Skyline Soaring is Growing
Meet the Member:
East is East, and so is West, De-gaussing 081
Edited Excerpts from the Minutes
The RosterMeister Speaks:
Skyline Soaring is Growing
As most of you know, Ed Lehr and Malcolm Gardner are waiting (still!) on the delivery of their new Russia AC-4 (See <http://www.mcn.net/~soarmontana/russia.html >)-and in the meantime, Serge Kohudic acquired a one-of-a-kind two place ship, a Schreder RHJ-7 which is nearly ready to fly.
Most recently, towpilot/instructor Bill Bentley has purchased a 1-26 (the FOURTH in the Club fleet! (See <http://www.serve.com/126ASSN/> ... we can have our own 1-26 contest!!) and Steve Rouse has purchased an HP-18 (which we can see as soon as he figures out how to get it here from California!) BTW, that makes three of Dick Schreder's ships-Jim McCulley's RS-15, Serge's RHJ-7 and now Steve's HP-18. (For more about Schreder's really neat gliders, check out < http://stimpy.acofi.edu/~wpaul>.)
When all these are actually delivered, Club members will own and fly a total of FIFTEEN different gliders!
Check out the Club's member list on the website
>) for a list of the
members and who-owns-what.
It takes twice as long to process a log sheet with errors than one correctly completed again enuff said.
Thanks for your co-operation
Also note: As a point of clarification it was determined at the last board meeting that temporary membership fees are per person and not per family group.
Therefore if a husband and wife turn up to fly, they are both to be charged $20 temp member fee.
This temporary membership is the only means to have them covered by our insurance, so it is vital that the forms are filled out and money collected before the flight takes place.
This doesn't apply to the friend or relative you take up as a passenger.
Meet the Member-Sergius Kohudic
The Early Years: Balsa and glue, model after model, several uncles serving with the Army Air Corps in Europe and the Pacific. All precursors of the life I was destined to lead. At one point, I contemplated jumping off the shed roof with balsa/cardboard wings, but my conservative nature (or was it just fear?) overcame the temptation. On to High School, working at a Carvel Store seven evenings a week, hoping to save enough to attend the Penn State University. Very slow accumulation at .35 per hour. Enrolled at Penn State for the fall semester of 1957, but ran out of money after the first year. So much for an Engineering career.
The Later Years: Entered the early computer field by working for the Penn. Turnpike Commission in the data processing field. Continuing engineering and math studies at Penn State Evening Extension in Harrisburg, Pa. Caught the flying bug on Thanksgiving Day, 1957 and couldn't shake the disease. First flight in a Cessna 140 with a former Army Air Corps civilian contract instructor. Soloed on 15 April, 1958 at Gordon, Pennsylvania. Began working for Gannett, Fleming, Corddry and Carpenter, a Harrisburg engineering firm, as a computer programmer trainee. First computer was an IBM 604, followed by a rotating drum IBM 650, then the solid state IBM 1620 and 1401 series.
The Military Years: Enlisted in the USAF during December 1961. Took the dreaded AFOQT and was sent to Electronics School for a year while waiting for a flight training slot. The Korean conflict was settling down and the need for flight crews was diminishing. However, a Pentagon General Officer recognized the need for an Aero Club Flight Instructor, so guess who volunteered. A lot of T-34 instructing, multi-engine land, single-engine sea, instrument ratings, followed by separation from the Air Force.
The Airline Years: Pennsylvania Commuter Airlines was the first stop. Twin Beechcraft D-18 and Cessna 310 (tag-along baggage support) for several months until a telegram from Mohawk Airlines arrived. Began ground school at Utica, New York on 14 March 1966. Training was for the Convair 240/440. Became a First Officer based in New York, flying out of the LaGuardia and Kennedy Airports. Met and married my wife, Kit (former Flight Attendant for Mohawk) in 1969. Upgraded to the Fairchild FH-227 aircraft and received my ATP and FH-227 Type Rating on 24 Jan 1972. April 1972 brought the merger with Allegheny Airlines and I moved into the BAC-111 turbojet and to the Washington area. Goodbye propellers and Buffalo, New York. Upgraded to BAC-111 Captain during June 1980. Transitioned to the DC-9 in 1984, and the MD-80 in 1989. Allegheny Airlines became USAir and acquired PSA and Piedmont Airlines by merger/acquisition and we inherited the Boeing 767's. In 1993, I transitioned to the Boeing 757/767 and retired in 1994 after 28+ years of service. Goodbye airlines, hello Skyline Soaring Club.
The Soaring years: First glider flight was at the
Center on 4 August 1979. H.E. Otten was the instructor in the SGS
2-33, which was none other than "Miss Daisy". Soloed Miss Daisy on 8
August 1979 and began work-in-progress toward the glider rating, but
was interrupted by the Captain upgrade training during 1980. Goodbye
gliders. After Airline retirement, still suffering from the disease,
wandered over to New Market on 12 September 1998 and reintroduced
myself to Miss Daisy and the rest is history. Acquired an RHJ-7
glider (actually a Richard Schreder HP-14 modified for two-place
side-by-side seating) during August 1999, but yet to be flown due to
lack of hangar space at FRR. Hoping for relief from this dilemma, I
East is East, and so is West-De-Gaussing
Oh, and let me begin by saying that just because I have flown in Jim's Cirrus, I have not been taken over to the dark side by the glass ship flyers, and NO my share in 081 is not up for grabs-it was still pretty cool though.
Anyway, I digress, now as you may know the soaring 081 team have been sorely afflicted by an inability to fly in any other direction other than East since we purchased the ship at the start of the year. We have had all sorts of helpful suggestions like "Keep the compass-change the ship" and "Point it North and hit frame with a big hammer". None of these suggestions were deemed worthy of trial (other than of my patience!) so we lived with it.
Now, one day over a beer I mention this to Glenn B.-yes the same Glenn that was part of the Three Stooges team (myself included) that went to retrieve Serge "gone to the cows" Kohudic. He said that we needed to 'De-Gauss' the air frame, and that all we needed was a big enough alternating magnetic field and that would do the job... yeah right Glenn, where are we going to get such a huge electromagnet? No problem, comes the reply, I'll make one. Well, this is the same guy that intends to make the first homebuilt U2 replica, fly's a Pitts Special (is that really flying?) and also has a Thorpe with ridiculously small wingsbut, he seems to know what he's about, so I say OK Glenn, and think no more of it.
A couple of weekends later Glenn appears with a coil of wire with 3 or 4 iron bars in the middle, an extension cord and a big smile here we are Dave, this is all you need. Right Glenn, I ain't going anywhere near that thing-it looks like something Boris Karloff would have created to jolt life into Frankenstein's monster. However, things take a turn for the worse, Glenn says that the 110volt supply isn't sufficient, so he'll add a step up transformer to make it 220volts and multiply the power by 4. So, the next day we have a vintage WW2 oil-filled transformer, connected to a BIG reel of what looks like bell wire, 2000' of the stuff and the said rods taped together-ready?
Well, we pull up 081 to the FBO and I remove the panel (I didn't want the instruments fried by this contraption), install the compass and we prove to everyone's satisfaction that when the compass is in the panel and away from the aircraft, it works just fine. Time to plug in the coil, I take a few steps back expecting to see Glenn light up like a Christmas Tree...but no, nothing, no visible sign of anything, bit disappointing really. However, as Glenn moves the iron rods near the airframe you can hear a 60 Hertz hum, hey must be doing something! Glenn waves the contraption about like a magician with a wand, I almost thought I heard some sort of incantation, but no, I must be hearing things. Well, after a couple of minutes of this and like some sort of medicine man laying on hands the deed was done, "OK Dave, let's see if that did the job". I put the panel back, and I'm not that surprised to see the compass pointed EAST, oh no, not again. However, this was hardly surprising since 081 was really pointing East!
Moment of truth, we rotate 081 to the North and the compass swings North, same story to the West and the South! OMG! It really worked. The airframe was no longer magnetized, we would now know where we were going! Glenn returns to find 081 back together, checks the compass and is pleased..."See I told you it would work".
Many thanks to Glenn for his ingenuity in the face of Doubting Thomas's, his Rube Goldberg creation worked just as specified, and I look forward to seeing the first homebuilt U2. Thank-you Glenn.
I am a little concerned about his parachute design though
(see above) Rube Goldberg Glenn's idea for a simple parachute. As
aviator jumps from plane, force of wind opens umbrella (A) which
pulls cord (B) and closes shears (C), cutting off corner of feather
pillow (D). As white feathers (E) fly from pillow, penguin (F)
mistakes them for snow flakes and flaps his wings for joy which draws
buck-saw (G) back and forth cutting log of wood (H). As piece of wood
falls into basket (I), its weight causes rope (J) to pull trigger of
gun (K) which explodes and shoots lock from cage (L), realizing giant
Umpha Bird (M) which flies and keeps aviator afloat with rope (N).
Aviator breaks paper bag of corn (O), causing corn to fall to ground
when bird swoops down to eat corn. Flier unhooks apparatus and walks
home. The biggest problem is where to get the Umpha Bird. Write your
Edited excerpts from the minutes:
Jim Kellett reported on the favorable response given by the Front Royal Airport Commission to the Club's briefing on its hangar needs. The Commission assured the Club that they agreed with the Club's assessment of hangar needs, and offered to work with us to provide additional glider hangars (probably by their constructing a building to our specifications and then renting to us), hopefully by the end of the 2000 soaring season. They also asked the Club to develop more detailed building specifications so that a better estimate of final costs could be used in planning. The Board noted that the member owned fleet was RAPIDLY expanding and that hangarage was going to increase in importance. After discussion, it was the consensus of the Board that:
President Joe Rees agreed to review with the FRR management a rental rate for currently occupied hangars (including those used by the Club's current private owners) for the year 2000 and outlying years. The Board approved a proposal to turn over the routine maintenance of the Club's towplane to Muia Aviation, the aircraft maintenance shop that resides at FRR. Joe Parrish will be working with Acting Maintenance Officer Jim McCulley to coordinate this change, which should sharply reduce the "emergency down time" we've experienced with the Pawnee this year AND reduce the heavy workload on the Club's overextended volunteer maintenance officers.
The Board accepted and approved the report of the ad hoc Safety Committee, chaired by Operations Chief Bob Michael, on the towplane incident of July 17, 1999. The Board also expressed its gratitude to the Committee (Bob Michael, Ralph Vawter, Serge Kohudic, and Jim Kellett) for its thorough, thoughtful, and timely report.
Operations Chief Bob Michael also submitted several recommendations to the Board as a result of it's activities in the July 17 event, all of which were approved by the Board. Those recommendations were (briefly):
The Rostermeister Speaks:
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