form that starts out something like: FLIGHT DECLARATION Date Time Take-off Site Lat Long etc. Bruce Roberts PC Systems Division/CGS Product Eng Santa Clara/A2895/Post C9 Phone 408-721-6941/Fax 408-721-1868 brucer@rockie or bruce.c.roberts@nsc.com ------------------------------------------------------------------------------- From: Marc Ramsey Subject: Re: FLIGHT DECLARATION FORMS Date: 24 Jul 1997 14:14:14 -0700 At 12:52 PM 7/24/97 -0700, you wrote: >Does anyone know where the big (I think 11X17) FLIGHT DECLARATION >forms come from? > >I printed out the FAI SSA pdf file from the WEB, but its organized differently, >and the characters are much smaller etc when compared to the traditional >form that starts out something like: > > FLIGHT DECLARATION >Date Time >Take-off Site >Lat Long The PDF file is, in fact the 11X17 declaration form. If you load the printer up with 11x17 paper, and let Acrobat know the proper size, it will print correctly. Since I had no 11x17 paper for my printer, I used 8.5x11, then scaled it up on a fancy copier. Note that they have added so much useful(?) information to the form, that you now have to write smaller, even when it's on 11x17. Make sure the person holding the declaration gets real close to the camera... _____________________________ Marc Ramsey, marc@ranlog.com http://www.ranlog.com/ramsey/ ------------------------------------------------------------------------------- From: bruce roberts Subject: Re: Mail delivery failed: returning message to sender Date: 24 Jul 1997 14:44:48 -0700 Marc, thanks for reply. I printed it out on 11X17 paper, so its big, but if you put next to the old FLIGHT DECLARATION form, its much harder to read, since as you say, there is more useful(?) information included. My budget (ie cheap) camera may not be able to resolve the small fonts on the new form, hence I was looking for an old form source (hope SSA still honors old forms). > > >From: Marc Ramsey >Subject: Re: FLIGHT DECLARATION FORMS >Cc: brucer@rockie.nsc.com > >At 12:52 PM 7/24/97 -0700, you wrote: >>Does anyone know where the big (I think 11X17) FLIGHT DECLARATION >>forms come from? >> >>I printed out the FAI SSA pdf file from the WEB, but its organized >differently, >>and the characters are much smaller etc when compared to the traditional >>form that starts out something like: >> >> FLIGHT DECLARATION >>Date Time >>Take-off Site >>Lat Long > >The PDF file is, in fact the 11X17 declaration form. If you load the >printer up with 11x17 paper, and let Acrobat know the proper size, it >will print correctly. Since I had no 11x17 paper for my printer, I >used 8.5x11, then scaled it up on a fancy copier. Note that they have >added so much useful(?) information to the form, that you now have to >write smaller, even when it's on 11x17. Make sure the person holding >the declaration gets real close to the camera... > >_____________________________ >Marc Ramsey, marc@ranlog.com http://www.ranlog.com/ramsey/ > > Bruce Roberts PC Systems Division/CGS Product Eng Santa Clara/A2895/Post C9 Phone 408-721-6941/Fax 408-721-1868 brucer@rockie or bruce.c.roberts@nsc.com ------------------------------------------------------------------------------- From: svmes@halley.ca.essd.northgrum.com (Mike Schneider) Subject: old declaration forms Date: 24 Jul 1997 16:35:34 -0700 Bruce et al: I have 11x17 forms (both new and old style) at TRK. You're welcome to one or more if you want. Later...Mike Schneider ------------------------------------------------------------------------------- From: bruce roberts Subject: Change to FM List below Date: 24 Jul 1997 19:31:27 -0700 FYI, John Boyce and I (Bruce Roberts) are swapping our FM dates so that as of today; Date FM ----- ---- 8/16 Sat John Boyce 10/4 Sat Bruce Roberts >NCSA Field Manager Assignments for 1997 > >April 1997 >5, Saturday......Jona >6, Sunday......Snydr-Michael > >12, Saturday......Tarle >13, Sunday......Thunen (Missed, assigned to 6/21) > >19, Saturday......Waltz (Missed) >20, Sunday......Keleman > >26, Saturday......App >27, Sunday......Addis > >May 1997 >3, Saturday......Allender >4, Sunday......Alton > >10, Saturday......Williams >11, Sunday......Apps > >17, Saturday......Boyce >18, Sunday......Bill Green > >24, Saturday......Gustaffson >25, Sunday......Deane (Missed) > >31, Saturday......Ferguson > >June 1997 >1, Sunday......Friedrich > >7, Saturday......Niedrauer >8, Sunday......Mike Green > >14, Saturday......Glassow (trainee) & Greenhill >15, Sunday......Pruchnick > >21, Saturday...... Thunen (for 4/13) >22, Sunday......Horn > >28, Saturday......Johnson >29, Sunday......W. Snow > >July 1997 >5, Saturday......Weil >6, Sunday......Larder > >12, Saturday......Michael >13, Sunday......Moeller > >19, Saturday......Mooney(trainee) & Moore >20, Sunday......Bill Green > >26, Saturday......Poco >27, Sunday......Powalka > >August 1997 >2, Saturday......Grom >3, Sunday......Randazzo > >9, Saturday......Rathbun >10, Sunday......Reuland > >16, Saturday......Roberts >17, Sunday......Semans > >23, Saturday......W. Snow >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......Waltz (for 4/19) >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 > > > > Bruce Roberts PC Systems Division/CGS Product Eng Santa Clara/A2895/Post C9 Phone 408-721-6941/Fax 408-721-1868 brucer@rockie or bruce.c.roberts@nsc.com ------------------------------------------------------------------------------- From: Subject: Re: Mail delivery failed: returning message to sender Date: 24 Jul 1997 19:58:15 -0700 Bruce, The photo declaration I gave you, came direct from SSA... I think you can still order them for a small charge Dick ------------------------------------------------------------------------------- From: Frank Docktor Subject: 8/16/97 Tow Pilot Change Date: 24 Jul 1997 20:53:13 -0700 Ken Ferguson kindly agreed to take my tow slot 8/16/97 since I will be away for almost all of August. Frank Docktor docktor@pacbell.net ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Membership Update Date: 25 Jul 1997 15:39:38 PDT Hi folks, I've finished the membership update for the last 7 months. Paper copies will be available tomorrow at the airport. The good news is that even with a number of people leaving the club over the past half year our total membership is up by about 8% in 7 months. Given that this is a net number for the 1st half of the year, it is a strong reversal of the trend we've seen over the past few years. Let's keep inviting people out for intro. rides and intro. memberships. The details: Full 22 27 Pvt. w eq. 12 12 Pvt. w/o eq. 13 12 Family 1 1 Life 2 1 Intro 1 3 Subtotal 51 56 Instructors 4 5 Tow Pilots 10 9 Total 65 70 Regards, Marty ------------------------------------------------------------------------------- From: NSCMARTYM@aol.com Subject: Les Sebald Memorial Date: 27 Jul 1997 19:52:55 -0400 (EDT) Fellow Flyers, FYI I will send (U.S. mail) the enclosed letter to the following soaring organizations on Monday (Soar Truckee, BASA, Crazy Creek, Minden Soaring Club, Valley Soaring Assn., Silverado, Nevada Soaring Assoc.). If any individuals wish to contribute to the fund please contact Bob McKay. Regards, Marty July 24,1997 Dear Sirs: On March 10th of this year Les Sebald, a long time friend of soaring, passed away in his sleep. Les is remembered throughout the soaring community for his efforts in promoting our sport. On a personal level, his generosity has touched many people. He has financed numerous gliders for individuals in our region and for the Northern California Soaring Association. He has repaired countless radios for people from this area and throughout the country. He was a tireless operator of Soar Truckee each summer after his retirement, working 7 days a week without pay for many years. A memorial stone exists at Air Sailing, NV for members of the soaring community that have contributed extraordinary time and effort in the promotion of our sport. In addition to inscribing their name on the memorial stone a tree is planted and maintained to honor the spirit of their accomplishments. In October of this year the board members of Air Sailing will honor Les in this way. Les was a lifetime member of the Northern California Soaring Association due to his extraordinary efforts on behalf of our club. Consequently, we are organizing a memorial fund drive for Les among the soaring organizations and pilots of Northern California. The cost of inscribing the stone, planting a tree, and maintaining it is approximately $750. This letter is to ask your organization or any individuals to contribute to this memorial fund on behalf of Les Sebald. If your organization or any individuals would like to contribute to this fund, please contact: Bob McKay, President - Air Sailing Inc. at (510) 376-3369 by September 15, 1997. This letter is being sent to 8 organizations and you should judge your own level of contribution. The Northern California Soaring Association will contribute a base amount of $150 and cover any shortfall that may occur. Sincerely, Marty Michael President - Northern California Soaring Association (408) 371-2429 ------------------------------------------------------------------------------- From: Paul Kinzelman Subject: Tow rope (again) Date: 27 Jul 1997 21:02:01 -0700 I'm not sure what happened, but the towplane lost the last 30 feet or so of tow line. I think it was a combination of the belt slipping off and possibly coming in low, but the end of the line is gone. We fashioned one out of the old rope-type weak-link and flew the rest of the day. I think the existing towline is probably OK, but might be getting a bit old. Might be good to decide whether to replace it before next weekend, or at least fashion up some more Tost weak-links on the end. It's not noticeably shorter now. -Paul Kinzelman ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: wave flight Saturday Date: 28 Jul 1997 02:09:25 -0400 (EDT) NCSA'rs, Gavin Stearn and I towed to 5000 feet above the landfill just east of Brusy peak, in order to do some spin work. We were pleasantly surprised to find a weak wave working, with between 50 and 200 fpm lift. We probably averaged a climb rate of 50 fpm, climbing to a max altitude of 6000 feet. On the ground the wind was favoring runway 23, with a slight left crosswind. At altitude the wind seemed to swing more westerly. I have to say I'm not sure what specific geographic feature generated the wave. Possibly Brushy Peak itself -- just guessing! This flight reminded me of flying summer wave out of Hummingbird in the Blanik, to just about the same altitude. After working the wave for about 40 minutes, we did four instructive spins, a bit of airwork, and landed. Congrats to Gavin for keeping the yaw string straight, while flying in very weak lift conditions! Curt Laumann ------------------------------------------------------------------------------- From: "William H. Snow, Ph.D." Subject: Varios in the Grob 102 Date: 28 Jul 1997 08:34:32 -0800 I could not figure out how to get the Rico vario to work on Sunday. It is zeroed when off but when power is applied the needle drops to the bottom of the scale and stays there. It appears that it needs to be sent off to Redwood Instruments unless someone thinks otherwise. I have a spare club Rico that I can send out to have serviced and swap it with the one in the G102. I was told by Peter Neugard that water is the big problem in Ricos. They use an 80 dollar sensor as thekey component and water will degrade them rapidly. The last Rico that I had the sensor replaced cost about 125.00 dollars. When they come back they are back at original specifications. In regards to the mechanical vario... It seems to react very quickly and the needle swings quite readily. With the needle swinging so quickly is was difficult to average out the lift/sink. It is not your standard looking vario. It has a deep inset, colored numbers and a thin needle. Is this mechanical vario fairly accurate? ------------------------------------------------------------------------------- From: David.Greenhill@Eng.Sun.COM (Dave Greenhill) Subject: Varios in the Grob 102 Date: 28 Jul 1997 08:55:22 -0700 |From wsnow@bethany.edu Mon Jul 28 08:34:25 1997 |Mime-Version: 1.0 |Date: Mon, 28 Jul 1997 08:34:32 -0800 |To: ncsoar@xmission.com |From: "William H. Snow, Ph.D." |Subject: Varios in the Grob 102 |Resent-Message-ID: <"n-p9LB.A.zaB.LuL3z"@mail> |Resent-From: ncsoar@xmission.com |Reply-To: ncsoar@xmission.com |X-Mailing-List: archive/latest/869 |X-Loop: ncsoar@xmission.com |Resent-Sender: ncsoar-request@xmission.com |Resent-Date: Mon, 28 Jul 1997 09:32:28 -0600 | |I could not figure out how to get the Rico vario to work on Sunday. It is |zeroed when off but when power is applied the needle drops to the bottom of |the scale and stays there. It appears that it needs to be sent off to |Redwood Instruments unless someone thinks otherwise. I have a spare club |Rico that I can send out to have serviced and swap it with the one in the |G102. I was told by Peter Neugard that water is the big problem in Ricos. |They use an 80 dollar sensor as thekey component and water will degrade |them rapidly. The last Rico that I had the sensor replaced cost about |125.00 dollars. When they come back they are back at original |specifications. Has anyone ever seen a Rico work properly and not need continual repairs ? It might be best to look for an alternate audio vario. | |In regards to the mechanical vario... It seems to react very quickly and |the needle swings quite readily. With the needle swinging so quickly is was |difficult to average out the lift/sink. It is not your standard looking |vario. It has a deep inset, colored numbers and a thin needle. Is this |mechanical vario fairly accurate? | | This will be a Sage Vario. They are designed to behave like you describe. They are good for helping to center a thermal, but like you say not much good for figuring out the rate of climb. A Winter vario would be more appropriate if there is only one mechanical vario in the glider. Or if there is space in the panel have both. It would be definitely worth the club spending a few $$ to get this sorted out as a glider without a good vario makes it useless for soaring. Regards Dave Greenhill | | ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 09:19:28 PDT Willy; The Rico's are generally OK; mine has been fine for years, though water and the Astir statics may cause problems. It sounds like you've got the flight director switched on. This will give the exact symptoms you describe on the ground. This has happened before (people complaining about the vario) and I was able to fix the problem with the flick of a switch. I wrote an article in the Buzzard about it. Check your back issues and you'll find it. Re. the Sage vario, I have one and its great. The response time can be a little daunting but all this requires is a little experimentation with a smaller diameter tube to the instrument; I put a slight restriction in the line for mine and its now a very nice instrument; quick, but not too quick, and very adequate for centering thermals. Its great benefit is it seems accurate. Lets not blame the equipment JUST yet. Rgds Peter ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 13:01:00 -0400 (EDT) Make sure that the RICO is getting the proper voltage. Mine will do weird things when the voltage gets low. The mechanical vario sounds OK. It could probably use a restricter or gust filter. However, it may not have total energy compensation, so will respond to small airspeed changes. Perhaps after using it awhile, you will automatically filter out the swings and fly by the average. Are you looking at the vario too much? I find this easy to do, and it isn't very safe. Bill ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 13:04:20 -0400 (EDT) My RICO worked without trouble for 17 years in SE, and works well in 4X. One of the operational amps did fail and can't be replaced, so Pete removed the total energy function. This means that only two of the original three are needed. A total energy probe, properly tuned, works better anyway. Bill ------------------------------------------------------------------------------- From: "William H. Snow, Ph.D." Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 10:07:57 -0800 What is a gust filter.... Peter Neugard told me to use inline gas filters for water protection of varios. Are the gust filters a special filter I can buy somewhere? ------------------------------------------------------------------------------- From: Paul Kinzelman Subject: tow rope Date: 28 Jul 1997 10:07:00 -0700 Re: Bill's comment... The rope looks OK to me but dirty, other than the spot located at the end of the tow-rope-tube at the tail of the towplane. That spot is a little smaller than the rest of the rope, but that's probably normal after a few tows (I've not looked at that spot before, perhaps we should more often). My concern came from possible internal damage due to whatever stress caused the rope to break in the first place. But like I said, it towed fine the rest of the day. But perhaps the first order of the day Saturday would be to replace it. Bill's right, a rope is cheaper than a glider. -- -Paul Kinzelman, San Jose, CA ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 13:06:48 -0400 (EDT) My RICO worked without trouble for 17 years in SE, and works well in 4X. One of the operational amps did fail and can't be replaced, so Pete removed the total energy function. This means that only two of the original three are needed. A total energy probe, properly tuned, works better anyway. Bill ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Breakfast @ Truckee Date: 28 Jul 1997 10:07:25 PDT Hi all; Many thanks go out to Richard & Penny Pearl, who put on a superb breakfast for everyone at Truckee on Sunday morning.. it was simply the BEST. Richard, Penny, we all thank you from the bottom of our well stuffed bellies. It was great! Peter Deane. ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 10:35:57 PDT A gust filter is a restriction in the line to the vario that limits the pneumatic flow in/out of the instrument, and filters out very quick bursts on the the vario due to gusts, vertical or otherwise. I have some filters though I found them too extreme; narrowing the tube just SLIGHTLY helped my Sage a LOT. An in line gas filter to the Sage might just do the trick. Plug one in and try it. Best Peter ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: tow rope Date: 28 Jul 1997 12:40:51 PDT Paul, There was a rope break on Saturday when Curt and a student were practicing slack line recovery. Oddly enough the rope, but not the weak link broke. We cut a short portion of the rope off, put the same weak link back on and then towed with this the rest of the afternoon. I think this rope is only 1-2 months old, but it sounds like it should be replaced. Mike S bought enough rope for 2 or 3 new ones. I believe it's at Byron, but I don't know where it is. I don't know who the Saturday field manager is, but that person should plan to put a new rope on the tow plane before flying. Regards, Marty > From ncsoar-request@xmission.com Mon Jul 28 10:07:32 1997 > Date: Mon, 28 Jul 1997 10:07:00 -0700 > From: Paul Kinzelman > Reply-To: paulk@ntos.tandem.com > X-Mailer: Mozilla 4.01 [en] (WinNT; I) > Mime-Version: 1.0 > To: NC soar > Subject: tow rope > X-Priority: 3 (Normal) > Content-Type> : > text/plain> ; > charset=us-ascii> > Content-Transfer-Encoding: 7bit > Resent-Message-Id: <"NpmK_B.A.DBC.yGN3z"@mail> > Resent-From: ncsoar@xmission.com > X-Mailing-List: archive/latest/875 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Mon, 28 Jul 1997 11:06:59 -0600 > Content-Length: 638 > > Re: Bill's comment... > > The rope looks OK to me but dirty, other than the spot located at the > end of the tow-rope-tube at the tail of the towplane. That spot is a > little smaller than the rest of the rope, but that's probably normal > after a few tows (I've not looked at that spot before, perhaps we should > more often). My concern came from possible internal damage due to > whatever stress caused the rope to break in the first place. But like I > said, it towed fine the rest of the day. But perhaps the first order of > the day Saturday would be to replace it. Bill's right, a rope is cheaper > than a glider. > -- > -Paul Kinzelman, San Jose, CA > > > > ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 15:56:43 -0400 (EDT) A simple filter can be made with a 1 inch or so piece of glass capillary tubing. Just put it line with the vario and the static source. It will slow down the response. One can experiment with various sizes. There are also designs around for filters with a small capacity and restricters for taking out the effects of gusts. I don't have one at hand. Check the net for one. Try the restricter first. I use one. There is a period of time getting used to the slower time constant when steepening or shallowing your bank in a thermal. There is no perfect vario. It seems one has to learn each one by practice. A fast vario may tell you that you are entering a strong part of the thermal and you can increase the bank. A slower one will be smoother. However, the technique may be to fly the trend. That is, if the vario is trending up take out a little bank. As soon as the trend drops off or starts to reverse, make the bank steeper. This is the Reichman method. Good luck. Bill ------------------------------------------------------------------------------- From: Paul Kinzelman Subject: Tow Rope Date: 28 Jul 1997 12:58:00 -0700 Yes, then it should be replaced. I didn’t know about Saturday’s break. I paced-off the length and figured we lost about 30 feet on Sunday, but some of that could have been Saturday. We’re losing a lot of Tost links, maybe we should buy a gross of them from Costco. :-) Somebody yesterday said they saw the new rope but I didn’t look for it. A couple of hints from the last time I participated in its replacement: We found some #12 wire left around by electricians, shoved it up from the back, hooked the end, attached the rope in a way that didn’t create a big lump (so it’d fit thru the pipe), and pulled the rope out of the back. That seemed to work better than the time before that where we tried to pull it into the plane. -- -Paul Kinzelman, San Jose, CA ------------------------------------------------------------------------------- From: cpedsc@rockie.nsc.com (Peter Deane) Subject: Re: tow rope Date: 28 Jul 1997 13:17:28 PDT This is not the first time weve broken the rope and not the weak link. This makes the weak link redundant since the rope is weaker. Either a) buy stronger rope or b) dont use a weaklink. I would suggest option A. Ref. our last long email session on weaklinks. Rgds Peter D. ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: Re: Varios in the Grob 102 Date: 28 Jul 1997 16:24:05 -0400 (EDT) A simple filter can be made with a 1 inch or so piece of glass capillary tubing. Just put it line with the vario and the static source. It will slow down the response. One can experiment with various sizes. There are also designs around for filters with a small capacity and restricters for taking out the effects of gusts. I don't have one at hand. Check the net for one. Try the restricter first. I use one. There is a period of time getting used to the slower time constant when steepening or shallowing your bank in a thermal. There is no perfect vario. It seems one has to learn each one by practice. A fast vario may tell you that you are entering a strong part of the thermal and you can increase the bank. A slower one will be smoother. However, the technique may be to fly the trend. That is, if the vario is trending up take out a little bank. As soon as the trend drops off or starts to reverse, make the bank steeper. This is the Reichman method. Good luck. Bill ------------------------------------------------------------------------------- From: TJAA@aol.com Subject: Varios for 102 Date: 28 Jul 1997 18:49:43 -0400 (EDT) Folks: A slow vario is useless. Like Bill R., I also find the Reichmann method the most useful. However, when you have more than one vario (compensated and not, different calibration and speed, different program setting, electrically compensated or not, sound, etc.) it takes time to learn the peculiarities and make the most of the system, especially without keeping your eyes constantly on them. My old Rico might be somewhat inaccurate, but never let me down. ------------------------------------------------------------------------------- From: louswith@california.com Subject: Re: tow rope/reel Date: 28 Jul 1997 16:30:49 -0700 Additional (or complementary) to the tow rope problem appears to be a flat spot on the tow reel drive belt (which looks something like PVC tubing). This probably also need attention/replacement for next week-end and it does not looks like it is too easy an operation. At times last week-end, the rope could not be fully reeled in prior to tow plane landing because the belt stopped on the flat spot. hoping this information helps, Lou Swithenbank ------------------------------------------------------------------------------- From: Pennyrich@aol.com Subject: Re: Breakfast @ Truckee - reply Date: 28 Jul 1997 20:32:37 -0400 (EDT) Peter, Thanks for the kind words. Penny was instrumental in the planning, preparation and execution of the event; I did my instructor thing, i.e. provide advice - which was typically ignored. A good time was had by all, and the subsequent flying was a perfect was to complete the day (lots of cu, to 13.5K,). I haven't seen as many of our club members at Truckee this year as usual (at least not on the weekends). Hopefully more will show up for the balance of the season. Newer or less experienced pilots can learn a lot by flying in the moutains...if you're in this category, call arround and see if you can team up with an experienced club member, or fly with Mike S., myself, or one of Soar Truckee's instructors. Richard Pearl ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: instruction at Byron 8/2-8/3 Date: 29 Jul 1997 11:02:52 -0400 (EDT) I'll be out at Byron this Saturday and Sunday for instruction. Curt Laumann ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: 715EV Blanik canopy needs cleaning Date: 29 Jul 1997 11:08:02 -0400 (EDT) NCSA'rs, The Blanik's canopy has quite a few fingerprints and marks on it. Visibility out of it could be improved greatly with a good cleaning. If you are planning on coming out Saturday, can you: a) bring several very clean, soft rags b) bring some plastic polish (Mirror Glaze) c) spend some time cleaning the canopy before we start flying? If we get a couple of people working on this, it should take about a half hour. Regards, Curt Laumann ------------------------------------------------------------------------------- From: LAUMANN@aol.com Subject: 715EV Blanik radio repair Date: 29 Jul 1997 11:11:53 -0400 (EDT) Recently while using the the rear microphone jack in 715EV, the transmitter could be keyed, but no audio was transmitted. Ken Pruchnik performed a preliminary inspection of the wiring, and deemed that all the wiring seemed to be functional. The problem (most likely) lies within the radio. Ken offered to remove the radio Sunday and inspect it. (Ken, when you have a chance, can you send out a note on NCSOAR as to what you found?). Curt Laumann ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Towrope Date: 29 Jul 1997 09:59:33 PDT Curt, You probably saw Paul K's and my emails on the towrope breaking both days last weekend. It should be replaced before the first flight on Saturday. According to Fran Allender we have a reel of new tow rope on top of the parachute rack. We have 2 pairs of shackles for the Tost weak links - one is in the jar that contains the weak links and the other should be hanging on the bulletin board, both are in the club house. Paul could not find any Tost rings on Sunday. If we are out of them, let me knowand I will try to order a bunch of them from Pik in LA. Regards, Marty > From ncsoar-request@xmission.com Tue Jul 29 08:10:09 1997 > Date: Tue, 29 Jul 1997 11:08:02 -0400 (EDT) > From: LAUMANN@aol.com > To: ncsoar@xmission.com > Subject: 715EV Blanik canopy needs cleaning > Resent-Message-Id: <"rrmDVB.A.19G.weg3z"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/888 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Tue, 29 Jul 1997 09:09:37 -0600 > Content-Length: 453 > > NCSA'rs, > > The Blanik's canopy has quite a few fingerprints and marks on it. Visibility > out of it could be improved greatly with a good cleaning. If you are > planning on coming out Saturday, can you: > > a) bring several very clean, soft rags > b) bring some plastic polish (Mirror Glaze) > c) spend some time cleaning the canopy before we start flying? > > If we get a couple of people working on this, it should take about a half > hour. > > Regards, > > Curt Laumann > > ------------------------------------------------------------------------------- From: louswith@california.com Subject: Re: instruction at Byron 8/2-8/3 Date: 29 Jul 1997 14:24:10 -0700 At 11:02 AM 7/29/97 -0400, Curt wrote: >I'll be out at Byron this Saturday and Sunday for instruction. Thanks for the notice, please put me down for two flights each day. I'll be there early to help with the 715EV canopy cleaning and anything else that needs doing. Lou Swithenbank ------------------------------------------------------------------------------- From: mike-i green Subject: Rico Variometers Date: 30 Jul 1997 20:14:56 -0700 The Rico is a very reliable variometer that many glider pilots prefer over others. Suggest you check the voltage to the variometer. If the line has some resistance and/or the voltage supply is low, there ccan be problems. It is certainly worth repairing if there is something wrong with it. |---------------------------------------------------------------| | 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: 1 510 253-8268 | | 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: sprinkle@mtest.teradyne.com (Rob Sprinkle) Subject: Tow rope. Date: 31 Jul 1997 11:19:55 -0700 (PDT) Is 200 feet the right starting length for the tow rope? Rob ------------------------------------------------------------------------------- From: martym@lan.nsc.com (Martin S Michael) Subject: Re: Tow rope. Date: 31 Jul 1997 11:38:12 PDT Rob, I think 200 feet is the length we typically use. We may actually have this distance marked off on the asphalt or hanger somewhere. Take a look for where it is. Regards, Marty > From ncsoar-request@xmission.com Thu Jul 31 11:21:35 1997 > From: sprinkle@mtest.teradyne.com (Rob Sprinkle) > Subject: Tow rope. > To: ncsoar@xmission.com > Date: Thu, 31 Jul 1997 11:19:55 -0700 (PDT) > 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: <"5Fy0EC.A.kRB.AeN4z"@mail> > Resent-From: ncsoar@xmission.com > Reply-To: ncsoar@xmission.com > X-Mailing-List: archive/latest/893 > X-Loop: ncsoar@xmission.com > Resent-Sender: ncsoar-request@xmission.com > Resent-Date: Thu, 31 Jul 1997 12:20:50 -0600 > Content-Length: 64 > > > > Is 200 feet the right starting length for the tow rope? > > Rob > > ------------------------------------------------------------------------------- From: "Bob Addis" Subject: Looking for Soaring Magazin Date: 31 Jul 1997 11:32:40 -0800 Regarding: Looking for Soaring Magazines I ordered fifty Soaring magazines from SSA for the San Ramon Wind Festival.... I'm now trying to locate the extra copies. Does anyone know what happened to them? I thought I put the box in Mike Schneider's car, Curt Laumann's truck, or Ken Pruchnick's van to be dropped off in the Club Trailer. We're trying to put together Club Intro Packets next Wednesday, 8/6, to mail to prospective members. Bob Addis ------------------------------------------------------------------------------- From: SchneiderX@aol.com Subject: Re: Tow rope. Date: 31 Jul 1997 15:34:51 -0400 (EDT) Yup--200 ft is the right length for the towrope ------------------------------------------------------------------------------- From: bruce roberts Subject: Re: Tow rope. Date: 31 Jul 1997 12:46:58 -0700 Rob, FYI, the distance markers are spray painted in white on the asphalt in front of the tow plane hanger. Bruce Roberts At 11:38 AM 7/31/97 PDT, you wrote: >Rob, > >I think 200 feet is the length we typically use. We may actually have this >distance marked off on the asphalt or hanger somewhere. Take a look for where >it is. > >Regards, > >Marty > >> From ncsoar-request@xmission.com Thu Jul 31 11:21:35 1997 >> From: sprinkle@mtest.teradyne.com (Rob Sprinkle) >> Subject: Tow rope. >> To: ncsoar@xmission.com >> Date: Thu, 31 Jul 1997 11:19:55 -0700 (PDT) >> 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: <"5Fy0EC.A.kRB.AeN4z"@mail> >> Resent-From: ncsoar@xmission.com >> Reply-To: ncsoar@xmission.com >> X-Mailing-List: archive/latest/893 >> X-Loop: ncsoar@xmission.com >> Resent-Sender: ncsoar-request@xmission.com >> Resent-Date: Thu, 31 Jul 1997 12:20:50 -0600 >> Content-Length: 64 >> >> >> >> Is 200 feet the right starting length for the tow rope? >> >> Rob >> >> > > > Bruce Roberts PC Systems Division/CGS Product Eng Santa Clara/A2895/Post C9 Phone 408-721-6941/Fax 408-721-1868 brucer@rockie or bruce.c.roberts@nsc.com ------------------------------------------------------------------------------- From: sprinkle@mtest.teradyne.com (Rob Sprinkle) Subject: Re: Tow rope. Date: 31 Jul 1997 13:23:20 -0700 Thanks for the info! Rob ------------------------------------------------------------------------------- From: Wreuland@aol.com Subject: Re: Tow rope. Date: 31 Jul 1997 20:19:42 -0400 (EDT) Close enough, Bill