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									                   Towline Times
Tampa Bay Soaring Society Newsletter
                                      AUGUST 2008

               A MESSAGE FROM THE PRESIDENT

Subject: Year-to-date Activity Update

G’day mates. We’re more than six months into the New Year and I thought I’d give an
update on where we’re at. Allan B has worked hard to implement a safety program that you
will find on the web site. Make sure you are current and have entered your info in the ledger
before flying. Bud is working on getting the Lark painted. Anyone wanting to help out is
welcome. We need to strip the paint off the wings and prep for painting. Harlan has the
Grob back on line and Blanik SL, after Gino completes inspection, will be back on line.
What would we do without these guys! The smelly carpet has been removed from the office
and the floor tiled. Somebody took or threw out the desk we had in there. Don’t know why, I
thought it was a nice one. If you have one and would like to donate, or know anyone who
does, let us know. Dan L has built nice bunks in the bunk room, and we hope to tile this
room and tidy up more in the near future. Roger F bought a nice Phoebus and is busy
polishing it up. That makes 14 private ships on the field now with two more members
looking to buy if they can find a bargain. We shouldn’t have trouble waiting for club aircraft
now with all these members having their own ships. We hope to start a cross country
workshop soon. Still having a hard time getting line chiefs to show. It’s not asking too much
to help the club by doing your turn, or getting a replacement if you’re tied up. What a nice
job Mike C has done with the web site. We even had an old member rejoin because he was
so impressed with the web site. Ted and Mary have repaired all the canopy covers as well as
a myriad of other jobs done with much enthusiasm. Not the least, is feeding us all at the end
of the day. Ted’s humorous reporting of daily activities on the web site is delightful to read.
I don’t mean to leave anyone out. The Club appreciates everything everyone does to help
make things work. From mowing the grass, tending the flowers, and, most important,
restocking the fridge with beer and water. Jim W has renewed his CFI. So, if you need a
check ride or instruction, check with Jim. Remember, a lot of our members are holding
down full time jobs while also volunteering to tow, instruct, do the treasury stuff, and
whatever else is needed. So don’t forget to thank them once in awhile or, better still, buy
them a beer, (after flying, of course). What a great bunch of members we have! How about
having a catered Christmas party combined with the general membership meeting in
December. Bring family and friends. The more the merrier. Perhaps we could even have a
silent auction to raise funds. I’ve been to lots of these and they can be lots of fun and a good
source of income for the club. E-mail me your thoughts and I’ll look into it.

Fly safe
Ron


TBSS Web Site -                   The TBSS web site is:        http://www.tbss.us/



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                     Towline Times
Tampa Bay Soaring Society Newsletter
                     Airspace Review by Bruce Patton, CFIG
Class A airspace, from 18,000 feet MSL up to and including FL600, is generally restricted to IFR
operations, requiring altitude reporting transponders and an ATC clearance. There is an exception for
gliders operating in a "wave window" that has been previously negotiated with ATC and approved
for the time of use. In that case the only likely traffic hazard would be another glider.

Class B airspace is the most restrictive for glider pilots, and is usually the most complex. In this
partial view of PHX you can see the different shapes and altitudes of different segments. Entry
requires a clearance (ergo two-way communication) and a Mode C transponder with altitude
encoding. Gliders are exempt from the Mode C requirement within the 30 NM Mode C Veil, but not
within Class B airspace nor above it to 10,000 feet MSL. Pilots operating within the Class B airspace
must have at least a private pilot certificate, or if a student or recreational pilot, they must have
received training in that Class B airspace and have their logbook so endorsed within the past 90-
days.




There are some Class B airports for which the student/recreational pilot operations are not allowed.

The ceilings and floors of segments of Class B and Class C airspace are depicted as shown here on
aeronautical charts.




Perhaps the most serious collision risk for gliders operating near
busy commercial airports involves airplanes approaching and
departing the airports on Arrival and Departure Routes. A
collision involving a glider and an air carrier would likely be fatal
to the sport of soaring as well as the people involved. Arrival and


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Tampa Bay Soaring Society Newsletter
Departure Routes are not shown on any charts normally used by glider pilots except for the symbol
shown here from an Area Chart.

From the glider pilot's perspective, Class C is not significantly different from Class B. Two-way
                                                 communication is required for entry, but not
                                                 specifically a "clearance", and Mode C transponder
                                                 with altitude encoding is required in and above Class
                                                 C up to 10,000 feet MSL. This illustration shows two
                                                 overlapping Class C areas.

                                                Class C airspace usually consists of a 5 NM radius
                                                core that extends from the surface to 4,000 feet above
                                                the airport elevation and a 10 NM radius shelf area
                                                that extends from 1,200 feet to 4,000 feet above the
                                                airport elevation. The outer area associated with
                                                Class C airspace usually has a radius of 20 NM.




                                                Two-way communication is normally required for
                              entry into Class D airspace. The Aeronautical Information Manual
                              recommends the initial call be made 15 miles out. The tower
                              frequency is shown on the chart after the letters "CT". Class D
                              airspace usually extends from the surface to 2,500 feet AGL, but in
                              this case overlying airspace restricts the top to 4,200 feet MSL, shown
                              in the small box as "-42". "When overlapping airspace designations
                              apply to the same airspace, the operating rules associated with the
                              more restrictive airspace designation apply."

                              A person departing another airport within Class D airspace is required
                              to establish communications with the responsible ATC facility as soon
as practicable. When the tower at the Class D airport is not in operation, the airspace rules revert to
Class E from the surface to 700 feet AGL. Rules above 700 feet AGL are based on Class E or Class
G, depending on the surrounding airspace.

Communication generally is not required for operations in Class E airspace, but the Aeronautical
                                  Information Manual recommends "self-announcing" to other
                                  traffic 10 miles out and entering downwind, base and final when
                                  landing at a non-tower airport. The common traffic advisory
                                  frequency, CTAF, is indicated on the chart by the letter "C"
                                  enclosed in a solid colored circle.

                                     Class E airspace includes all airspace in the contiguous states
                                     from 14,500 feet MSL to 18,000 feet MSL. In most of the U.S.
                                     Class E begins much lower. The floor is usually either 700 feet
                                     AGL or 1,200 feet AGL, indicated by magenta or blue shading
                                                               respectively on aeronautical charts. If
                                                               an airport in Class E airspace has a
control tower, the airspace within                             4 NM of the airport and up to 2,500


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Tampa Bay Soaring Society Newsletter
feet AGL must be treated as if it were Class D airspace. Airports with control towers are shown on
charts in blue; others are shown in magenta.

                            Victor Airways, V-16 in this illustration, are shown in blue on
                            aeronautical charts. They are based on VOR navigation facilities, and are
                            used primarily by general aviation pilots. Federal airways are Class E
                            airspace and usually extend from 1,200 feet AGL up to but not including
                            18,000 feet MSL and 4 NM either side of their centerline.



Since most glider operations in the U.S. are conducted in visual meteorological conditions, pilots
need to be aware of the visibility and cloud clearance minimums for legal VFR flight. These
minimums are established to help give pilots the opportunity to "see" other aircraft in time to "avoid"
them. When you consider that there are six airspace classes, three visibility minimums, and three
cloud clearance minimums, keeping them all straight seems like a formidable task. It gets a little
easier when you recognize that there are only five combinations of visibility and cloud clearance,
and two of those have unique application. Five mile visibility and cloud clearance of 1,000 ft below,
1,000 ft above and 1 mile horizontally applies to everything above 10,000 ft MSL all the time. Three
mile visibility and clear of clouds applies to Class B all the time. At night, everything else is three
miles visibility and cloud clearance of 500 ft below, 1,000 ft above and 2,000 ft horizontally. In the
daytime, Class G visibility below 10,000 MSL drops to one mile, and below 1,200 ft AGL cloud
clearance becomes clear of clouds.




FAR 61.89 further restricts Student Pilots to three mile visibility during the day and five miles at
night. FAR 91.155 has a couple of exceptions for airplane and helicopter pilots but none for gliders.
VFR takeoffs and landings within the surface areas of Class B, Class C, Class D, or Class E
airspace designated for an airport require ground visibility at least 3 statute miles and a
ceiling of at least 1,000 feet.




Remember to visit the TBSS web site to get the latest news and flight
commentaries. The TBSS web site is: http://www.tbss.us/



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              Towline Times
Tampa Bay Soaring Society Newsletter

August 2008      TBSS LINE CHIEF SCHEDULE

       2 Saturday     Lee Ellis
       3 Sunday       Lee Ellis

       9 Saturday     Rob Rierson
       10 Sunday      Michael Colado

       16 Saturday Roger Francis
       17 Sunday   Allan Broadribb

       23 Saturday    Paul Vintrup
       24 Sunday      Harlan Hadlett

       30 Saturday    Michael Major
       31 Sunday      Marino Diaz


September 2008      TBSS LINE CHIEF SCHEDULE

       6 Saturday     Ron Sutton
       7 Sunday       Roger Griffith

       13 Saturday    Don Kurinsky
       14 Sunday      Michael Hoover

       20 Saturday Hank Wagner
       21 Sunday   Michael Colado

       27 Saturday    Ernie Pinder
       28 Sunday      Hans Konle


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Tampa Bay Soaring Society Newsletter
                                 Tow Pilot’s Notes
“I have noticed lately that pilots aren't performing positive control checks before the
first launch, and not checking radios until after they are strapped in and sitting on the
runway. Radios should be checked before pilots get into the gliders. Speaking of radios,
remind everyone it is required to have one in the golf carts, and the wing walker should have
one also.” This is a commentary from one of our tow pilots during a particularly busy
afternoon. Please have all your pre-flights and checks – including radio check - done before
getting on the runway.

                                      Safety Corner
                                       By Allan Broadribb

 This information was researched and provided to TBSS by Allan regarding differentiating
        between the flap and dive break handles during flight operations in the L-13.

                                        March 30, 2004
                This is information only. Recommendations aren’t mandatory.
                                         Introduction
 This Special Airworthiness Information Bulletin alerts you, owners and operators of a LET
   AERONAUTICAL WORKS Model L-13 Blanik glider, that LETECKÉ ZÁVODY has
issued a Mandatory Bulletin No. L13/103a to address the installation of a new handle for the
flap control lever, this manufacturer’s bulletin specifies the installation of a new handle over
    the existing handle within three (3) months after receiving this manufacturer’s notice.
                                          Background
    The FAA has received Safety Recommendation No. 02.009 (issued October 18, 2001),
 which addresses an accident involving the use of the L-13 flight control handles. The issue
  involved a pilot who confused the flap handle with the air brake handle during operation.
  These two (2) handles have very similar ergonomics and are located in close proximity of
  each other when in the stowed position. Numerous occurrences have been acknowledged
 from the gliding community concerning this issue. LET has responded by implementing a
 change to the existing flap control lever via a service bulletin. …………………………….
                                       Recommendation
        We recommend that registered owners of LET L-13 gliders seriously consider
       accomplishing the actions of LETECKÉ ZÁVODY Bulletin No. L13/103a, per
   manufacturer’s requirements. We have attached their bulletin. For Further Information,
   contact Gregory Davison, Aerospace Engineer, FAA Small Airplane Directorate, Room
   301, 901 Locust, Kansas City, Missouri 64106; phone: (816) 329-4130; fax: (816) 329-
   4090; email: gregory.davison@faa.gov or: LETECKÉ ZÁVODY a.s. Kunovice 686 04;
   phone: 42-572-817-650; fax: 42-572-817-653; or: Blanik America, Inc., P.O. Box 1124,
         Wenatchee, WA 98807-1124; phone: (509) 884-8305; fax: (509) 884-9198

Thanks for bringing this to our attention!




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                          Towline Times
Tampa Bay Soaring Society Newsletter
                                             Instructor Corner
                                            The 2008 Johnson Flight Academy
                                                       By Dennis Dix

For over 23 years an institution of now mystical proportions (not to dissimilar from the fabled
Scottish village of Brigadoon) appears on the plains of east central Illinois for a brief time. Some 50
student pilots and 50 senior support crew assemble for one week each June. The simple but lofty
mission of the JFA is “…to provide a safe, low cost, high quality flight experience that will help
shape tomorrows aerospace leaders”. Wally Gleason was in no small part responsible for the
success of the glider operations of this CAP encampment. For over 20 years it was his passion and
commitment to introduce cadets to the world of soaring.

At the JFA the brightest and most motivated cadets in the Midwest are trained in one of three facets
of aviation: gliders, powered flight, and hot air balloons.

In the span of one week, 3 SGS 2-33 training gliders perform 450 to 500 launches and landing
amidst the cadet power training and nominal airport operations at Coles County Memorial Airport
(MTO), which includes constant helicopter and fixed wing operations. The launches were conducted
on paved taxiways having widths no greater than wing spans of the gliders. Much of the time we
launched in crosswind conditions which yielded little margin of time for student pilot corrections.
Did I mention the taxiway lights not too far off of the edges of the taxiways?
http://en.wikipedia.org/wiki/Coles_County_Memorial_Airport




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Tampa Bay Soaring Society Newsletter
So, how can this be accomplished safely for so consistently decade after decade? It occurs through a
culture of safety. The person in the photo with the ‘yellow hat’ was the Safety Officer. Nothing
moved, no one crossed the active taxiway/runway without his authorization. But it didn’t end there.
Any cadet or senior who had a safety concern was expected to report such immediately to the safety
officer and to those perceived to be at risk. Hmmm, that is similar to our operational procedure at
TBSS, cool.
Another huge factor was the participation of highly experienced tow pilots. These guys really took a
lot of punishment from the students in the often less than optimal weather conditions. Two tow
pilots really stood out in my mind. There was Chuck Gerlach, a CFII who now resides in Punta
Gorda, FL. Then there was Pete Renfroe, a highly experienced multi-engine and helicopter pilot
who started out in aviation as one of the famed Tuskegee airmen.

Most of the glider instructors had from 20 to 50 years more experience at flight training than I do.
Many of them, like Wally Gleason, participated at the encampment longer than they are willing to
admit. So how did I wind up being involved with such an incredible group of pilots on such a noble
non paid mission? Actually, it was Wally’s doing. After he prepared me for the CFI-G written and
practical tests in 2006, he suggested that I get some serious training experience under my belt at a
CAP flight encampment in Illinois. Wally said that I would not be disappointed, and boy was he
right.

Dave McIntire, a CFII and glider instructor from the CAP Indiana Wing, soloed as a cadet in the
1980’s at the JFA. He returns every year because he “learns so much”. He also finds it
tremendously rewarding and down right fun. Our own Walter Plesants seems to enjoy the in-the-
trenches work of glider cadet ground training each year. The ground training is vital to the success
of the intense flight training schedule.

As fate/providence would have it, Wally Gleason made his ‘final glide’ just days prior to the 2008
encampment. He was sorely missed by all of those who had worked with him for so many years.
However, his passion for training young people to fly gliders continued unabated. To my
knowledge, Wally didn’t have an impressive collection of contest soaring trophies that he could
display. But, it was his passion and dedication over the last several decades that resulted in hundreds
(yes, hundreds) of young people realizing their dreams of becoming glider pilots. They, in fact, are
the ‘trophies’ he really desired.

Many more pictures of the this year’s flight encampment can be accessed at
http://www.ilgp1.org/2008-jfa.htm



                           Club News Items Of Importance
Soaring Community Final Glide – Gone But Not Forgotten

Wally Gleason and Dick Johnson have both left us and taken the final glide.

Wally was known and loved by everyone in the club. We will surely miss him.
Every time someone gets in the back seat of one of our Blaniks and the rudder pedals are
adjusted waaaaaay up close to the nearest position, they’ll think of Wally!



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Tampa Bay Soaring Society Newsletter
Dick Johnson touched us all – at least indirectly – by his prolific testing and reporting on the
newest and latest in soaring aircraft and technology. His latest endeavor was in testing the
Sinha deturbulator project.

                                       Odds & Ends
There are more new (to their owners) gliders at the field now and more are coming! There
are now two Phoebus, two Cirrus, one PIK, Two Jantars, One Vega, one G-102, one HP-11,
one Russia, one Pilatus, one 1-36, one Gapa, one Lak-12, a Pioneer, one L-33, a nice
Dimona, a few things with engines, a really cool jet and I hear there is a Mini Nimbus
coming! Forgive me if I missed anyone. That’s a superb collection of aircraft!

Bruce Patton is looking to start an informal Cross-Country group. Any interested parties
need to get in touch with Bruce to let him know they are in.

For club ships, there is no need to just bore holes in the sky. That gets old and boring in a
hurry. Try setting a task and going for it. Striving to reach a goal is much more fun and
challenging than circling a mile from the field for hours. Also, it is often easier to find lift if
you try a fresh, promising area. The tower at the intersection of 98 & 54 is exactly 5 miles
from ZPH. Yes, it IS near Burley International! Do your calculations and see how much
altitude you need to get back home from there. Remember to add in at least 1,000 feet for
pattern altitude. Lake Pasadena is almost exactly 5 miles from ZPH. It is located northwest
of the field. Blackwater Creek Ultralight field is about 6 miles to the south of ZPH. Those
three make a triangle with ZPH in the center. That’s a good X/C practice task. Remember
to observe the 3,000 ft ceiling on the west side of 39 when going to Blackwater!

Book Reviews:           These are personal opinions only!
I recently purchased several books to improve my soaring skills.

One of these is entitled                          “Breaking The Apron Strings” – very
appropriate stuff for                             me. This is an excellent book that offers a
LOT of new                                        information to intermediate pilots. It clearly
outlines how to                                   construct a cross-country flight profile to
maximize your                                     chances of having a successful safe flight.
Also included is                                  information on speeds to fly. In all, very
good stuff, this book is                          highly recommended.




                           Another book purchased is “Landing Out – The Final Four Minutes”.
                           This has a very ominous sounding title. Unfortunately, this book is



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 a bit short on serious advice. Bob Wander does include an addendum at the end that is the
best part of the book. Not recommended.

Finally, these were purchased from Bob Wander (www.BOBWANDER.COM). He is a
great person to do business with. You place your order online and pay only after you have
received your books and are completely satisfied. He even takes personal checks! Bob
Wander is a highly recommended source for soaring supplies.       Rob Rierson – Reviewer.

-Flight Commentaries and now, the Line Chief Roster, are presented to all via the talented
pen (keyboard) of Ten Nelson. Thanks Ted for the free entertainment and also for getting
the flight line operating well! We appreciate the gourmet pizza, too!

-Michael Colado is doing a great job of keeping the TBSS web site up and current.

-Harlan got the tail wheel of the Blanik repaired and it is back on the flight line. Thanks,
Harlan – your efforts are noticed and very much appreciated.

Christopher Lodge-Maragh has been accepted to the Air Force Academy. Chris was one of
the CAP cadets that continue on with us to get his glider certificate through our scholarship
program.

-Rumor has it that a certain 16year old aspiring Air force Academy student is doing
exceptionally well with his flight lessons. The cheeky kid even compared his flying in our
venerable old Grob Twin to my thermaling in the Cirrus. Let’s see…he was flying at twice
my weight, in light conditions – and threatened to wax my a$$!! There’s an F-22 pilot for
sure! I like that kid – he’s got kahunas!!!



                                       CAP NEWS
This is an excerpt from an e-mail that Walt Pleasants sent to the TBSS membership.
Walt is resurrecting the CAP program at TBSS. Interested pilots can contact Walt
directly for more information.

TO ALL TBSS CAP MEMBERS, PROSPECTIVE CAP MEMBERS & CHIEF TOW PILOT:

 I have been designated by Ron Sutton the TBSS President to be the TBSS Point of Contact
with the CAP to reestablish the CAP Cadet Glider Orientation Flight Program. I envision
that the new program will operate at a slower rate than before. At least until we again work
out the kinks in our operation. Initially I am looking at flying only one Saturday each month
in stead of two times per month like we did in the past. There is a possibility of increasing
the activity after we get our act together again. It will also be good if we can get more of our
pilots involved so that we do not over burden our pilots and flight instructors like we did in
the past.


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Please send articles and photos for use in the club newsletter. This
is everyone’s newsletter and anyone can participate. The more we
have, the better the newsletter is! Be safe, love your family, do
your pre-flight & positive control checks and have fun flying!




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