Weak-Link Newsletter of the Bluenose Soaring Club June, 1991 HIGH-SPRINGING SPRING. Bluenose members, new and old, were treated to some of the best soaring condi-tions felt in Nova Scotia since the beginning of the club back in 1976. The thermals were 9,500’ tall, (the tales were taller), wide and handsome. Many were the BSC pilots that reported looking down on hapless 727’s and BAE 146’s inhabiting the lower stratosphere. A few airline types even had the effron-tery to complain; or at least, so we gathered from ATIS. The latter showed a renewed interest in our ac-tivities, and a decided in-terest in our whereabouts. At times the skies seemed downright crowded. Three times did this modest scribe try to cross the #101 to test the big clouds whispering siren promises from the south side. Three times I got turned back by acres of Boeing sheet metal that plowed across my path with nary an excuse, a thank you, or a fare-thee— well. Bluenose ‘s coeur—de—bois of the skies, Tom Foote, adventured into new soaring territory, taking in Kedgie from on high on one day and Amherst the next. Even my timid self man-aged to get close to Greenwood before a time con-straint sent me back. Show-ing off, the Austria made it in one long glide. I did stop to circle once, but that was just to check out the action in Wolfville, courtesy of the South Moun-tain glider—guider freeway. And Doug Girard has been seen introducing his ASW-15 to much of mainland Nova Scotia sky. FRESHMEN AND ONE REFRESHING WOMAN But the real story of The Spring of ‘91 (our grand-children will listen to our tales with awestruck eyes) are the students. With CFI Vine gently haranguing from the back seat, and the in-structors hanging on to their hats (some hanging onto the stick), the students vent out there and showed everyone how to guide a glider. Six students appeared on one hot day all ready to shoot circuits. Hot-shots they soon became, despite the instructors best efforts (heavily bribed by treasurer Jerry) to keep them flying dual. Seriously, this year’s students did the club proud. Not many clubs can boast as many solo pilots, as well trained, in such a short time. The only problem is that they all want to soar. The nerve! How can we oldsters-—getting to the field after dinner as is our lazy wont—-ever expect to jump directly into a glider again. We’ll get there to find the skies full of Ka’s of various numbers all trucking about Hants Co. with new stu-dents aboard. Seriously, paeans of praise go out to David Sinclair, Chris Weatherhead, Sean Whitehead, Greg Girard, Denise Dogan. With a speed that left some of the old guard breathless, they were off “Flying On Their Own.” Congrats all! ADVENIURE TIME So it’s time to go soar-ing. Everyone is reminded of Alan’s cross country competitions. They are a fine way for those pilots cleared to go on such extravaganzas to sharpen their skills. At last years AGM of the Soaring Association of Canada, our club was sin-gled out for special men-tion as a club that equaled the badge leg out-put of many clubs much larger than BSC. Mr. Springford even exclaimed about us doing it from a winch launch! Goes to show ya. Us Maritimes---you just can’t teach us nothin’! Let’s show them. Let’s get out there and mine more silver, gold, and diamonds. We now have well-equipped Ka-8’s with super baro-graphs, so go stake your claims, chief Official Observer Tom Foote will be happy to steer you in the direction of proper book-work if you are not sure of just what is required. THE SKY IS LIFTING chicken Little’s got it wrong as far as we are concerned. Smooth upwardly mobile moves are just waiting final approval: i.e., from Lands and Forests to move the clubhouse. No doubt there will be a few snags--Murphy being the crafty critter that he is. But in time we will have power, water, and 20th century washrooms. Reserve your bunk early at the Stanley Hilton once this happens. Just think, water ballast at the twist of a knob, 110 power to run strobe lights instead of flags, a cool place to eat dinner just steps away. How will we ever manage it? Don Rankin is gathering the parts to do a fix to the new winch’s retrieve brake system. As soon as he has things in place he’ll be fitting things together. The old winch has soldiered on well as a replacement, but the fuel costs have found a tall thermal of their own. A nag: Perhaps it is not fair to expect the Field Managers to do so much when they are on duty. One task we can all do (or be all taught to do) is to keep up the logbooks on the air-craft. We could be shut down if MOT does an audit and finds our books the way we leave them after some flying days. Remember trusty students that you are still students. You can only fly under the watchful eye of an instructor (and with his seal of approval on the logbooks). But do fly. If practice does not make per-fect, it certainly should make us safer. FEEDING FRENZY That’s what Doug Devine aptly called our Annual Lobster Smash. Never have I heard a bunch of unruly glider pilots so word—less, especially in the company of so many innocent guests. Now we weren’t . silent mind you. The sounds of sharks ripping into lobster with their ten-inch teeth gnashed out from all sides. And the moans of pleasure over Joy’s delectable des-serts sounded almost ixmnoral. Not a calorie present, according to Joy. Many thanks Ron, Joy, Ian, Dave, Dick, Gordon, and all the others that made it “just happen” as far as we eaters were concerned. One final party point. When faced with sweet, fresh lobster, my eating manners tend to rise to be on par with the Great White. If I have offended, please forgive me. I will try (for at least a minute) to do better next time. TIPS ** At the top of the launch, practice every cable release as a cable break. Stick forward to maintain flying speed, pull release to let go of what could be dangling cable, and check location and traffic. Then go ahead with your flight. ** When landing the Ka-7 and Ka—8’s strive for that fully held—off landing (unless in heavy cross winds-— then go for a horizontal landing attitude). Typically, slackness shows up in the landings of pilots (new stu-dents, too) by a failure to do a fully held—off landing. When landing on asphalt, keep the stick well back during roll—out to reduce the wear on the skids. ** If things are not going well on the launch or the circuit, check the divebrakes. Make sure they are in, or where you want then. ** Fly often. It’s cheap insurance. Do some stalls, steep banks, incipient spins. Take along an instructor even. ** Every tine you fly, plan your course of action for the critical heights if you have a cable break of if the winch stalls. ** Take time to enjoy our ocean of air. ** This is a newsletter, so let’s hear your news. Your humble Scribe George Graham Congrats to Allan Gillis. On Monday, July 1st, he flew one of the KA—7s to Eastville and back, — a distance of about 150 km, This may well be the longest recorded flight in Club history by a KA-7! On Sunday Brad Benjamin did all three requirements for his “Silver C” (Height, distance and duration) in one flight. On the way back from his distance goal he got the height part and then hung around the field until his five hours were up! Nice going, Brad. Phil Backman did more distance than required for his “Silver C” when he took the KA—6 to Lake George and back. I don’t know whats happening but this seems to be the year for the Bluenose types to leave the old strawberry patch and strike out high, wide and handsome! Keep it up, gang. Who knows, the club might even win a trophy this year for most improvement in cross—country performance. Gordon Waugh Hi Fellow ‘Nosers” Although we all have good and safe intentions, there always seems to be a bit of (safety) rust to be cleaned out. A couple of our occurences were not too bad. But one was very serious, luckily no one injured! My personal philosophy is not to hide the accident or blame the individual pilot, but rather, I want to share the experience so that I won’t make the same mistake! Modern aviation has gone to the stars because it has learned from the past. There is a new concern I have; not only for safety but also for the existence of soaring in Nova Scotia. Recently I received information through sources I work with in Commercial Aviation that an Air Atlantic Dash-8 just missed a sailplane at 8000 ft. great performance by the glider, but the pilot was flying 2000 ft. above the published A.T.S. Oh—Oh! Just think of the possible consequences: (1) A Near-Miss Report (2) Paper work for everyone (3) Angry Commercial Pilots (4) M.O.T. maybe changing the areas we can fly into (5) Paper work for everyone (6) A.T.C. Rules changing. How would you like to be a statistic and be responsible for having to place a MODE C Transponder in all sailplanes (very expensive). (7) Paper work for everyone (8) How about the very worst, a mid-air collission with 48 seat - 500 seat aircraft. It has happened! I cam•e close one day. (9) More paper work for everyone. So folks, It’s simple, you have to be responsible for knowing all airways that you could fly into. Once you are there talk to A.T.C. on these frequencies; ATlS 121.0 MHZ GRD 121.9 MHZ TWR 118.4 MHZ Terminal 119.2 MHZ Give them position and altitude reports. Listen or know AIlS Altitudes and distances if you want higher clearance all you have to do is ask! I truly love this part of my life, - this soaring, - please help me keep it safe. See you by the winch, Ian McKenzie