Re: [RAS_Prime] Digest for rasprime@googlegroups.com - 19 updates in 2 topics
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Randy Acree
Jun 1, 2026, 6:05:31 PM (10 days ago) Jun 1
to rasp...@googlegroups.com
I was told the 27 was misinformation. The glider on tow was a Grob.
Randy "AV8"
On Mon, Jun 1, 2026, 3:00 PM <rasp...@googlegroups.com> wrote:
- We have sadly lost another tow pilot. - 12 Updates
- The Last Day of WGC 2026 in Poland: A Thriller for the US Team - 7 Updates
Doug Tarmichael <dtarm...@gmail.com>: Jun 01 06:47AM -0700
It would be informative to know if this -27 was being towed with a c.g.
hook or the appropriate nose/chin location for aerotow. Everyone is
always quick to point at the airplane end of these accidents but ignore the
gllider. If the glider was "kiting" on a c.g. hook then it was doing what
it was designed to do.
-Doug
On Sunday, May 31, 2026 at 9:15:54 AM UTC-5 Mark Mocho wrote:
Charles Mampe <charli...@gmail.com>: Jun 01 07:33AM -0700
While glider hook placement is valid info, I have hundreds of tows with CG
hooks in ASW-20, 24, 27, 28, 29 with and without water ballast on a variety
of days. I really give no thought on hitch location when towing.
I DO NOT consider myself a particularly gifted sailplane pilot. I fly
1-26/2-33 and up through mid/high performance glass ships.
Yes, I have flown over 50 years and a few thousand hours in sailplanes.
In this case, I don't see enough info to begin making suggestions. I "sorta
heard" low time in type pilot, maybe over their head. again, heard, not
fact.
This always leads me back to aerotow type. High tow vs. low tow. I have
heard/had the argument both ways over 50+ years. I prefer low tow, but do
both. For every reason to do high, I have a reason to do low.
Ask yourself this, How many deaths have you heard from kiting on high tow,
how many deaths have you heard from low tow (of any kind)????
I think it speaks for itself.
chris behm <cbb...@sbcglobal.net>: Jun 01 03:19PM
I agree, if the plane being towed had a CG hook, I don't think that should be singled out as the cause of the towplane upset. Literally hundreds of thousands of successful tows take place in this arrangement.
The glider pilot NOT RELEASING as soon as he was out of shape, is the cause of the accident.A reminder to us all that we need to add that to our preflight checklist: Release if anything seems to be going wrong.
I have two releases in my glider. I'm lucky to have them.
N304DD
On Monday, June 1, 2026 at 07:33:52 AM PDT, Charles Mampe <charli...@gmail.com> wrote:
While glider hook placement is valid info, I have hundreds of tows with CG hooks in ASW-20, 24, 27, 28, 29 with and without water ballast on a variety of days. I really give no thought on hitch location when towing.I DO NOT consider myself a particularly gifted sailplane pilot. I fly 1-26/2-33 and up through mid/high performance glass ships.
Yes, I have flown over 50 years and a few thousand hours in sailplanes.
In this case, I don't see enough info to begin making suggestions. I "sorta heard" low time in type pilot, maybe over their head. again, heard, not fact. This always leads me back to aerotow type. High tow vs. low tow. I have heard/had the argument both ways over 50+ years. I prefer low tow, but do both. For every reason to do high, I have a reason to do low.
Askyourself this, How many deaths have you heard from kiting on high tow, how many deaths have you heard from low tow (of any kind)????
I think it speaks for itself.
On Monday, June 1, 2026 at 9:47:04 AM UTC-4 dtarm...@gmail.com wrote:
It would be informative to know if this -27 was being towed with a c.g. hook or the appropriate nose/chin location for aerotow. Everyone is always quick to point at the airplane end of these accidents but ignore the gllider. If the glider was "kiting" on a c.g. hook then it was doing what it was designed to do.
-Doug
On Sunday, May 31, 2026 at 9:15:54 AM UTC-5 Mark Mocho wrote:
Larry- I tend to agree, but trying to get all Pawnee operators to change makes cat herding seem simple. Also, the expense of a Tost installation is much higher than the Schweizer release. Then, of course, you have the terms as defined by the Operating Limitations for each aircraft which specify the release allowed. Changing them is another hurdle. And then you get into the FSDO question. As a retired FAA official in our club once commented, "There are 80 FSDOs across the US. Each one is independently owned and operated."
On Sunday, May 31, 2026 at 7:41:15 AM UTC-6 Larry Ruggiero wrote:
Mark, I’m guessing issues with change approvals from Schweitzer to Tost would vary from FSDO to FSDO, from IA to IA. When I first changed ours to Tost about 9 years ago, our existing IA wouldn’t approve it due to not having an STC, and made me (just an A&P at the time) take it off. A former instructor I knew had recently opened a 145 shop at the same airport (he wasn’t an IA either). We talked about it, he said to put it back on and bring it over and we’ll figure out the approval. We called our FSDO (something the 1st IA wouldn’t do), and they readily acknowledged that yes tow releases are an “accepted” practice listed in AC43, so go ahead and swap to Tost, do a 337 for record along with logbook entry, and have a nice day. I had made up a handle for the dump release location ahead of the throttle quadrant, and it worked just fine. I’ve been an IA for a few years now, and will shortly swap a Schweizer hook for the Tost on another Pawnee, following the same process. The kit from W&W is nicely constructed and well-documented with plenty of installation information and EASA approval. The Tost only requires a 10lb lever pull, and has what I believe is a 90deg cone of release all around it, due to its design and the mechanics of how the ring pair on the rope engages on the hook itself. Since the cable pull is relatively low, its accompanying Bowden cable is about the size of bicycle cable and sheathing and is easy to route and attach with adel clamps. Yeah it’s a bit pricey but worth it if it saves a life. The remaining issue for mechanics is where/how to rig up a handle. I think just forward of the Pawnee throttle quadrant, painted bright red and marked accordingly, is best IMHO.
Larry Ruggiero
On Saturday, May 30, 2026 at 9:52:01 PM UTC-4 Mark Mocho wrote:
I will be looking into the possibility of offering a kit, but I hesitate to do anything on a towplane that still incorporates a Schweizer release. I think the Schweizer design is primitive and has serious issues with proper operation while under loads imparted by significant lateral and vertical tow rope deviations. Note that this is a change from my original opinions about Schweizer releases that I posted on the original RAS. That opinion was driven by the FAA authorizations for tow releases as permitted for certain aircraft types. I know that many tow planes have approved Schweizer release installations and others have approved Tost installations. Since I made the original post about dealing with problems with getting FAA approval for changing from Schweizer to Tost, I have reluctantly accepted that the Schweizer release just needs to go away. This will probably require paperwork and substantial amounts of anguish, because changes have to be approved by the FAA. And we all know just how cooperative they are when actually asked to get off their ass and do what they are paid for. I am willing to listen to those that may have more information and educated opinions about the situation, but I would appreciate not getting a bunch of "I saw..." "I think..." and "There I was...." stories. If you operate a tow plane with a Schweizer OR Tost release (or both), I wouldn't mind a cogent and brief communication about the advantages/disadvantages. I would like to hear from commercial and club tow plane operators/maintainers with experience with both systems.
On Saturday, May 30, 2026 at 4:14:51 PM UTC-6 Michael Opitz wrote:
Thanks, UH. Do you have a picture? I looked at ours, and concluded that the handle is sized (for where it is mounted) so that when oneactuates it, there is no interference with the trim assembly above it.RO
On Saturday, May 30, 2026 at 5:28:07 PM UTC-4 Hank Nixon wrote:
Our revision to the floor mounted Schweizer release is to rework the handle assembly as follows.Cut the release handle about 2 inches from the pivot point.Fabricate an insert from 7/16 inch steel hollow bar that plugs into the cut ends. Diameter is reduced to .400 to fit 1 inch into each side. The insert adds 2 inches tothe working length for leverage. When assembling before welding, rotate the knob end of the assembly 180 degrees so it goes up instead of down. This raises the grab point about 5 inches. Instead of being nicely out of the way it is much easier to locate and pull This takes about an hour to rework.My inspector viewed this as a minor modification. FWIWUH
On Thursday, May 28, 2026 at 2:35:05 PM UTC-4 Michael Opitz wrote:
On 26 May 2026, a Pawnee was towing a glider out of Saratoga Springs, NY. Witnesses observed the glider kite up, after which the tow plane nosed over and impacted the runway. The tow pilot was killed.
I suggest that the SSA spend some of that money they are looking to give away (for various reasons) on obtaining an STC for getting the tow release handle off the floor, (where it can't be reached by the tow pilot if he/she is under negative G's) and into a location that can easily be reached in an emergency.
I know this group has banned OBTP Bob Youngblood from Treasure Coast Soaring in FL, but he has modified a number of Pawnees using the original agricultural hopper dump handle to activate the tow release mechanism. The handle is long and comes up to within easy reach of the throttle quadrant. I think he just files a Form 337 to make his modification, but I think that someone should be able to make an STC kit to change over from the dangerous short floor mounted handles that seem to be in use all over to longer, safer more accessible handles.
(Mark Mocho, are you listening??)
https://aviation-safety.net/wikibase/570954
Mike OpitzRO
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Tango Eight <tango...@gmail.com>: Jun 01 08:54AM -0700
Asw-27s aero tow just fine on cg hooks. Neutral trim, thumb and one
finger on stick. Compare to our common basic trainer, the 2-33. Not even
close.
These accidents are almost always preceded by loss of attention in the
glider cockpit, typically following some sort of distraction or upset.
Loose canopy, water bottle, phone, GoPro, etc. glider pilot attempts to
manage his problem instead of tow position, shit happens, fast. The tow
hook type isn’t a factor.
Low tow offers the advantage that if the glider ascends through the wake as
a result of loss of attention, the wake turbulence may refocus the glider
pilots attention where it needs to be. The difference in position isn’t
enough to buy meaningful extra margin by itself.
Training needs to focus on 1) cockpit checklist, 2) sterile cockpit on tow,
3) strict discipline in event of any anomalies on tow: flying comes first,
4) proper emergency procedures.
Evan /T8
On Monday, June 1, 2026 at 11:19:12 AM UTC-4 chris behm wrote:
Gregg Leslie <as...@hotmail.com>: Jun 01 04:03PM
Cg hook is only a small issue on the ground, not once airborne.
Gregg Leslie
On Jun 1, 2026, at 11:19 AM, chris behm <cbb...@sbcglobal.net> wrote:
I agree, if the plane being towed had a CG hook, I don't think that should be singled out as the cause of the towplane upset. Literally hundreds of thousands of successful tows take place in this arrangement.
The glider pilot NOT RELEASING as soon as he was out of shape, is the cause of the accident.
A reminder to us all that we need to add that to our preflight checklist: Release if anything seems to be going wrong.
I have two releases in my glider. I'm lucky to have them.
N304DD
On Monday, June 1, 2026 at 07:33:52 AM PDT, Charles Mampe <charli...@gmail.com> wrote:
While glider hook placement is valid info, I have hundreds of tows with CG hooks in ASW-20, 24, 27, 28, 29 with and without water ballast on a variety of days. I really give no thought on hitch location when towing.
I DO NOT consider myself a particularly gifted sailplane pilot. I fly 1-26/2-33 and up through mid/high performance glass ships.
Yes, I have flown over 50 years and a few thousand hours in sailplanes.
In this case, I don't see enough info to begin making suggestions. I "sorta heard" low time in type pilot, maybe over their head. again, heard, not fact.
This always leads me back to aerotow type. High tow vs. low tow. I have heard/had the argument both ways over 50+ years. I prefer low tow, but do both. For every reason to do high, I have a reason to do low.
Ask yourself this, How many deaths have you heard from kiting on high tow, how many deaths have you heard from low tow (of any kind)????
I think it speaks for itself.
On Monday, June 1, 2026 at 9:47:04 AM UTC-4 dtarm...@gmail.com wrote:
It would be informative to know if this -27 was being towed with a c.g. hook or the appropriate nose/chin location for aerotow. Everyone is always quick to point at the airplane end of these accidents but ignore the gllider. If the glider was "kiting" on a c.g. hook then it was doing what it was designed to do.
-Doug
On Sunday, May 31, 2026 at 9:15:54 AM UTC-5 Mark Mocho wrote:
Larry- I tend to agree, but trying to get all Pawnee operators to change makes cat herding seem simple. Also, the expense of a Tost installation is much higher than the Schweizer release. Then, of course, you have the terms as defined by the Operating Limitations for each aircraft which specify the release allowed. Changing them is another hurdle. And then you get into the FSDO question. As a retired FAA official in our club once commented, "There are 80 FSDOs across the US. Each one is independently owned and operated."
On Sunday, May 31, 2026 at 7:41:15 AM UTC-6 Larry Ruggiero wrote:
Mark, I’m guessing issues with change approvals from Schweitzer to Tost would vary from FSDO to FSDO, from IA to IA. When I first changed ours to Tost about 9 years ago, our existing IA wouldn’t approve it due to not having an STC, and made me (just an A&P at the time) take it off. A former instructor I knew had recently opened a 145 shop at the same airport (he wasn’t an IA either). We talked about it, he said to put it back on and bring it over and we’ll figure out the approval. We called our FSDO (something the 1st IA wouldn’t do), and they readily acknowledged that yes tow releases are an “accepted” practice listed in AC43, so go ahead and swap to Tost, do a 337 for record along with logbook entry, and have a nice day. I had made up a handle for the dump release location ahead of the throttle quadrant, and it worked just fine. I’ve been an IA for a few years now, and will shortly swap a Schweizer hook for the Tost on another Pawnee, following the same process. The kit from W&W is nicely constructed and well-documented with plenty of installation information and EASA approval. The Tost only requires a 10lb lever pull, and has what I believe is a 90deg cone of release all around it, due to its design and the mechanics of how the ring pair on the rope engages on the hook itself. Since the cable pull is relatively low, its accompanying Bowden cable is about the size of bicycle cable and sheathing and is easy to route and attach with adel clamps. Yeah it’s a bit pricey but worth it if it saves a life. The remaining issue for mechanics is where/how to rig up a handle. I think just forward of the Pawnee throttle quadrant, painted bright red and marked accordingly, is best IMHO.
Larry Ruggiero
On Saturday, May 30, 2026 at 9:52:01 PM UTC-4 Mark Mocho wrote:
I will be looking into the possibility of offering a kit, but I hesitate to do anything on a towplane that still incorporates a Schweizer release. I think the Schweizer design is primitive and has serious issues with proper operation while under loads imparted by significant lateral and vertical tow rope deviations. Note that this is a change from my original opinions about Schweizer releases that I posted on the original RAS. That opinion was driven by the FAA authorizations for tow releases as permitted for certain aircraft types. I know that many tow planes have approved Schweizer release installations and others have approved Tost installations. Since I made the original post about dealing with problems with getting FAA approval for changing from Schweizer to Tost, I have reluctantly accepted that the Schweizer release just needs to go away. This will probably require paperwork and substantial amounts of anguish, because changes have to be approved by the FAA. And we all know just how cooperative they are when actually asked to get off their ass and do what they are paid for. I am willing to listen to those that may have more information and educated opinions about the situation, but I would appreciate not getting a bunch of "I saw..." "I think..." and "There I was...." stories. If you operate a tow plane with a Schweizer OR Tost release (or both), I wouldn't mind a cogent and brief communication about the advantages/disadvantages. I would like to hear from commercial and club tow plane operators/maintainers with experience with both systems.
On Saturday, May 30, 2026 at 4:14:51 PM UTC-6 Michael Opitz wrote:
Thanks, UH. Do you have a picture? I looked at ours, and concluded that the handle is sized (for where it is mounted) so that when one
actuates it, there is no interference with the trim assembly above it.
RO
On Saturday, May 30, 2026 at 5:28:07 PM UTC-4 Hank Nixon wrote:
Our revision to the floor mounted Schweizer release is to rework the handle assembly as follows.
Cut the release handle about 2 inches from the pivot point.
Fabricate an insert from 7/16 inch steel hollow bar that plugs into the cut ends. Diameter is reduced to .400 to fit 1 inch into each side. The insert adds 2 inches to
the working length for leverage.
When assembling before welding, rotate the knob end of the assembly 180 degrees so it goes up instead of down. This raises the grab point about 5 inches. Instead of being nicely out of the way it is much easier to locate and pull
This takes about an hour to rework.
My inspector viewed this as a minor modification.
FWIW
UH
On Thursday, May 28, 2026 at 2:35:05 PM UTC-4 Michael Opitz wrote:
On 26 May 2026, a Pawnee was towing a glider out of Saratoga Springs, NY. Witnesses observed the glider kite up, after which the tow plane nosed over and impacted the runway. The tow pilot was killed.
I suggest that the SSA spend some of that money they are looking to give away (for various reasons) on obtaining an STC for getting the tow release handle off the floor, (where it can't be reached by the tow pilot if he/she is under negative G's) and into a location that can easily be reached in an emergency.
I know this group has banned OBTP Bob Youngblood from Treasure Coast Soaring in FL, but he has modified a number of Pawnees using the original agricultural hopper dump handle to activate the tow release mechanism. The handle is long and comes up to within easy reach of the throttle quadrant. I think he just files a Form 337 to make his modification, but I think that someone should be able to make an STC kit to change over from the dangerous short floor mounted handles that seem to be in use all over to longer, safer more accessible handles.
(Mark Mocho, are you listening??)
https://aviation-safety.net/wikibase/570954
Mike Opitz
RO
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Charles Mampe <charli...@gmail.com>: Jun 01 09:38AM -0700
I will add, to make this clearer, while I have lots of hours as well as
"time in type", the last 5 years I have 100+ hours for the season. I hear
from local students, "Why do you make it look easy?". I typically have more
hours for the season than they have total hours.
Thus total hours is part of it, time in type is another, currency vs.
proficiency is a total nother discussion.
I still really don't think about towhook location, I worry about other
things and go fly. I, personally, have no issue with a CG hook and aerotow
(high or low).
Maybe great training.
Maybe total hours.
Maybe yearly hours.
Maybe hours/tows with CG hook.
Not a particular "pilot skill level".
I still find many accidents a year totally preventable. Maybe telling a
pilot they need some dual (sorry they may be butthurt), maybe saying, "no,
too sporty today for a tow". Whatever.
On Monday, June 1, 2026 at 10:33:47 AM UTC-4 Charles Mampe wrote:
Ryszard Krolikowski <ryszard.k...@gmail.com>: Jun 01 06:47PM +0200
Charlie,
All this gray noice a side, please point me to the same tragic event in US
with Toast hook.
Best Regards
Ryszard
Charles Mampe <charli...@gmail.com>: Jun 01 01:10PM -0700
Ryszard, I don't know if accident data (anywhere) listed type of tow hitch
on either end of the rope. Frankly, I will guess the range is within
60/40-50/50 either way between Tost or Schweizer.
For my own reasons, I would prefer to see high tow vs. low tow and
fatalities on either end.
I know the absolute numbers are against high tow in the US since it's the
predominate method of aero tow. Thus, if you mostly do something, you're
more likely to have issues.
Greg Arnold <1gregor...@gmail.com>: Jun 01 01:31PM -0700
Upset fatalities occur at a very low altitude. Are you already in low
tow at that altitude?
On 6/1/2026 1:10 PM, Charles Mampe wrote:
Hank Nixon <uncl...@earthlink.net>: Jun 01 01:53PM -0700
Our operation uses low tow for almost all flights.
We are in low tow from the beginning. We transition below the wake while
still in ground effect and climb as the tug and wake are above us. Ground
effect diffuses the wake near the ground so maintaining position is no
harder (maybe easier) than "normal"(high?) tow.
The common theme in upsets seems to be distraction from the basics of
maintaining position. Open canopies and popped airbrakes seem to be
associated with a good number of these events. One recent fatality was
associated with adjusting a Go Pro camera while on tow.
Our pilots need to be trained and reinforced that nothing is more important
than maintaining proper tow position. Second behind that is situational
awareness of options in the
event of a low altitude tow failure.
UH
On Monday, June 1, 2026 at 4:31:43 PM UTC-4 Greg Arnold wrote:
George Haeh <gh...@fastmail.fm>: Jun 01 03:06PM -0600
The ASW-27 on tow is a baby carriage with a CG hook as long as you have the minimum recommended tow speed of 65 kt. It's a handful at 55 and I'll release if the tow pilot insists he knows better than the manual.
It seems the 27 arrived at the field in April and that it has a nose or chin hook.
You can have a CG problem if you weigh significantly less than a heavy previous owner who had tail ballast added.
That said, the ASN webpage on this accident implicates a Grob 103.
--
George Haeh
403-370-9033
gh...@fastmail.fm
On Mon, Jun 1, 2026, at 2:31 PM, Greg Arnold wrote:
Greg Arnold <1gregor...@gmail.com>: Jun 01 02:10PM -0700
So you have less altitude in case of a low level rope break.
On 6/1/2026 1:53 PM, Hank Nixon wrote:
Uli N <uline...@aol.com>: May 31 05:28PM -0700
Couldn't agree more! :-(
Why not posting it on the SSA website?
Uli
'AS'
On Saturday, May 30, 2026 at 2:34:49 PM UTC-4 Dave Nadler wrote:
Gregg Leslie <as...@hotmail.com>: Jun 01 12:32AM
I curse every time I try to log on to SSA.
Gregg Leslie
On May 31, 2026, at 4:22 PM, Hank Nixon <uncl...@earthlink.net> wrote:
Because many are very familiar with FB and use it every day.
Posting on the SSA web site is messy and clunky.
Hopefully these kinds of issues will be addressed with the new web site.
If SSA wants to be the place to go for soaring information, it must be usable for readers AND providers.
Grumpy 64 year member
UH
On Sunday, May 31, 2026 at 9:18:44 AM UTC-4 Deane Williams wrote:
I totally agree. Why would we use ANY other account (especially not Facebook) than SSA website?
On Saturday, May 30, 2026 at 4:16:05 PM UTC-4 Eric Mozer wrote:
I agree with Greg! I don’t now and never will use Facebook. The SSA website should be the place to read about the US Teams that we support.
Eric
On May 30, 2026, at 15:28, Greg Arnold <1gregor...@gmail.com> wrote:
Is there a reason why the US Soaring Team is relegated to publishing on Facebook rather than on the SSA website?
On 5/30/2026 11:34 AM, Dave Nadler wrote:
And this is inaccessible to the many of us who do not use Facebook..
On Friday, May 29, 2026 at 10:14:10 PM UTC-4 Tomasz Sielicki wrote:
Excellent reports and reflections by the team captain, John Good. Really worth reading:
https://www.facebook.com/ussoaringteams?_kx=pG02ehIBE6Kq9TeJwaZYRlLqFtnw-AXAB0ejXWo1huM.WFNpes
A great contribution to the question: Where is the sport of soaring heading?
Tom BravoMike
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Gordon Wingate <gordon....@gmail.com>: May 31 09:21PM -0500
Same. FB has an excellent User Interface and Experience (UI/UX). I don’t
see the SSA site getting close to that. No need to reinvent that wheel
Gordon Wingate
Hank Nixon <uncl...@earthlink.net>: May 31 08:12PM -0700
That is not our point.
We would like to get the reporting without being forced to sign up for
Facebook.
UH
On Sunday, May 31, 2026 at 10:21:58 PM UTC-4 Gordon Wingate wrote:
Ryszard Krolikowski <ryszard.k...@gmail.com>: Jun 01 12:16PM +0200
There is more on FB from Laurence Hardman!
Hank Nixon <uncl...@earthlink.net>: Jun 01 05:06AM -0700
In response to my request to Sanjay Subramanian- SSA digital media person,
I got the following message:
Good Morning UH,
The daily reports are here: https://www.ssa.org/aviation-news/
The link to them is on the SSA.org homepage (no login necessary) see
attached.
They have the reports for 13 days uploaded. I guess the final day will go
up today/soon.
I am not involved in this part of the process, but when the Hobbs Office
opens I will look into it and find out how it works - and that it is in
place for the JRs WGC when that happens.
More when I find out more.
Best wishes,
-Sanjay
On Sunday, May 31, 2026 at 11:12:31 PM UTC-4 Hank Nixon wrote:
Moshe Braner <moshe....@gmail.com>: Jun 01 05:57AM -0700
Thank you! (Another never-facebook-er here.) In the "day 13" report, the
last one posted there at the moment, John Good included "a short rant on
the profusion of electronics in modern gliders", lamenting some prior
glitches. The next day's disasters turned out a lot more severe, as quoted
in this thread. Motor turning the propeller when the pylon is not fully
extended?!?!?!?! That is totally inexcusable and unacceptable. Radio
totally not controllable for no apparent reason? Manual water dumping
impossible? What next?
On Monday, June 1, 2026 at 8:06:14 AM UTC-4 uncl...@earthlink.net wrote:
In response to my request to Sanjay Subramanian- SSA digital media person,
I got the following message:
Good Morning UH,
The daily reports are here: https://www.ssa.org/aviation-news/
The link to them is on the SSA.org homepage (no login necessary) see
attached.
They have the reports for 13 days uploaded. I guess the final day will go
up today/soon.
I am not involved in this part of the process, but when the Hobbs Office
opens I will look into it and find out how it works - and that it is in
place for the JRs WGC when that happens.
More when I find out more.
Best wishes,
-Sanjay
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Michael Opitz
Jun 2, 2026, 1:51:54 PM (9 days ago) Jun 2
to RAS_Prime
Randy, I have it from pretty good authority that it was an ASW-27, and not a Grob.
Mike Opitz
RO
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