Document Sample
					                                     PUBLISHED TO RECORD
                                      THE UPS AND DOWNS
                                            OF THE
                        KANSAS SOARING ASSOCIATION
April 2010                                                                                   Editor: Andrew Peters
NEAL PFEIFFER (2009-2010)                                                              DAVE WILKUS (2009-2010)
FRANK O’DONNELL (2010-2011)                                                            DAVE WOODY (2010-2011)

                    NOTES FROM THE PRESIDENT
Thanks to all those who helped clean up at              aircraft flying at 400kts at 37,000 ft. and minimize the
Sunflower. Despite less than optimum conditions         following objective function under specific defined
great progress was made. Special thanks go to           constraints:
Steve Leonard and Andrew Peters for all their effort
in getting ready for the cleanup day.                   F{x} = (D/L)[W     tail   + Wwing]
As noted at the last KSA Meeting, I couldn’t make       where (D/L) is the drag over the lift in the wind axis at
the cleanup day due to being in Washington D.C.         the specified flight condition and [W] is the sum of the
as a judge in the Real World Design Challenge           tail and wing weights.
(RWDC). This is an aviation related design contest
                                                        Specific other design criteria was defined to bound
run nationwide in support of STEM (science
                                                        the problem. Remember these were high school
technology engineering and math) which is
                                                        students! More information can be found at the
designed to motivate high school students into a
                                                        following link:
technical career.
I digress from soaring related discussion in all this
to note that a team from Baldwin City, Kansas was       dex.cfm?newsId=60570
the national champion. Kansas made it to the top        Or just Google the Real World Design Challenge.
three Saturday Morning competing against 20 other
state champions from around the country during          Anyway, back to business. Note that the Launch
the preliminary competition at the National 4H          Line List from April 17 though June is attached. If you
Headquarters. They then had to present Saturday         cannot make your date, it is you responsibility to find
night in the Omni-Max theater at the National Air       a substitute. The July through August list will be
and Space Museum in front of a panel of blue            published in the June Variometer.
ribbon judging to take the national title.              Stay tuned to future Variometer issues for more
For the curious among you, the challenge involved       details and notice of more upcoming events!
using PRO-E, Flomerics (a CFD program), a NASA                 -R
tail sizing program, a Cessna weight and aero
program, their own self generated code and online
airfoil data bases to design the wing and tail of an
                                    KSA Calendar
April 10th – 7:30 pm KSA Meeting at NIAR – Sunflower Operations Briefing
April 17th – Resume Scheduled Duty Days for Flight Operations at Sunflower

May 15th – Evening KSA Cookout Meeting at Sunflower (5:30 pm)
May – Region 10 North Contest, Cherry Valley AR
May 31st – Pay your KSA 2010 dues!

June 12th – Evening KSA Cookout Meeting at Sunflower (5:30 pm)
June 15th-24th – Sports Class Nationals, Parowan, UT
June 29th- July 8th – Open/Standard Class Nationals, Hobbs, NM

July 3rd – 2010 Kansas Kowbell Klassic
July 10th – Evening KSA Cookout Meeting at Sunflower (5:30 pm)
July – Region 10 Central Texas Contest, Llano TX

August 3rd-12th – 15-meter Nationals, Uvalde, TX
August 14th – Evening KSA Cookout Meeting at Sunflower (5:30 pm)

September 11th – KSA Cookout Meeting at Sunflower (5:30 pm)
September 23-26th – Vintage/Classic Sailplane Regatta at Wichita Glider Port

October 9th – 7:30 pm KSA Meeting at NIAR – ELECTIONS!
October 17th – Last Scheduled Duty Day for Flight Operations at Sunflower
October 23rd – Fall Clean Up Day

November 13th – 7:30 pm KSA Meeting at NIAR
December 11th – 7:30 pm KSA Meeting at NIAR

The Kolstad Scholarship
Help your younger pilots with a chance to achieve more in their lives. Nominate your young pilots for
the Kolstad Youth Scholarship. The scholarship is open to students ages 14-20, to soaring pilots with
flying experience of at least a C badge, open to USA citizen SSA members who show a commitment to
the USA soaring committee. The prize is a $1,500 check co-written to the winner and an academic
institution. The entry deadline is September 30. The judging will be completed by the Kolstad
Scholarship committee within SSA Youth committee. Please send completed applications to the SSA at
P.O. Box 2100, Hobbs, NM 88241.
                        Comments from the Editor
I would like to see the Sunflower Seeds section of past Variometer newsletters reappear. For
those not familiar with Sunflower Seeds, it was the product of Curt and Sue McNay recording who
was flying or just showed up, what the weather was like, and other interesting activities or goings
on at Sunflower.

Something like this:
March 13 – UJ Pesonen and Dave Stanko were flying with Andrew Peters working on their
COM/CFIG. Bob Hall towed. There was a cold north wind blowing with overcast skies at 2,000.
Eventually the sun broke through, there was some lift lining up with the wind, but not significant
enough to soar.

More or less details, at your discretion. Who can do this? My thought is that the launch line
managers are the best suited to record this information.

So how about it? Send me your Sunflower Seeds via email (, snail mail
(5101 E27th Street N, Wichita 67220) or even hand them off (leave them in my van if I am still out

3T is standing by….

                      PAPER PILOT CERTIFICATES
                                   As seen in SOARING, March 2010

14 CFR 61.91(h) explains the duration of pilot      For online processing, go to
certificates. It concludes, “the holder of a
paper pilot certificate issued under this part my   Go to for USPS mail processing
not exercise the privileges of that certificate     instructions.
after March 31, 2010.”
                                                    There is a fee for the new plastic certificate.
This means that you cannot fly as PIC with a        However, explore the links about having your
paper certificate in your possession (this does     certificate number changed from your SSN to
not apply to temporary and student                  some other number. That’s free and replaces
certificates.)                                      your paper certificate.

                                                    Still confused? Ask a CFIG.

Pat Ensign is pleased to be able to provide a ride-on mower for towing and mowing use. This
mower is NOT suitable for use mowing the weeds in the concrete seams. However, I am also
supplying a push mower that I have overhauled to be used expressly for this purpose.

Please feel free to use the push mower it if you get the urge to mow concrete. Both mowers will be
kept in the “new” hangar where the tow plane is stored. Thanks Pat! - 3T
                        March 27th Spring Work Day
                                           by Steve Leonard

Thank You Very Much to all those who came out to work despite the cold, overcast, and eventual
steady light rain. A LOT of work was accomplished!
Lots of the grass coming up through the concrete was mowed, complete power was restored to the
bathroom, the windsock is back up, the light on the outside of the new hangar is back up, we have
a new, working lock (it can even be opened!) on the radio box at the sunshade, stops have been
added to the hangar door tracks to keep the doors from going off the end, the gap in the tracks has
been filled (still have some work to do to eliminate the high spots but that will happen soon), and
many low hanging tree branches were cut down and hauled off.
Those I saw working up there included Ron Blum, Jerry Boone, Richard Boone, Gerry Sibley, Neal
Pfeiffer, Mike Harrington, Myra and Rich Stone, Dave Stanko, Steve Wenke, Jack Seltman,
Andrew Peters, and David Wilkus.
There also appears to have been work done by others before this work day. Thanks for that work,
whoever has done it!
For those of you that couldn't make it, there is still work to be done.
A new supply water hose in needed to go from the water manifold to the bathroom. It needs to be 1
inch diameter, and will need to have the male end cut off and a female end installed.
One of the toilets in the men's bathroom needs a new flush handle. The flapper valve is working,
but the chain and handle are no connected to it.
And while I am thinking about the restrooms, they could stand to get new light fixtures. We have
the original florescent lights from when the bathroom was built in 1979, and I suspect the ballast in
them has died or is dieing a slow death. The lights work, sort of. Some times. Maybe.
Plus, there's always grass to mow, gliders to wash, weeds to cut, and bathrooms to clean.
We are planning to start normal, scheduled operations on the 17th. But if the weather is good on
the weekends, there is no reason not to go up and fly! Call a CFI and a Tow Pilot and get back in
the air ahead of everyone else.
See you at the field!

              34th Annual Women Soaring Seminar
                                  by Neita Montague, WSPA President
The 34th Annual Women Soaring Seminar will be held at Air Sailing July 19-23, 2010 in Reno, NV.
Don't let the name fool you, both women and men are encouraged to attend.

The five days are a fantastic training opportunity. Imagine taking off from a 4300' field elevation,
releasing the tow rope at 6300' and climbing in thermals up to 17,999'! Improving cross country
skills will be the emphasis and the opportunity to experience a land-out on a dry lake will be

Saturday will be a play and lunch in Virginia City with Field Flight Checkouts beginning that
morning and resuming after the tour. Sunday will be a trip to the Paiute Native American Museum
and a swim in Pyramid Lake with Checkouts before and after the trip. The formal part of the
Seminar begins Sunday night at 7PM with a talk by the FAA on ATC in the Reno Area.

Please go to for registration and further information.
            KSA Dues Deadline Fast Approaching
                                           by Neale Eyler

In addition to a Bi-annual Flight Review and a plastic pilot certificate, KSA members need to be
current members of the SSA to fly. KSA makes this easy on you by collecting your SSA dues
along with you SSA dues once a year. (If you don't take advantage of this KSA benefit, you still
need to pay your KSA Dues.) The deadline for receiving your dues is May 31st.

Here's how the dues break down:
                               Regular      Youth                Family
                                         (Under age 22)     (each addl. person)
Soaring Society of America     $64.00       $36.00               $36.00
Kansas Soaring Association*    $16.00       $16.00               $16.00
Total                          $80.00       $52.00               $52.00

*If you do not renew your SSA membership through KSA, your annual KSA dues are $20/yr.

Please send checks to:
2114 North Shefford
Wichita, KS 67212

If dues have not been received by May 31st, you will be notified and will be placed on a grounded
list. You will not be allowed to fly until dues have been paid.

Any questions, please contact me. - Neale Eyler, Secretary/Treasurer

                                        Tow Tickets
The last page of the Variometer contains Tow Tickets. Now there’s no reason for anyone to show
up to Sunflower without some.
Please use the tickets as printed in the Variometer.
Please cut them out so that they are all the same size.
The Tow Pilot’s and Tow Plane Manager’s jobs are easier if they can be neatly stacked. Now is a
great time to cut them out and get a stack ready for the summer’s flying.

                              KSA Online Resources
Did you know that there is a calendar online for KSA?
You can see up to date duty schedules and other activities throughout the year. Speaking of the
duty schedule, if you
There's also a Soar Kansas website at that has lots of interesting information
about soaring opportunities in Kansas. I just discovered a collection of soaring stories from some
of our members. Excellent reading on a rainy day.
                           Weekend Warrior Contest
                                          by Andrew Peters

I love contest flying. The challenge of            charted airport will earn a 25 point airfield
completing a task set before and seeing how        bonus.
you stack up with others attempting the same
                                                   At least two people need to compete for the
task. At the same time, encouraging others to
                                                   weekend to be a valid contest weekend. A
spread their wings or try new things. Its fun,
                                                   winner for each weekend will be published in
and it makes you a better pilot.
                                                   the Variometer. The Weekend Warrior
After thinking long and hard about what we can     Champion will be the member with the highest
do at the club to encourage folks to try new       cumulative score for any four of the six contest
things, I have decided to try and create a         weekends at the end of the season.
contest for the club. It also gives me some
                                                   Expensive GPS recorders are not required,
more material to put into this newsletter. - 3T
                                                   although might make it easier on the scorer. A
Here's how it will work.                           paper record and digital photo's can be used.
                                                   Just make sure the photo contains sufficient
One weekend a month will be designated as a
                                                   detail that Google Maps can verify your location
Warrior Contest Weekend. For 2010, those
                                                   and orientation to Sunflower. Any GPS that will
weekends are:
                                                   record your coordinates can also be used –
May 22-23 – Climb is King                          SPOT, running watches, even some smart
                                                   phones have tracking capability.
June 12-13 – Modified Assigned Task (MAT)
                                                   May 22-23 – Climb is King (Height Gained in
July 3-4 – Free Distance (Kowbell)                 1 hour)
August 7-8 – Prescribed Area Distance (PAD)        The task for May 22-23 is called Climb is King.
September 18-19 – Lap Race                         How much altitude can you gain in any 60
                                                   minute period during a flight?
October 16-17 – Last Man Down.
                                                   This one doesn't require and special recording
Any member has two days to complete the task.      device. Simply tap the altimeter, record the
Tasks can be performed more than once – only       reading and start the stopwatch. Record your
the fastest – longest – highest will count.        altitude at the top of your climb (after another
Your contest record must be submitted to the       tap of the altimeter.) Pull the dive brakes, get
Scorer (Andrew Peters, 3T) by midnight on the      low again, and repeat the process over. At the
Monday following the contest weekend. The          end of 1 hour, total up your altitude gained in
contestant with the best task will receive 1000    the climbs.
points. Other contestants will receive points as   This task will not be handicapped by glider – so
a percentage of their task compared to the         anyone can participate. And don't forget the
winners. All speed and distance tasks will be      100 point bonuses. Of course, a barograph or
handicapped (SSA handicaps will be used – if       other altitude recording device will make it
one doesn't exist for your glider, one will be     easier to calculate and track your altitude
assigned based on the experience of the glider     gained, but one is not required.
owner and other experienced competition
pilots.)                                           Stay tuned to next month's Variometer for the
                                                   June MAT.
If you don't yet have your Silver badge and you
want to compete, you will get a 100 point bonus
added to your score. If a multi-place glider is
used, and you take another pilot with you who
has not completed their Silver badge, a 100
point bonus will be earned. Landing at a
                                                             by Steve Leonard, Tow Plane Manager
      Caring for the Tow
Since we seem to be getting a few new people use one notch of flap for the entire tow. If the
flying the tow plane, and some that fly tow planes glider pilot has requested 70 MPH or higher, your
at other sites, I thought it might be good to go   choice as to using flap on takeoff, but once in the
over some things about our C-182 and our site. I air (say, above 500 feet), flaps can be set to
am taking most of this from some notes I have zero. All the way up on tow, the throttle, mixture,
from Bob Park that date back to 1981.              and prop controls should be full forward.

Before Flight: Oil level should be kept between Tow: Tows should be kept close to the field.
8 and 10 quarts, measured with the nose strut in There are paved roads at all four sides of the
a “normal” position (not fully extended). If it is   square mile that surround the runway. ONLY the
below 9 at the start of the day, add one quart. If one on the north side should be crossed. Long,
we go over 10, the oil temp runs higher, and we upwind tows are not necessary. And dropping a
blow that oil onto the belly. Please do not overfill trainer off downwind of the airport is bad form.
                                                     Glider has released: If the flaps were down, get
Getting in and out: Best done through the right them up. Gradually reduce throttle and engine
hand door. The latch and lock for the left door RPM to mid-green and descend using airspeed.
are in an awkward position. The door will close The goal here is to not shock cool the engine.
and latch with a gentle pull. Please do not be       And the way we have found to not shock cool the
slamming it, as this will only break things.         engine is to GRADUALLY reduce the power. If
                                                     you reduce power quickly, even if the airspeed is
Starting: If properly primed and readied for         low, cylinders will crack. Airspeed 120 MPH
starting, she should start in just a few blades. If should net about a 500 ft/min descent even with
the motor turns a bit then stops, of course,         power in the middle of the green arcs (manifold
release the start button and try again. If it won’t pressure and RPM.) A bit more speed won’t
go through after three tries, turn everything off, hurt, but we like you to stay out of the yellow arc.
get out, pull the prop past that compression and As you get closer to pattern entry, you can
try again. Sometimes, inertia is needed to help reduce the throttle a bit more. If you use the carb
get past a cylinder.                                 heat during the descent, consider also leaning
                                                     the mixture, as the carb heat makes the engine
Taxiing: The airplane moves around very easily run rich, and this can foul the plugs. Continue to
on pavement. You don’t have to advance the           make power reductions during your pattern.
throttle much above idle to get her moving.
                                                     Pattern: Please remember to keep an eye out
Run-up: Please do this pointed into the wind,        for gliders in the traffic pattern. Modify your
away from any planes or people, and on the new pattern as necessary to accommodate any other
blacktop surface. This are is free of rocks and traffic. If you were carrying extra airspeed and
other things that like to nick our prop. Check       throttle in getting to the pattern, don’t forget this
both mags, cycle the prop a few times, and checkplane has an 80 MPH limit for any/all flap setting.
the mixture to see that it will lean to roughness. Be sure to slow down appropriately before
                                                     lowering the flaps. The entire descent is a matter
Start of takeoff: Again, as with taxiing, it doesn’tof Energy Management. Gradual throttle
take much throttle to make the plane taxi. Get it reductions to keep the engine from cooling too
rolling, then bring the throttle back for taking up quickly, and airspeed and flight path
slack. When you are given the signal to go, look management will get you around and ready for
down the runway, and advance the throttle from the next tow.
idle to full in about 3 seconds. Don’t slam the
throttle to the firewall, and don’t dawdle around. Landing: If we are operating to the south, there
If the glider pilot has requested under 70 MPH, is roughly 2800 feet of runway between the
approach end and the first glider to be towed.        you will need to stop for gas, or if you need to
Please manage your energy so you don’t have to take a break. Remember to stay hydrated. For
use the brakes. Also be aware of the electric         those that haven’t done it, it is hot, tiring, hard
fence along the east side of the runway. And yes, work. Especially when we get busy.
the trees at the north end. Fly your approach so
as to not drag the rope through either of these       Before you start the next takeoff, make sure the
obstructions. Please land on the new blacktop. carb heat is off, prop control is all the way
That is what it is there for.                         forward, and mixture is full rich. Set flaps as
                                                      desired, take a drink of water, and here we go
Fuel Management: The tanks hold about 50              again.
gallons. If we are operating efficiently (glider
pilots are all ready to go when the tow plane         Shutting Down: Prior to shut down, turn off the
arrives, everyone gets off at or below 2000 feet, radio if you were using it. Throttle should be at
etc. ) the tow plane will burn between 1 and 1.5 idle already. Pull the mixture all the way out.
gallons per tow. So, if the tanks were full when After the engine shuts down, turn of the
you started, there should be enough for at least magnetos and master. Check that the master
25 tows before you need to get gas. Keep an           switch is off. Verify that the electrical master is
eye on the fuel gauges, and if one gets down to off. (Do you get the idea that there have been
about ¼, that is a good time to stop and fill ‘er up. some dead batteries in our club's past.)
And don’t be surprised when the gauges don’t
come down evenly. DO NOT switch from the              Remember, these are just guidelines. Use your
BOTH setting to try and burn from the fuller tank. judgment as to how to fly, and don’t do anything
                                                      that makes you uncomfortable. Thanks for your
Communication: The radio does work, there's a help in allowing us all to do what we enjoy doing!
headset in the plane, or you can bring your own.
Let the line manager know a tow or two before

                                 WSA Glider Handling
                                                by Harry Clayton
                                                          front of the stabilizer between the aircraft and the
WSA gliders have suffered damage over the years           post. It is much easier to have the aircraft press
due to mishandling them on the ground. This article against you than to try and hold it from the other side.
reviews proper ground-handling techniques, and
although it is directed at the WSA gliders, it applies to Putting the aircraft back in the hanger is just the
any aircraft.                                             reverse of getting it out with one exception, please
                                                          watch and not back into a hanger post or another
Since all flying starts and ends in the hanger we, will aircraft. The tail person should also lift the tail wheel
start the discussion there. Prior to moving a glider in over the hangar door tracks. Remember to replace
or out, insure you have sufficient help to accomplish the tie-down cables in the hanger. Without these
the maneuver. This is one of the most important           cables the hanger will flex in a high winds and the
things to help prevent hangar rash.                       doors can come off and fall inward.
Ideally three or four people; one at each wing tip, one Now with the aircraft outside, let’s head for the
at the tail and one to provide glider movement either
                                                          runway. One method of getting it there is to just push
from a wing root trailing edge or from the nose.          it. This is good exercise. The aircraft should be
Ensure the hanger doors are opened sufficiently to pushed at the fuselage or wing root with a person
allow the aircraft to pass. Although stops have been stationed on a wing tip. It is tempting for the person
added to the tracks, be careful not to run the end        on the wing tip to pull on the tip. Please don't do this!
doors off the end of the track. The doors will move
                                                          While pushing, the glider tail wheel can roll on the
both directions, you may need to move multiple doors ground, that is what it is for (you don't have to lift tail.)
to obtain sufficient clearance.                           But it does like to roll in a straight line, so make all
The person at the tail is protecting that section from turns gently or raise the tail to turn.
the hanger posts which have accounted for numerous
incidents over the years. The person should stand in
Now some of us would prefer to pull the aircraft with    raise the tail, thus reducing the angle of attack on the
a vehicle. The first thing you need is a rope that is    wing.
more than one wingspan in length, preferably one
and one half wing spans. Why? To keep the glider         Ok, we have now reached the runway, what next?
from getting out of control too close to the vehicle.    Somebody needs to attend the aircraft at all times if it
You do not want to replace the back window of your       is not tied down. Thermals can cause strong gusts
car nor damage a wingtip.                                even on calm days. If a gust comes up, the best and
                                                         easiest thing to do is put the nose of the aircraft
When you are walking a wing you should you be on down. Ballast weights, sandbags or an assistant
the downwind wing. If you are on the upwind wing         should also be placed on the wingtip that is down to
and stop, the airplane can continue to move forward hold it. This leads to the question of which wing to
and turn into the wind which will swings the downwind put down. In a stiff wind the upwind tip should be
wing toward the tow vehicle. When on the downwind down to help assure the aircraft will not overturn.
wing and you stop, the wind on the rudder will still try This also reduces the strain on the down wing. If the
to turn the aircraft into the wind, which will cause the downwind wing is down and the wind is strong
aircraft to stop and the upwind wing to swing away       enough to start lifting the plane, there will be a lot of
from the tow vehicle.                                    force on the tip of the wing that is down.
When using a vehicle to tow the glider, remember the Remember the wings are long and not designed to
wing walker. A comfortable speed should be used, have all the force at the tip. If you do not want to
but no faster than a brisk walk. Can you see the wing stand by the aircraft (or keep an eye on it from the
walker in your mirrors? Is your window rolled down cover on calm days) the best thing to do is tie it down.
so you can hear them? (Music and A/C turned            There are several tie down points on the ramp north
down?)                                                 of the cover. Just put the chain (rope) through the
                                                       tow hook. Tie downs make life much easier,
There can be times when the wind will cause a          everybody still needs to be responsible for the
downwind walker to be concerned that the aircraft      aircraft. If you don't like the way something looks,
could rise up and come toward him. First, if the winds speak up, ask, or go fix it.
are that strong the sailplane should probably stay in
the hanger. (There is a 20 MPH maximum wind            At the end of the day returning the aircraft to the
limitation for all WSA gliders.) But in the case your hanger uses the same procedures as getting it out.
are caught (say putting the plane away for the day) in When towing the aircraft near the hanger (or any
a high wind situation you need a wing walker on        other solid object) be extra careful. Some of the
BOTH wing tips and a tail walker also. Why the tail dents in the hanger were caused by aircraft being
walker? The trainers will fly in a stiff wind when     towed into it. Again, remember to replace the tie-
empty, with the tail down. The easiest solution is to down cables in the hanger after everything is put
      Scheduled Work Day is 12:00 to 5:00 pm
    Date            Tow Pilot               Line Managers             Instructor
Sat April 17   Brian Bird        Bob Blanton 683-9759           Mike Westemeir
               620-422-3875      Scott Dimmick 733-5678         316-729-2551
Sun April 18   K.C. Alexander    Gary Hurst 620-257-5016
               316-943-7641      Ron Blum
Sat April 24   Bernie Mohr       Shea Zuckerman 801-554-7337    Frank O’Donnell
               316-733-4524      Doug Wilson 733-6484           316-788-3224
Sun April 25   Ben Sorensen      Summer Gajewski 620-662-5256
               316-522-5482      David Woody 682-1895

Sat May 1      Tony Condon       Jerry Boone 620-662-5330       Brian Bird
               515-291-0089      Steve Leonard 729-0356         620-664-7844
Sun May 2      Andrew Peters     Richard Boone 351-7133
               316-393-2261      Neale Eyler 729-0659
Sat May 8      Bob Hall          Leah Condon 249-3535           Tony Condon
               620-663-9577      Dakota Harms 282-6000          515-291-0089
Sun May 9      Bob Holliday      David Wilkus 788-0932
               316-733-5403      Ray Girardo 942-0638
Sat May 15     Charles Pate      Bryan & Linda Pate             Mike Westemeir
               316-685-5695      316-524-8829                   316-729-2551
Sun May 16     Jack Seltman      Richard Boone 351-7133
               316-636-4218      Summer Gajewski 620-662-5256
Sat May 22     Pat Ensign        Bob Blanton 683-9759           Andrew Peters
               816-835-3680      Christian Maude 620-532-3608   316-393-2261
Sun May 23     Frank O’Donnell   Endre Lika 620-474-6445
               316-788-3224      Amir Rashkan N/A
Sat May 29     Dennis Brown      Gary Hurst 620-257-5016        Brian Bird
               316-722-8351      Neal Pfeiffer 686-4306         620-664-7844
Sun May 30     Bob Hall          Harry Clayton 744-2389
               620-663-9577      Gary Johnson 650-7606
Mon May 31     Jack Seltman      Doug Wilson 733-5537
               316-636-4218      John Peters 620-367-3711

Sat June 5     Ben Sorensen      Neale Eyler 729-0659           Frank O’Donnell
               316-522-5482      Shea Zuckerman 801-554-7337    316-788-3224
Sun June 6     Tony Condon       Dave Wilkus 788-0932
               515-291-0089      Steve Leonard 729-0356
Sat June 12    K.C. Alexander    Leah Condon 249-3535           Tony Condon
               316-943-7641      Ray Girardo 942-0638           515-291-0089
Sun June 13    Mark Schlegel     Scott Dimmick 733-5678
               316-641-5093      David Woody 682-1895
Sat June 19    Dennis Brown      Gary Hurst 620-257-5016        Andrew Peters
               316-722-8351      Rich Stone 612-2008            316-393-2261
Sun June 20    Frank O’Donnell   Ron Blum
               316-788-3224      Doug Wilson 733-5537
Sat June 26    Bernie Mohr       Harry Clayton 744-2389         Tony Condon
               316-733-4524      Summer Gajewski 620-662-5256   515-291-0089
Sun June 27    Pat Ensign        Jerry Boone 620-662-5330
               816-835-6580      Neal Pfeiffer 686-4306

                      MONTHLY KSA MEETING
                      Saturday April 10, 2010
                                  AT NIAR
                       Wichita State University
                                  7:30 p.m.
                       Sunflower Operations
                       By Andrew Peters, Flight Instruction
                             Steve Leonard, Towing
                            Rich Stone, Launch Line

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