Death of a Gliderport, California City

[shmo...@roadrunner.com]

Today ME Aviation announced that they would cease towing operations at California City on 3 Feb due to inability to sustain a economic business due to Sponsor discriminatory actions against gliders which among other violations of Public Assurances are the subject of a FAA part 13.1 Complaint filed today.

The last towing days are 1 and 2 Feb and we are looking for a maximum turnout of glides for breakfast at 1100 AM and launches beginning at 1 pm on Sat and Sun. Our objective is to get as many sailplanes over the the airport as possible. Try for a 2 hr fly duration and the same on Sunday. Sunday evening we pack out and trailer thru the city. Make your own trailer signage.

Prepare to meet a lot of old friend and form alliances to fight this. Cal City is not the only airport under attack. 29 Palms gliders just got no notice to leave.

John Shmoldas

[Tony]

On Friday, January 24, 2014 11:06:16 AM UTC-6, pet...@verizon.net wrote:

> Cal City has been dead for a long time--over the past few years I've driven by the place on the weekend and the tarmac was completely empty, no gliders, no towing, no GA airplanes. In the early 1990's I was a member of the Douglas Soaring Club. Every weekend there would be over a dozen pilots (and many students) showing up. There was even a waiting list to join!
>
>
>
> But for lots of reasons, none of which had to do with the city of California City, members started to leave the club. After 1998 things went downhill even faster. Soaring in Southern California is dead for all practical purposes just like it is all over this country.

well aren't you a bucket of sunshine this morning.

soaring might be dead in your world but its alive and well here!

[Renny]

Well, I cannot speak for California City, although it appears that ops are now coming to an end, but the idea that soaring is "dead for all practical purposes" in the US is a bit premature.

All you need to do is visit some very active locations (like at Moriarty, NM, TSA at Midlothian, TX and at the two very active clubs near Houston, TX, etc, etc.) and you will see that soaring is still very alive and doing well.

Are there many challenges? Absolutely! Are there real issues in our aging pilot population? Definitely. But is soaring dead in the US? Not even close!

You've heard the quote by Mark Twain:

"The reports of my death have been greatly exaggerated."

Keep the faith!
Thx - Renny

On Friday, January 24, 2014 10:06:16 AM UTC-7, pet...@verizon.net wrote:
> On Friday, January 17, 2014 5:54:40 PM UTC-8, shmo...@roadrunner.com wrote:
>

[Frank Whiteley]

On Friday, January 24, 2014 11:34:01 AM UTC-7, pet...@verizon.net wrote:

> "Denial" is not a river in Africa. Yeah, the SSA is thriving. Last time anyone checked, they did still seem to have a working phone and their membership is booming. 25 years ago people were talking about the need for soaring to attract young people into the sport.
>
>
>
> Well a generation has passed the baby boomers are now hitting the wall and dying off. And still there still aren't any kids wanting to become glider pilots. Southern California used to be the center of the glider world in this country. Now on any Saturday, you'd be lucky to find a club with any new students.
>
>
>
> And 25 years ago, the internet didn't exist. Nor did iPhones, iPads, and the million other digital distractions that young people use today. Cal City died because it couldn't even keep a bunch of babyboomer pilots coming back.
>
>
>
> What's the average age of people on this board?

We are and will be working on it. http://cadet.ssa.org http://www.letsgogliding.com Come to the SSA Convention in Reno and buy a LGG promo ball cap ($10).

[uncl...@ix.netcom.com]

On Friday, January 24, 2014 1:34:01 PM UTC-5, pet...@verizon.net wrote:
> On Friday, January 24, 2014 9:31:16 AM UTC-8, Tony wrote: > On Friday, January 24, 2014 11:06:16 AM UTC-6, pet...@verizon.net wrote: > > > On Friday, January 17, 2014 5:54:40 PM UTC-8, shmo...@roadrunner.com wrote: > > > > > > > Today ME Aviation announced that they would cease towing operations at California City on 3 Feb due to inability to sustain a economic business due to Sponsor discriminatory actions against gliders which among other violations of Public Assurances are the subject of a FAA part 13.1 Complaint filed today. > > > > > > > > > > > > > > > > > > > > > > > > > > > > The last towing days are 1 and 2 Feb and we are looking for a maximum turnout of glides for breakfast at 1100 AM and launches beginning at 1 pm on Sat and Sun. Our objective is to get as many sailplanes over the the airport as possible. Try for a 2 hr fly duration and the same on Sunday. Sunday evening we pack out and trailer thru the city. Make your own trailer signage. > > > > > > > > > > > > > > > > > > > > > > > > > > > > Prepare to meet a lot of old friend and form alliances to fight this. Cal City is not the only airport under attack. 29 Palms gliders just got no notice to leave. > > > > > > > > > > > > > > > > > > > > > > > > > > > > John Shmoldas > > > > > > > > > > > > Cal City has been dead for a long time--over the past few years I've driven by the place on the weekend and the tarmac was completely empty, no gliders, no towing, no GA airplanes. In the early 1990's I was a member of the Douglas Soaring Club. Every weekend there would be over a dozen pilots (and many students) showing up. There was even a waiting list to join! > > > > > > > > > > > > But for lots of reasons, none of which had to do with the city of California City, members started to leave the club. After 1998 things went downhill even faster. Soaring in Southern California is dead for all practical purposes just like it is all over this country. > > > > well aren't you a bucket of sunshine this morning. > > > > soaring might be dead in your world but its alive and well here! "Denial" is not a river in Africa. Yeah, the SSA is thriving. Last time anyone checked, they did still seem to have a working phone and their membership is booming. 25 years ago people were talking about the need for soaring to attract young people into the sport. Well a generation has passed the baby boomers are now hitting the wall and dying off. And still there still aren't any kids wanting to become glider pilots. Southern California used to be the center of the glider world in this country. Now on any Saturday, you'd be lucky to find a club with any new students. And 25 years ago, the internet didn't exist. Nor did iPhones, iPads, and the million other digital distractions that young people use today. Cal City died because it couldn't even keep a bunch of babyboomer pilots coming back. What's the average age of people on this board?

We're doing pretty well here in SE NY. About 25% of our 100 or so members are juniors including commercial, CFI and tow pilots.
Sounds like California amy not be the center of the universe.
UH

[rstut...@gmail.com]

We're doing pretty well here in SE NY. About 25% of our 100 or so members are juniors including commercial, CFI and tow pilots. Sounds like California amy not be the center of the universe. UH

Certainly not claiming to be the biggest or busiest club, but hopefully part of an overall trend. Adirondack Soaring in upstate NY has seen it's membership grow from about 35 to 75 members within the last 6-7 years, which includes approxiametely 3-5 active junior members and 4-6 college students/under 25 age group.

[Eric Bick (1DB)]

> Well a generation has passed the baby boomers are now hitting the wall and dying off. And still there still aren't any kids wanting to become glider pilots. Southern California used to be the center of the glider world in this country. Now on any Saturday, you'd be lucky to find a club with any new students.
>
>
>
> And 25 years ago, the internet didn't exist. Nor did iPhones, iPads, and the million other digital distractions that young people use today. Cal City died because it couldn't even keep a bunch of babyboomer pilots coming back.
>
>
>
> What's the average age of people on this board?

It is interesting. The SoCal high desert was a mecca "way back when" gliding was in its "mystique" phase. Adelanto, Rosamond, Pearblossom, and several others were all thriving centers of soaring activity. Back "then," the Sierra Wave Project caught the imagination of many in the soaring community. Today, several pilots routinely log 1,000-km wave flights on the Sierras and Andes and other. Back "then," 26:1 L/D seemed pretty good, and 30:1 a dream. Back "then," charts were the way of the waypoint, today, electronics rule the cockpit. Maybe the only thing that hasn't changed a whole lot is that a good glider has always cost about a year's worth of salary (so I heard an old timer say) - back then and now. On the other hand, today, as opposed to "what back when," there are many more used high performance gliders for sale than there were "back then."

However, do note that Krey Field, Crystallaire and Tehachapi still enjoy significant activity in the high desert region. The Antelope Valley and Cypress Soaring clubs fly regularly out of Krey. Cypress has been gaining about 4 -5 new members per year for the past 2 years, most under the age of 35 - 40. However, we have also been having about 4 -5 members go inactive each year, so maintaining status quo of around 30 active pilots. Both clubs have trainers and students on the learning curve.

Maybe some of the mystique is gone for the younger generations - or maybe it's the digital age stuff. Our new members that are students are pretty gung ho on both soaring and digitalitis - making them very Condor conversant. There are those that soar and decide to try Condor, and those who use Condor and decide to try actual soaring. It is a different world.

Over 50 (way over)

Eric Bick -

[Bob Kuykendall]

On Friday, January 24, 2014 1:49:59 PM UTC-8, Eric Bick (1DB) wrote:

>Maybe the only thing that hasn't changed a whole lot is that a good glider has always cost about a year's worth of salary (so I heard an old timer say) - back then and now...

I've changed that.

Thanks, Bob K.
https://www.facebook.com/pages/HP-24-Sailplane-Project/200931354951

[shmo...@roadrunner.com]

Santa Inez has just stood up a new Glider Operation (www.sbsoaring.com) and it has an enthusiastic and supportive sponsor. Crystal has a very professional new FBO that is solidly booking two new ASK-21's and adding a 3rd on this month. They have three towplanes and a highly qualified staff. Its a private airport, so sponsor is N/A. I fly wounded vets there once a month. (www.SoaringAcademy.org) This is not a dead sport, true it is changing, but its the dead heads and negative outlook that is killing it. Availability of accurate soaring forecast takes sporting glider pilots to gliderports on days of positive forecasts of wind direction and thermal tops. Other days, they sit idle. Glider FBO's need to have a sustaining business plan of training, inspection, repair, storage and towing. They need to be able to bridge the off week and off season changes in customer need. As customers we need to be sensitive and help them fill the voids for a win win relationship. This what we had at Cal City till the death by a thousand cuts began unnoticed in 1996, and then revealed as a cancerous sponsor in 2013.

Think: What can you do to help, not pound on the "death of a glider port" as some of I told you so and conciliatory song and chorus. Find a better way.. come back and help us.

[SoaringXCellence]

I'll be one of two presenting at the SSA convention on the GROWTH in our club, Juniors, on the board of directors, XC and OLC increasing every year, both in distance and number of pilots, 20 miles from a "major" metropolitan area (ok it Portland Oregon).


Definitely not dead or even breathing hard.

[Bob Kuykendall]

On Friday, January 24, 2014 9:48:01 PM UTC-8, SoaringXCellence wrote:
> ...20 miles from a "major" metropolitan area (ok it Portland Oregon).

If that's North Plains, it's where I start flying gliders at age 11.

Bob K.

[JS]

As someone who has sent in letters of support for several operations under attack across the USA, I have been amazed at the responses to this topic from start to finish. Some even seem to enjoy rubbing salt in wounds.
Thanks for all the lack of support and "thread drift". Community? Don't expect others to help save your operation if you didn't give a damn here.
Jim
(not some bugger who won't show his name)

[Dan Marotta]

We have several students and new glider pilots in Moriarty, both at the ABQ
Soaring Association and at Sundance Aviation. We also see plenty of
add-ons, but I don't expect many of them will continue.


<pet...@verizon.net> wrote in message
news:8db00cdb-cb6c-418a...@googlegroups.com...

On Friday, January 24, 2014 9:31:16 AM UTC-8, Tony wrote:

"Denial" is not a river in Africa. Yeah, the SSA is thriving. Last time
anyone checked, they did still seem to have a working phone and their
membership is booming. 25 years ago people were talking about the need for
soaring to attract young people into the sport.

[Dan Marotta]

Do you think we were born GGG drivers (whatever the hell that is)? I'd
venture that the vast majority of us who take one tow and are gone all day
started by taking several tows and getting shot down. The difference is
that, to us, this not a so-called "sport" that we can simply arrive at the
location, be strapped into a shiny new piece of equipment, be kissed on the
forehead by a hottie, and sent on our merry way. Most of earned it. And we
love what we're doing, and don't mind the drive and waiting in line. And we
help others rig and de-rig their ships and we share a beer and lies about
our great achievements. We don't simply land and walk away and on to the
next "sport" that caters to our egos.

True, there are those who were born into gliding (not me!). I know more
than one and, to a man, they're great guys and gals. Those of us who do
this because we love it will continue to find a way and a place to soar.
Those who want "customer service" will likely move on to other things and
will probably be just as unhappy with what they're paying for.

As I understand it from a friend who flies (or flew) at Cal City, they were
subjected to unliveable (and frankly dumb) regulations that caused them to
pull out. Those who are true soaring pilots will fly somewhere else.

<pet...@verizon.net> wrote in message
news:87553039-1534-4595...@googlegroups.com...

"As custmomers we need to be sensitive and help them fill the voids for a
win win relationship."

What?! I beg to differ--I'm the CUSTOMER and I expect service and value in
return for my business. Cal City failed because they drove away business
when they failed miserably to provide CUSTOMER SERVICE. I was there and saw
pilots in the Douglas Soaring Club just not renew their memberships and
never returned.

The other glider operations in the Antelope Valley weren't much better.
While the clubs at Krey might have been an option, the location was just
miserable especially in the summer. The Marines could train troops out
there for Afghanistan! In fact our troops in the Middle East have better
accomodations than what is out at Krey. The place is hell and no one could
expect spouses or children to endure the conditions there during the hot
months.

Also, all of the locations in the Antelope Valley are 100+ miles from L.A.
and just the commute was a significant ordeal. For those of you not
familiar with the region, Cal City and Krey make Edwards AFB in "The Right
Stuff" look like paradise in comparison. In fact, Cal City, Krey and
Crystal are located in the middle of nowhere. It's really hard to get young
people to drive out to places that are totally lacking in amenities or in
the case of Cal City, the only amenity is a building with a/c and real
restrooms--woo hoo!

This issue of the declining gliding pilot population is a common topic of
discussion all around the world. This is from an old post here:

*--------------------------------------------------------------------;
WORLD MEMBERSHIP DECLINE ALARMING

All member countries of the IGC have suspected for many years that the
support for gliding on a world-wide basis has been falling, but until
now no factual figures have been available.

As a one man committee appointed by IGC in March 1999 to report this
year on the situation, I first saw a need to establish accurately the
true position. The accompanying page, whilst notable for some omissions
(Italy, Finland, Poland), is a big enough sampling to provide an
accurate picture of the decline. It shows that our membership has fallen
12.2 per cent in the past 10 years, or 14.81 per cent if we take into
account the memberships of the former Iron Curtain countries, now
operating under a private enterprise regime.

The decline in membership numbers is accelerating, so IGC can no longer
ignore the matter. Giving lip service to the subject achieves nothing. A
number of member countries have tried on an individual basis
(Netherlands, New Zealand, USA) to arrest their decline, but to my
knowledge no one country has recorded any major success in achieving a
reversal. It is therefore necessary to take a look at why we are now
collectively in the current position.

What has happened in the last 10 years
Regardless of country, living and work standards have seen major changes
over the past 10 years. We are forced to accept that potential new
gliding members now have increased expectations of service quality,
expect high standards, added value and immediacy. These expectations are
now well established, and we can expect peoples required standards to
increase even further. Based on their service standards and
relationships, companies succeed or fail. Old notions of service
adequacy will not be sufficient. Why should a consumer used to high
standards of service from businesses, compromise standards to experience
inadequate service from an amateurish organisation?

An example: regard the universal dissatisfaction with schools and
hospitals, even though their levels of service are really no worse than
10 years ago. Organisations offering sport and active leisure
opportunities can no longer assume they have a captive market. They have
to earn peoples commitment of interest, time and money with service and
attention to fulfilling needs.

And it has to be fast. People (rightly or wrongly) now expect
professional level services, even from volunteers. Meeting this standard
requires a different mindset and skill set. This is lifestyle marketing.
Our sport has a competency issue if we are to meet this challenge.

In New Zealand we have seen six out of our 31 clubs either fold or about
to amalgamate. This is a club decline of 19% and runs parallel to
membership loss. We have not yet seen the end of this declining trend.
These clubs were/are still living in the 1980's, and assumed they had a
captive market.They did not change and the world has left them behind.
It is suspected that we are not unique in New Zealand and the same trend
is applying world wide. To survive, we need to get smarter, more
proficient at what we provide, and more importantly get commercial.
*--------------------------------------------------------------------------;
https://groups.google.com/forum/#!topic/rec.aviation.soaring/sZlCRNn_fAE

Yes, today to be successful you have to provide "professional level
services". You can come up with all of the slogans you want and give away
rides and baseball caps, but this sport is failing because it can't provide
the consumer with the basics.

When pilots drive 125 miles to a hot desert "middle of nowhere" location to
fly gliders, they don't expect to receive lectures and condescending
attitudes from the FBO and staff. I would take 3-5 tows a weekend (just
like my other inexperienced club member colleagues) because most of the time
I would get shot down rather quickly. The hotshots in their GGG would take
one 2000 foot tow and be gone all day.

Who was the better and more important customer? Of course it was the
hotshot contest GGG driver. Us club members got treated like third class
citizens. I saw it at all the other operations, too. It's a cultural thing
with soaring. Me and the other pilots got tired of that nonsense and left.
It's a complaint as old as soaring itself.

Today there are more choices than ever where to spend one's leisure time and
money. The average age of glider pilots in this country is probably over
50. There are probably a lot more inactive than active pilots. The
inactive pilots aren't the problem.

So the customers disappeared and soaring in this country and elsewhere is
hurting. And you want ME to help the failing businesses? It's just
revisionist history to say that the reason why Cal City is dead is due to
the City of Cal City. This is just a symptom of a much larger problem.

[Eric Bick (1DB)]

On Saturday, January 25, 2014 8:47:47 AM UTC-8, Dan Marotta wrote:
> Do you think we were born GGG drivers (whatever the hell that is)? I'd
>
> venture that the vast majority of us who take one tow and are gone all day
>
> started by taking several tows and getting shot down. The difference is
>
> that, to us, this not a so-called "sport" that we can simply arrive at the
>
> location, be strapped into a shiny new piece of equipment, be kissed on the
>
> forehead by a hottie, and sent on our merry way. Most of earned it. And we
>
> love what we're doing, and don't mind the drive and waiting in line. And we
>
> help others rig and de-rig their ships and we share a beer and lies about
>
> our great achievements. We don't simply land and walk away and on to the
>
> next "sport" that caters to our egos.
>
>
>
> True, there are those who were born into gliding (not me!). I know more
>
> than one and, to a man, they're great guys and gals. Those of us who do
>
> this because we love it will continue to find a way and a place to soar.
>
> Those who want "customer service" will likely move on to other things and
>
> will probably be just as unhappy with what they're paying for.
>
>
>
> As I understand it from a friend who flies (or flew) at Cal City, they were
>
> subjected to unliveable (and frankly dumb) regulations that caused them to
>
> pull out. Those who are true soaring pilots will fly somewhere else.

Thank you, Dan - well said. At Krey Field, we endure the summer heat and spartan field conditions in order to do what we love to do - whether for one flight or getting shot down and going up again in an area that provides outstanding soaring conditions. Wouldn't trade it for anything, including a swimming pool and beer bar ... maybe need to think about that a bit ... it would be nice ... but after a great day of soaring. Evan as Cal City and 29 Palms shut down, and pilots hang on at other locations, we are looking for other alternatives to pursue this sport. We got "kicked" out of Hemet 3 years ago due to political whims, but we found Krey, and if something happens at Krey, we know there are alternatives.
Eric Bick

[Soarin Again]

It sounds like the trauma of Mr. Wakamatsu's last flight in his own
(not Douglas club owned) Schweizer 126 at Calif City, was far more damaging
than anyone had imagined at the time. I vividly remember watching the
glider at about 1000 ft agl on tow, executing the most radical multiple
cycles of PIO's I have ever witnessed in 25 years of glider operations.
During this sequence the tow pilot was scared to death but was able to
release the tow rope. Fortunately in spite of being dazed by his head
striking and breaking the canopy. Mr. Wakamtsu managed to make a messy but
uneventful landing. After parking the tow plane Clint the angry tow pilot
informed me that he would no longer tow this glider pilot. Being an
unreasonable glider FBO operator, I informed Mr. Wakamatsu that he was
required to get additional training and an ok by a club instructor, before
he would be allowed to make any future solo aerotows at this site. As was
his perogative Mr. Wakamatsu took his glider home for repairs and never
returned.
From the tone of his posts, he was apparently equally mistreated at several
other local soaring sites in the desert. How dare those operators put
their equipment and the lives of their tow pilots ahead of the self
centered ego of a customer who drives hundreds of miles to then sit in 100
degree temps for the opportunity to pay exorbitant tow rates for a measly
few minutes of gliding time. Will they never learn?
MartinJE

>When pilots drive 125 miles to a hot desert "middle of nowhere" location

>to=

> fly gliders, they don't expect to receive lectures and condescending

>attit=

>udes from the FBO and staff. I would take 3-5 tows a weekend (just like

>my=

> other inexperienced club member colleagues) because most of the time I

>wou=

>ld get shot down rather quickly. The hotshots in their GGG would take
one

>=

>2000 foot tow and be gone all day.
>
>Who was the better and more important customer? Of course it was the

>hotsh=

>ot contest GGG driver. Us club members got treated like third class

>citize=

>ns. I saw it at all the other operations, too. It's a cultural thing

>with=

> soaring. Me and the other pilots got tired of that nonsense and left.

>It=
>'s a complaint as old as soaring itself. =20

>
>Today there are more choices than ever where to spend one's leisure time

>an=

>d money. The average age of glider pilots in this country is probably

>over=

> 50. There are probably a lot more inactive than active pilots. The

>inact=

>ive pilots aren't the problem.
>
>So the customers disappeared and soaring in this country and elsewhere is

>h=

>urting. And you want ME to help the failing businesses? It's just

>revisio=

>nist history to say that the reason why Cal City is dead is due to the

>City=

> of Cal City. This is just a symptom of a much larger problem.

> =20
>

[Mark Schmidt L4]

On Sunday, January 26, 2014 9:34:01 AM UTC-8, pet...@verizon.net wrote:

> Well if we're going to get to brass tacks, then so be it. Marty, you shouldn't rely on your memory from 21 years ago since your command of the facts is lacking. I have my logbook, something I haven't looked at in quite a while. But this will serve as a useful example of why you and Cindy drove away good pilots from Cal City.
>
>
>
> The nasty incident occurred on 6/26/93, it was a very hot and unstable day with giant dust devils. While my 1-26 was in line with 5 or 6 other gliders waiting to be towed, a huge dust devil came through the airport and hit me and my plane. I was planted on the right wing tip on my 1-26 and got spurn around 270 degrees, but fortunately there was no damage except to a hole in my jeans and boot.
>
>
>
> On tow it was very rough and going downwind (east) I thought that I might have to get off tow and land. I made a quick glance down to check my altitude and then when I look back up, I noticed that the tow plane was making a tight left turn to the north and I was way out of position. No problem, I said and proceeded to manuever back into position.
>
>
>
> The next thing I knew I was going UP at a rapid rate--I was at least 100 feet above the tow plane and rising fast so I pulled the release. I couldn't release, there was too much tension on the line and then the PIO started which resulted in me getting tossed around the cockpit like a BB in a paint can. My head was hitting the canopy so quickly and hard that I couldn't even focus my eyes (est. a rate of 5-10 hits/second).
>
>
>
> All the while I was pulling on the release knob which finally let go. When the occillations stopped, I was still going up at a rapid rate--the vario was almost pegged. But I couldn't function and all my belts were loose since the back cushion had popped out of position. I ended up 7500 msl which gave me time to get my act together and land.
>
>
>
> When I got down, my instructor and club president (R.D.) was there. Marty chewed me out after doing a 5 minute investigation right there on the runway. However, his version missed a few facts.
>
>
>
> I couldn't recall lots of things at that moment and after talking to pilot witnesses on the ground, it became clear what happened. According to the witnesses, Clint towed me into a giant dust devil that was heading east. The dust devil, just like the previous one, ripped through the airport and was headed north-east.
>
>
>
> As we were going east (downwind) on tow, Clint made a tight left turn in an effort to turn inside of the dust devil. This was my 170th flight at Cal City and I had never seen a tow plane make such a turn especially on a super rough and unstable day.
>
>
>
> So I ended up being thrown wide and flew right into the dust devil. Which explains how I ended going up so quickly. Instead of flying east for a few more seconds and then turning north, or turning south and away from the dust devil, Clint flew me right into a huge dust devil.
>
>
>
> He either did it on purpose or just made a really bad decision. Either way, I could've gotten hurt.
>
>
>
> Marty's memory on what happened next is all fantasy. I didn't take my damaged plane home and never returned. In fact the canopy was not cracked and my plane stayed at Cal City. My instructor who was also club president talked to Marty and told him I didn't need further instruction. I flew again on 8/21 in our Blanik with a club member, and then again on 8/28, solo.
>
>
>
> Before the incident I had flown my 1-26 on 19 flights at Cal City over the span of 4 months. This included a 3.2 hr flight from a 2000' tow where I made it up to 10,300 msl. I also had a 3.2 and 2.0 hour flights as well.
>
>
>
> In all of the solo flight I made in our club's Blanik and 1-34, or in my 1-26, I never had any problems on tow.
>
>
>
> I quit flying and didn't return to fly until 2000. I had a 1-23 and flew it a bit at another airport. But I wasn't having fun and didn't enjoy it. I went inactive again and flew again in 2003 and 2005 (with the same FBO and instructor), but never soloed. I have no intention of flying gliders again.
>
>
>
> The real reason flying wasn't fun and why I didn't make a return until 2000 was that my good friend and instructor, R.D. was killed in a glider accident at Cal City in 1998. R.D. was president of the Douglas Soaring Club and for years it's primary instructor.
>
>
>
> Two years prior to his fatal accident R.D. had suffered a major stroke which left his entire right side of his body paralyed. He made some recovery but he had suffered a very big bleeder in his brain and the damage was extensive and permanent. However, R.D. was signed off to fly again after a check ride and Caracole towed him up, although he only flew with another pilot. He did not have a Medical.
>
>
>
> While giving a checkout ride to a new club member (an American Airlines ATP, former F-4 & F-16 instructor pilot) flying the club's Puchacz, R.D. and the other pilot were both killed when their plane spun in at Cal City. The official cause of the accident from the NTSB was "The failure of the first and/or second pilot to obtain and maintain control of the aircraft after stalling and entering a spin."
>
>
>
> The autopsy report found:
>
> "...On the coroner's report of autopsy of the first pilot is
>
> the comment: "On the right hand in the thenar web is extensive soft tissue contusion." On the report of the second pilot, performed by the same pathologist, is reported: "Multiple contusions are on the
>
> hands and knuckles.""
>
>
>
> Pilot one was R.D. who was in the front seat. This result implies that the pilots bruised their hands before their deaths. The right hand on R.D. was not his good hand--his stroke had affected his right side. Any way you look at this data, it is certainly likely that R.D.'s right hand was firmly on the stick and pilot two's hands and knuckles were injured suggesting that the two pilots weren't flying in cooperation.
>
>
>
> R.D. should have never been allowed to pilot an aircraft. A stroke also affects the cognitive functions of the brain. Under stress there is no way to know if the stroke had left hidden damage that could adversely affect a person's reactions. It was a fatal mistake to let R.D. fly with Private Pilot's license. He should only have been allowed to fly as a passenger.
>
>
>
> Cindy and Marty talk about safety a lot but they never seem to mention this tragic accident and their role in it.
>
>
>
> Then there was another accident that occurred in July 2, 1992. This involved R.D. again and another Douglas Club member. From the Douglas Soaring Club Meeting Minutes For July 11, 1992:
>
>
>
> *---------------------------------------------------------------------------;
>
> " the twin [Twin Astir] was damaged in an accident on July 2 at Grant's Field in Olancha, fortunately no one was injured. It was being flown by R.D. and D.L. up to Bishop for the July 4th weekend club trip. After a successful outlanding at Olancha, Marty Eiler was contacted in Bishop for an aero tow and flew down in the 182 tow plane about 7:30pm. Grant's field is about 2100' long, packed dirt with some short scattered brush at the far end. There was a 5-10 knot headwind with a slight crosswind component. Conditions appeared suitable for takeoff with Marty and D.L. in the tow plane and R.D. flying solo in the Twin.
>
>
>
> The glider was airborne in a normal distance, but brush at the far end retarded the speed of the tow plane and it was forced to release the glider in order to (almost) clear a barb wire fence at the far end of the runway. The tow plane hit and broke the top wire of the fence.
>
>
>
> R.D. was releaseed at about 10-15', 55 knots, with no landable field ahead or to either side, so he made a 180 to the left ("do not EVER try this"). In the process of trying to re-align with the runway the right wing tip caught some brush and the aircraft groundlooped, breaking the tail off and cracking the rear canopy...."
>
> *---------------------------------------------------------------------------;
>
>
>
> It that accident they were lucky that they all didn't get killed or seriously injured. It was obvious afterwards that the decision to take off was a horrible one. Another feather in the cap for Marty.
>
>
>
> Marty had the habit of hammering every pilot within sight distance about their supposed deficiencies and mistakes. Every pilot at Cal City knew about the "LBC" (Lecture by Cindy). You couldn't even drink a bottle of water without getting some kind of admonition.
>
>
>
> Lack of customer service? How about just keeping their mouths shut and acting like normal people. How much can a person endure?
>
>
>
> So instead of painting an unflattering and false picture of me, Marty, lets just all remember some of the history of the Cal City and the Douglas Soaring Club. It's truly unfortunate what happened to the club and its members, and tragic what happened to R.D. and the other pilot who was killed.
>
>
>
> Unfortunately soaring in this country has lots of skeletons buried and no one wants to look at them. That's the real reason why I quit flying gliders at Cal City. And there were LOTS of other Douglas Club members who quit, too. I wasn't the only person. It's not a pretty picture but we shouldn't forget the past. R.D. was a great guy, Vietnam War veteran, retired Air Force Major and former flight test engineer at Edwards. He was one of my best friends and best men I've ever known.
>
>
>
> I'll always cherish those good memories of the Douglas Soaring Club, we had some great times out there flying.

I, and I am sure all other pilots who flew at Cal City, sincerely regret your friend's death. Speaking for myself, I am also sorry your bitterness over these past incidents leads you to waste your time following something you never plan to participate in, and to take pleasure in others' difficulties. For me, not being able to fly at Cal City will be a difficulty -- I loved the place.

[Peter Kovari]

What a brouhaha.
I probably crossed paths with this gentleman as I too been a long time member of the Douglas Club.
Russ Dearvas was a friend of mine and has been missed since his untimely death.
Marty also a friend can be a ball buster that is if one has it coming. He almost always is spot on.
If you don't like Krey you must not like soaring. Just a couple of miles down the road from the historic El Mirage soaring site it is located smack under the sheer line but than of course he would not like it as this sheer line is probably the most powerful and of course our friend has trouble staying on tow most likely in anything but still air.
Crystal is the best year around soaring operation bar none. Try scedualing a rental on the weekend. Good luck- stand in line they are not available.
I say hogwash, this gent is full of s......t. We are wasting time
6PK

[flyingb...@yahoo.com]

When I think of Bob Harris heading out to California City on that windy day in 1986 when he set the World Altitude Record for single seat gliders which stands to this very day I cannot help but feel sad for the end of glider operations at this historic site. I also feel bad for the many remaining glider folks that call California City their home knowing how they must feel seeing a special part of their lives come to an end.

I also understand the frustration that others have expressed at the poor customer service that they have received while pursuing their hobby of flying gliders. I have experienced all of these things myself and wish it wouldn't happen. There simply is no excuse for it in the first place and it seldom benefits anyone.

For the record, I have not, nor do I know anyone that has ever gone to California City as a customer of the former Commercial Operation or the Soaring Club located there. But I would like to share a couple of stories that I received first hand from a Glider Pilot that I have known and have flown with for decades that relate to this discussion.

First, this Glider pilot made an appointment at a Commercial Operation in California that has long since gone out of business. The Glider pilot made the 2 and 1/2 hour drive and arrived early at the Gliderport. He waited patiently for the Instructor to show up. The Instructor finally showed up 45 minutes late for the appointment. The Instructor then spent 15 minutes explaining the Gliderport traffic pattern to the Glider Pilot and then announced that his next student had arrived so that he would not have time to fly with the Glider pilot who had the earlier appointment. Additionally, he charged the Glider Pilot for 30 minutes Ground Instruction. The Glider pilot then left for his 2 and 1/2 hour drive home, never returning to that Gliderport again.

Second, this Glider Pilot went to a different Commercial Operator in California and got on the list to rent a glider. After waiting several hours for his turn with the glider, all of the privately owned ships on the field waiting for the good soaring conditions to launch, pulled out on the tow line. With one tow plane in service it would have been another 1 and 1/2 hour to 2 hour wait to get launched. This Operator did his tows first come first serve with no preferential treatment for his rental customers ( even though that would have meant more revenue for his operation ). By then it would be so late in the day that by the time the Glider pilot flew and then made the 3 hour drive home, well... The Glider pilot would have been happy if the Operator simply alternated tows between the private owners and the rental customers but he stopped going there too.

The Glider Pilot eventually flew extensively at Hemet-Ryan where he enjoyed the variety of ships they had and the Ground Crew that assisted with getting the ship out on the line so he didn't have to do that by himself. These were typically young guys that were just plain helpful and made the Gliding experience that much more enjoyable. This Glider Pilot also gave high marks to Black Forest Gliderport for their facilities, training and helpful positive attitude. He also made regular trips to Tom Stower's operation at Minden, High Country Soaring, where he earned his Silver Badge, Altitude Diamond and Lennie Pin.

Each of these Commercial Operators had very successful, long tenured businesses, The one common thread that I see is that they all understood that they were not only in the Glider rental business or the Flight Instruction business or the Glider Ride business. THEY WERE IN THE PEOPLE BUSINESS. They appreciated their customers and treated them the way that they, themselves, would like to be treated. That made all the difference.

My personal unfavorable experiences have been previously published so I will not re-hash them here. But I will take a moment to give high praise to both Burt Compton at Marfa Gliders and Sarah Kelly-Arnold at Chilhowee Gliderport. They understand that they are in the people business and treat their customers with courtesy and respect. They provide first rate Flight Instruction and quality equipment to work with. Besides that, flying with Burt and Sarah is just plain fun. They "get it" and that is what makes it work. I will be returning to fly with them both in the future as time and circumstances permit.

This philosophy does not apply to just Commercial Operators...it applies to Clubs as well.

No, I don't need a "hottie" to kiss me on the forehead before I launch. I do expect a hand getting the Glider out as I shouldn't have to do all the work when I am "paying the freight". Is it too much to ask that the Glider doesn't look like it belongs in a salvage yard instead of on the flight line? To take somebody out to ship with a dirty, cracked worn out interior, a cracked canopy, peeling paint, dented wings, etc... and then expect to get excited about soaring? I have seen and flown in ships that looked like they were in the aerial version of the Demolition Derby. That Commercial Operator should be embarrassed and ashamed to have junk like that on their rental line. It certainly does nothing to promote Soaring in general or their business in particular.

Don't get me wrong, I don't mind paying top dollar to fly quality equipment. I just have a problem paying top dollar to fly a piece of junk.

Just my 300 cents worth.

Thank you, again, to Burt Compton at Marfa Gliders and Sarah Kelly-Arnold at Chilhowee Gliderport for doing it right!

Brian K. Lott

[Mike Schumann]

The most effective way for us to increase interest in soaring is to get the FAA to make a glider license a prerequisite to getting an ATP license. Given the recent discussions about the lack of basic flying skills amongst airline pilots, we could make a very convincing case that this would be a major safety benefit.

If this were implemented, every kid in the country who is interested in becoming a commercial pilot would start by getting their glider license. This would totally reinvigorate the sport.

[Soartech]

> We are and will be working on it. http://cadet.ssa.org http://www.letsgogliding.com Come to the SSA Convention in Reno and buy a LGG promo ball cap ($10).

Hey Frank, whats the weekly hit count on the letsgogliding.com website?
I am curious. Is it really effective?

[JS]

Unbelievable thread drift on a pretty serious matter.
Unless you think the USA can stand to lose a few dozen glider operations!
My support for glider ops under pressure started with Eagle Field - a highway going through Karl's place. Never launched or landed there. Latest support was for Mifflin - Wind turbines. Never launched or landed there either. Support includes airports affected by Chicago O'Hare and Las Vegas McCarran Class B expansions, and I seem to remember the ancient Allentown ARSA "AIDS" which later became Class C.
Come on, pay attention to what's going on and be supportive if you hope this sport will be around for a while.
Or just be RAS stereotypes in winter.
For those in R12 who may land out at Cal City next season, the gate code will not be what you expect. We'll be locked out so aerotow or get your glider back later.
Jim

[Frank Whiteley]

Check your inbox or spam folder for an off RAS message.

Frank

[shmo...@roadrunner.com]

On Friday, January 24, 2014 6:08:15 PM UTC-8, shmo...@roadrunner.com wrote:

> Santa Inez has just stood up a new Glider Operation (www.sbsoaring.com) and it has an enthusiastic and supportive sponsor. Crystal has a very professional new FBO that is solidly booking two new ASK-21's and adding a 3rd on this month. They have three towplanes and a highly qualified staff. Its a private airport, so sponsor is N/A. I fly wounded vets there once a month. (www.SoaringAcademy.org) This is not a dead sport, true it is changing, but its the dead heads and negative outlook that is killing it. Availability of accurate soaring forecast takes sporting glider pilots to gliderports on days of positive forecasts of wind direction and thermal tops. Other days, they sit idle. Glider FBO's need to have a sustaining business plan of training, inspection, repair, storage and towing. They need to be able to bridge the off week and off season changes in customer need. As customers we need to be sensitive and help them fill the voids for a win win relationship. This what we had at Cal City till the death by a thousand cuts began unnoticed in 1996, and then revealed as a cancerous sponsor in 2013.
>
>
>
> Think: What can you do to help, not pound on the "death of a glider port" as some of I told you so and conciliatory song and chorus. Find a better way.. come back and help us.

We had a tremendous turnout Sat 1, Feb 14 with flying and non flying glider pilots from all over the region. Soaring was unusually good with the 18m's reaching 10K but staying close to join the well bannered "End of Era " glider trailer parade thru the city and surrounding the city hall. Well documented, videos and images will appear later. MOST IMPORTANT: the City Manager, Tom Weil's contract comes up for renewal Tuesday, 4 FEB, evening at a Special Council Meeting. Be there and speak in getting rid of this deceitful and ignorant manager, who single handily made it impossible to continue glider ops and violated numerous federal grant assurance in the process.

[JS]

Just streamed on KAXE, Grand Rapids, MN...
Sonny Johnson: "My Crown"
Made me think of Tom Weil.
Jim

(chorus)
Just let me wear my crown
'cause I'm gonna run this town

[bruced...@gmail.com]

John, sorry to hear about your soaring site. The view on Google maps shows a dozen trailers and one assembled glass ship, maybe worth keeping.