President John Goodman 395-9334 Vice President Peter Van Camp 842-2953

Secretary Bob Blakemore 483-6482 Treasurer Cliff Hilty 374-5387

Director Carol Patterson 561-5454 Director Rick Rubscha 878-6750

Director Kirk Stant 933-1572 Director Jason Stephens 545-0965

Director Mike McNulty 994-9658

Ship Manager Jeff Reynolds 482-9723 Contest Manager Tony Smolder 942-6519

Equipment Rick Rubscha 878-6750 Legal Advisor Peter Van Camp 842-2953

Membership Arnie Jurn 279-7840 Newsletter Ed Carol Patterson 561-5454

Airspace Mike McNulty 994-9658 Safety Jason Stephens 545-0965

Historian Ruth Petry 274-3968 Social Director Patti Johnson 374-5387

Tuesday, October 26, 7pm General Membership Meeting Barros Pizza - Coral Gables & 7^th Street, Phoenix

Tuesday, November 2, 7pm Board Meeting Barros Pizza - Coral Gables & 7^th Street, Phoenix

March 6 Estrella (Practice) None (Practice Day)

March 7 Estrella (Practice) None (Practice Day)

March 20 Turf (Practice) None (Practice Day)

March 21 Turf (Practice) None (Practice Day)

April 3 Estrella Cliff Hilty

April 4 Estrella Neal Olshan

April 17 Turf Bob Blakemore

April 18 Turf Bob von Hellens

May 1 El-Tiro Oliver Spatscheck

May 2 El-Tiro Rick Rubscha

May 15 Estrella Bill Poore

May 16 Estrella Andy Durbin

May 29 Willcox Neil McLeod

May 30 Willcox Bill Prokes

May 31 Willcox Kirk Stant

July 24 Turf Mike Parker

July 25 Turf Ralph Bergh

August 7 Estrella Barbara MacLean

August 8 Estrella Casey Lenox

August 21 Turf Mike McNulty

August 22 Turf Hans Heydrich

September 11 Estrella Tony Smolder

September 12 Estrella Alan Reeter

September 25 El-Tiro Nilton Renno

September 26 El-Tiro John Leibacher

June 7 - 11 Region 9 - Penrose, Colorado

June 15 - 24 Standard Class Nationals - Minden, Nevada

July 6 - 15 15 Meter Nationals - Hobbs, New Mexico

Cliff Hilty

NTSB Identification: MIA99LA227

Accident occurred AUG-17-99 at PERRY, SC
Aircraft: Let BLANIK L-13, registration: N7529
Injuries: 2 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 18, 1999, about 1500 eastern daylight time, a Let Blanik L-13 glider, N7529, registered to the Perry Soaring Association, collided with a tree during takeoff at the Perry Airport, Perry, South Carolina. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the 14 CFR Part 91 local personal flight. The glider was substantially damaged. The private-rated pilot and one passenger reported no injuries. The flight was originating at the time. The glider was being launched by an automobile, and did not gain sufficient altitude. The glider made a left turn in an attempt to land in a 35-acre field. The pilot was using flaps and not spoilers, and realized he would not make the intended landing area because of trees in the flight path. The pilot attempted to turn before striking the trees, and struck a tree with one of the wings.

NTSB Identification: SEA99TA051. The docket is stored in the (offline) NTSB Imaging System.

Accident occurred APR-14-99 at NORTH PLAINS, OR
Aircraft: I.C.A. Brasov IS-28B2, registration: N843
Injuries: 1 Minor, 1 Uninjured.

On April 14, 1999, about 1500 Pacific daylight time, an ICA-Brasov IS-28B2, N843, registered to and operated by the pilot as a public use instructional flight, collided with power lines while on approach to a private airstrip near North Plains, Oregon. Visual meteorological conditions prevailed and no flight plan was filed. The glider was substantially damaged. The flight instructor received minor injuries, while the pilot-rated passenger, also a flight instructor, was not injured.

The purpose of the flight was a currency check for the pilot-rated passenger. The pilot-in-command (PIC) reported that the winds were from the northeast at 15 knots, gusting to 20 knots. The parallel runways are oriented in an east/west direction. At the west end, a road runs perpendicular to the runways, with tall fir trees on the west side of the road, and power lines (about 30 feet in height, and three strands) run along the road on the east side. Normal operations are to take off to the east on the north runway, and land to the west on the south runway.

The PIC reported that he first flew solo in order to accomplish three landings for currency. The PIC reported that the first two landings were made to the west on the south runway with a tailwind. The third landing was made to the east, into the wind, and over the trees and power lines. The PIC reported that the approach was normal, however, the descent was quicker, and the glider stopped shorter than it had ever done before on the runway.

After this landing, the second pilot then boarded the glider in the front seat to accomplish three landings for currency with the PIC in the rear seat. The PIC stated that the first landing was made without incident to the west on the south runway. As the glider was being prepared for the second flight, the PIC told the tow pilot and wing runners that the second landing would be made to the east on the south runway. The PIC stated that after takeoff, the tow plane climbed to 1,000 feet and the glider released. After making a few turns, the second pilot set-up for the landing to the east on the south runway. The PIC reported that the approach was normal and commented to the second pilot that "it looked just about right." At this time, the second pilot commented to the PIC that the tow plane was landing on the north runway. The PIC responded that he was not to worry, as the tow pilot knew of their intentions. The PIC reported that at this point, he noted that the airspeed and height was good and stated that he should have reminded the second pilot about the power lines. The PIC stated that just as the glider passed over the trees, the second pilot deployed the spoilers and the glider started to descend too soon, as it had not yet cleared the power lines. The PIC stated that he shoved the spoilers closed and looked for the wires which he could see one about to pass under the glider. The nose of the glider contacted one of the upper wires which slid up and over the canopy, breaking the Plexiglas over the aft seat. The second pilot was able to maintain pitch and roll in a level attitude as the glider dropped to the ground and landed hard on the main gear.

The second pilot stated that he had never landed to the east before, and although he was aware that there were power lines at the west end of the runway, he thought the power lines were closer to the trees on the opposite side of the road. The second pilot also stated that he might also have been a little distracted by the landing tow plane on the north runway.

Subject: Air Zimbawi
Date: Fri, 27 Aug

This is a true story published in the Chicago Tribune "Travel" section for Sunday, June 6, 1999 in a story entitled "Choppy Skies - A white-knuckle flight on " by Gaby Plattner.

It seems that Plattner was traveling with a backpacking group through Africa as they found themselves waiting in Kariba airport for a flight to Hwange . . . .

Our flight was delayed, so we settled down to wait. And wait. Three hours later, we were finally told the plane was ready to board. Air Zimbabwe bought many of its planes secondhand from other airlines, and the one we got into was no exception. Dirty and ancient, the midsize jetliner
was clearly one that no one else had wanted. Inside, we settled into the seats with 80 or 90 other passengers and
waited. And waited some more.

Finally, the pilot's voice came over the loudspeaker.' We're all ready to go ladies and gentlemen. However, we've been waiting for the copilot, and he still hasn't arrived. Since we've already waited so long, we're just going to be flying without a copilot today.' There was a nervous buzz through the cabin.

He continued, 'If any of you feel uncomfortable with this, feel free to disembark now and Air Zimbabwe will put you on the next available flight to Hwange.' Here he paused.

'Unfortunately, we are not sure when that will be. But rest assured, I have flown this route hundreds of times, we have clear blue skies, and there are no foreseeable problems.'

No one in Plattner's group, doubtful as they might have been wanted to wait any longer at Kariba for a plane that may or may not materialize, so they stayed onboard for the one-hour flight.

Once the aircraft reached cruising altitude, the pilot came on the loudspeaker again 'Ladies and gentlemen. I am going to use the bathroom. I have put the plane on autopilot and everything will be fine. I just don't want you to worry.
That said, he came out of the cockpit and fastened the door open with a rubber band to a hook on the wall. Then he went into the restroom.

Plattner continues: Suddenly, we hit a patch of turbulence. Nothing much, the cabin just shook a little for a moment. But the rubber band snapped off with a loud 'ping!' and went sailing down the aisle. The door promptly swung shut.

A moment later, the pilot came out of the bathroom.
When he saw the closed door, he stopped cold. I watched him from the back and wondered what was wrong. The stewardess came running up, and together they both tried to open the door. But it wouldn't budge. It slowly dawned on me that our pilot was locked out of the cockpit. Cockpit doors lock automatically from the inside to prevent terrorists from entering. Without a copilot, there was no one to open the door from the inside.

By now, the rest of the passengers had become aware of the problem, and we watched the pilot, horrified. What would he do?

After a moment of contemplation, the pilot hurried to the back of the plane. He returned holding a big axe. Without ceremony, he proceeded to chop down the cockpit door. We were rooted to our seats as we watched him. Once he managed to chop a hole in the door, he reached inside,
unlocked the door, and let himself back in. Then he came on the loudspeaker, his voice a little shakier this time than before.

'Ah, ladies and gentlemen, we just had a little problem there, but everything is fine now. We have plans to cover every eventuality, even pilots getting locked out of their cockpits. So relax and enjoy the rest of the flight.!

Cliff Hilty (CH) Ventus B
If we are all just dust in the wind, then I want to be at the top of a
"Huge Dust Devil"